Auxiliary drive system for a railway vehicle, railway vehicle and associated method
The auxiliary drive system for railway vehicles addresses the issue of mechanical interference by using a device to move the drive member between active and inactive positions, ensuring efficient movement and minimal hindrance to conventional traction.
Patent Information
- Application Number
- FR2021008434
- Authority / Receiving Office
- FR · FR
- Patent Type
- Patents
- Current Assignee / Owner
- Filing Date
- 2021-08-03
- Publication Date
- 2025-05-30
- Estimated Expiration
- 2041-08-03
AI Technical Summary
Existing auxiliary drive systems for railway vehicles mechanically interfere with the movement of the vehicle when not in use, hindering conventional traction.
An auxiliary drive system that includes a device to move the drive member between an active position, where it contacts the wheel, and an inactive position, where it is away from the wheel, using compressed air to facilitate easy engagement and disengagement.
The system allows for efficient movement of the railway vehicle without hindering conventional traction when not in use, as the drive member can be easily moved to an inactive position, thus minimizing interference.
Smart Images
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Abstract
Description
Title of the invention: Auxiliary drive system for a railway vehicle, associated railway vehicle and method
[0001] The present invention relates to an auxiliary drive system for a car of a railway vehicle, comprising:
[0002] - a source of compressed air;
[0003] - a compressed air motor suitable for being supplied with compressed air by the air source tablet;
[0004] - a drive member for a wheel of the car, suitable for being driven in rotation by the compressed air motor to drive the wheel into rotation.
[0005] CN 108162991 A describes such a system.
[0006] Such a system makes it possible to move a car of a railway vehicle over short distances without using conventional motorization, for example carried by a locomotive. This system is, for example, used to move the car precisely, in particular upstream of a step of coupling the car with another car or the locomotive.
[0007] When the auxiliary drive system is no longer needed or suitable, it is switched off. To move the railway vehicle over long distances, the conventional engine integrated in a locomotive then takes over.
[0008] However, under these conditions, even when stopped, the auxiliary drive system being mechanically linked to the wheel of the car, it disrupts the movement of the vehicle.
[0009] An object of the invention is to provide an auxiliary drive system for a railway vehicle car, simple to operate and maintain, while being of little hindrance to the car during conventional traction.
[0010] To this end, the invention relates to a drive system of the aforementioned type, further comprising a device for moving the drive member between an active position in which the drive member is in contact with the wheel and an inactive position in which the drive member is away from the wheel, the drive member being capable of rotating the wheel in the active position.
[0011] According to particular embodiments, the system also comprises one or more of the following characteristics, taken individually or in any technically conceivable combination:
[0012] - the displacement device is suitable for being supplied with compressed air by the source compressed air to move the drive member to the inactive position;
[0013] - the moving device comprises a pneumatic cylinder;
[0014] - the pneumatic cylinder comprises a cylinder delimiting a chamber, a piston extending into the chamber, and a rod secured to the piston and the drive member, the piston being moved into the chamber when the pneumatic cylinder is supplied with compressed air so as to move the drive member to the inactive position, the movement device further comprising a return member constraining the piston so as to constrain the drive member to the active position;
[0015] - the system further comprises a pneumatic valve controlling the supply of compressed air from the compressed air source to the moving device;
[0016] - the system further comprises a pneumatic valve controlling the supply of compressed air from the compressed air source to the compressed air motor;
[0017] - the drive member is operable between a locked configuration in which it is locked in rotation and a free configuration in which it is free in rotation, the drive member being configured to brake the wheel when it is in the active position and in the locked configuration.
[0018] The invention also relates to a carriage of a railway vehicle comprising a plurality of wheels and at least one auxiliary drive system as described previously, the at least one auxiliary drive system being associated with a wheel, the drive member being in contact with the corresponding wheel in the active position and away from the wheel in the inactive position, the drive member being able to be rotated by the compressed air motor to rotate the corresponding wheel in the active position.
[0019] The invention further relates to a method for auxiliary driving of a car of a railway vehicle comprising an auxiliary drive system as described above, the method comprising the steps of:
[0020] - moving the drive member from the inactive position to the active position by the moving device; and
[0021] - supplying the compressed air motor with compressed air, the drive member being rotated by the compressed air motor to rotate the wheel.
[0022] Optionally, the method further comprises, when the drive member is in its active position, a step of passing the drive member from a free configuration in which it is free to rotate to a blocked configuration in which it is blocked to rotate, to brake the wheel of the car.
[0023] Other aspects and advantages of the invention will appear on reading the following description, given by way of example and with reference to the appended drawings, in which:
[0024] [Fig.l] [Fig.l] is a schematic representation of a portion of a car of a railway vehicle comprising an auxiliary drive system according to the invention, the displacement device being in the active position, the motor being supplied with compressed air; and
[0025] [Fig.2] [Fig.2] is a schematic representation of the car portion of the [Fig.l], the moving device being in the inactive position, the compressed air supply to the motor being cut off.
[0026] With reference to Figures 1 and 2, a car 10 of a railway vehicle is described.
[0027] The car 10 comprises a plurality of wheels 12, here mounted on a bogie 14 of the railway vehicle, and at least one auxiliary drive system 18 associated with a wheel 12, for example mounted on the bogie 14.
[0028] The car 10 comprises, for example, an auxiliary drive system 18 for each wheel 12. According to another example, only certain wheels are associated with an auxiliary drive system 18.
[0029] In the following, with reference to figures 1 and 2, a single auxiliary drive system 18 associated with a wheel 12 of the car 10 is described. It is understood that this description also applies to other possible systems 18 associated with other wheels 12 of the vehicle 10.
[0030] The auxiliary drive system 18 comprises a source 20 of compressed air, a compressed air motor 22, a member 24 for driving the wheel 12, a transmission member 25 and a device 26 for moving the drive member 24.
[0031] The source 20 of compressed air is a reservoir comprising compressed air. The compressed air is, for example, stored in the reservoir at a pressure greater than 3 bar, preferably between 3 and 5.4 bar. This pressure corresponds in particular to the pressures encountered in the general brake pipe devices present on all conventional UIC wagons and railway vehicles.
[0032] The compressed air motor 22 is fluidically connected to the source 20 and is capable of being supplied with compressed air by the source 20. When supplied with compressed air, the motor 22 generates a torque in a first direction of rotation or in a second direction of rotation opposite to the first direction.
[0033] The drive member 24 is suitable for being driven in rotation by the compressed air motor 22 via the transmission member 25 to drive the wheel 12 in rotation. In particular, the motor 22 transmits the torque that it generates to the drive member 24 so that the drive member 24 is set in rotation. The drive member 24 is rotated in the first direction of rotation or in the second opposite direction of rotation depending on the direction of rotation of the torque generated by the motor 22.
[0034] The compressed air engine comprises, for example, a turbine comprising blades suitable for driving the turbine in rotation in the first direction or in the second direction.
[0035] The drive member 24 is movable between an active position (illustrated in [Fig. 1]) and an inactive position (illustrated in [Fig. 2]). In the active position, the drive member 24 is in contact with the wheel 12. In the inactive position, the drive member 24 is away from the wheel 12.
[0036] The drive member 24 is capable of driving the wheel 12 in rotation in the active position. In particular, in the active position, the drive member 24 transmits the torque generated by the motor 22 to the wheel 12. The wheel 12 is driven in rotation in one direction of rotation or in an opposite direction of rotation depending on the direction of rotation of the drive member 24.
[0037] The drive member 24 is, for example, a roller movable in rotation about an axis parallel to an axis of rotation of the wheel 12. The roller is advantageously made of a material making it possible to obtain a coefficient of friction between the roller and the wheel 12 which is sufficient to prevent slipping during contact between the roller and the wheel 12.
[0038] For example, the drive member 24 is, furthermore, operable between a locked configuration and a free configuration. In the free configuration, the drive member 24 is free to rotate. In the locked configuration, the drive member 24 is locked in rotation. The drive member 24 is advantageously configured to brake the wheel 12 when it is in the active position and in the locked configuration. The braking of the wheel 12 is achieved by friction between the drive member 24 and the wheel 12.
[0039] The moving device 26 is configured to move the drive member 24 between the active position and the inactive position.
[0040] As will be detailed below, here, the displacement device 26 comprises a return member 30 forcing the drive member 24 towards the active position. The displacement device 26 is further advantageously capable of being supplied with compressed air by the compressed air source 20 to move the drive member 24 towards the inactive position. The active position thus corresponds to a rest position of the displacement device 26.
[0041] In particular, the displacement device 26 comprises a pneumatic cylinder 32 fluidly connected to the source 20 of compressed air and capable of being supplied with compressed air by the source 20 and a linkage 33 capable of connecting the cylinder to the transmission member 25 and / or to the drive member 24. As illustrated in the example of FIGS. 1 and 2, the pneumatic cylinder 32 comprises a cylinder 34, a piston 36 and a rod 38.
[0042] The cylinder 34 delimits a chamber 40.
[0043] The piston 36 extends into the chamber 40. The piston 36 delimits a front portion 42 of the chamber 40 and a rear portion 44 of the chamber 40. The front 42 and rear 44 portions are hermetically separated by the piston 36. Advantageously, the front portion 42 of the chamber 40 is suitable for being supplied with compressed air by the source 20.
[0044] When the pneumatic cylinder 32 is supplied with compressed air, the piston 36 is moved into the chamber 40. In particular, in this case, the front portion 42 of the chamber 40 is supplied with compressed air. The piston 36 then moves in the chamber 40 so that a volume of the rear portion 44 decreases and a volume of the front portion 42 increases.
[0045] The rod 38 is integral with the piston 36 and the drive member 24. Advantageously, the rod 38 extends at least partly in the front portion 42 of the chamber 40, between two ends, one of which is fixed to the piston 36 and the other is fixed to the drive member 24. Thus, when the piston 36 moves in the chamber 40, the rod 38 is moved. The movement of the rod 38 in turn causes the movement of the drive member 24 via the linkage 33, in particular away from the wheel 12.
[0046] Thus, when the pneumatic cylinder 32 is supplied with compressed air, the piston 36 is moved so as to move the drive member 24 towards the inactive position.
[0047] Advantageously, the pneumatic cylinder 32 also has an air evacuation orifice (not shown) through which the compressed air is able to escape from the front portion 42.
[0048] To force the drive member 24 toward the active position, the return member 30 forces the piston 36, in particular against the movement of the piston 36 generated by the supply of compressed air into the pneumatic cylinder 32. Thus, the return member 30 applies a return force to the piston 36. In this way, to move the drive member 24 toward the inactive position, the pneumatic cylinder 32, in particular the front portion 42 of the chamber 40, must be supplied with compressed air so that sufficient pressure to overcome the return force generated by the return member 30 exists in the front portion 42.
[0049] The return member 30 is, for example, an elastic spring extending in the rear portion 44 of the chamber 40 of the pneumatic cylinder 32. The elastic spring is integral with the piston 36 and advantageously rests on a rear wall 45 of the cylinder 34.
[0050] Advantageously, the system 18 further comprises a first pneumatic valve 48 controlling the supply of compressed air from the compressed air source 20 to the motor 22 and a second pneumatic valve 50 controlling the supply of compressed air from the compressed air source 20 to the displacement device 26.
[0051] Each pneumatic valve 48, 50 is operable between an open configuration in in which it allows power and a closed configuration in which power is cut off.
[0052] The first and second pneumatic valves 48, 50 are for example electromechanical valves.
[0053] For example, the system 18 also includes an air vent valve (not shown) controlling the venting of air from the forward portion 42 of the chamber 40 of the cylinder 32 through the air vent port.
[0054] Advantageously, the system 18 also comprises an electromechanical control device (not shown) configured to control the compressed air motor 22 as well as the first and second pneumatic valves 48, 50. In particular, the control device is configured to control the direction of the torque generated by the motor 22, control the supply of compressed air from the source 20 to the motor 22 and control the supply of compressed air from the source 20 to the displacement device 26.
[0055] Further, the electromechanical control device is configured to control the drive member 24 between the free configuration and the locked configuration.
[0056] Also, the electromechanical control device is configured to control the air vent valve to allow or prevent the venting of air from the front portion 42 of the chamber 40 of the cylinder 32.
[0057] For example, the electromechanical control device is remote from the auxiliary drive system, in particular installed in a passenger compartment of the car 10. The control device advantageously comprises a human-machine interface capable of being manipulated by an operator to control the motor 22, the pneumatic valves 48, 50 and the drive member 24.
[0058] In the following, a method of auxiliary driving the car 10 described above using the auxiliary drive system 18 is described.
[0059] Initially, as illustrated in [Fig. 2], the drive member 24 is in the inactive position and in the locked configuration. In other words, the drive member 24 is away from the wheel 12 and is locked in rotation. For example, the first pneumatic valve 48 is in the closed configuration. As a result, the motor 22 does not generate any torque. Advantageously, the second pneumatic valve 50 is in the open configuration and the air evacuation valve prevents the evacuation of air from the front portion 42 of the chamber 40 of the cylinder 32.
[0060] The auxiliary drive system 18 is used to auxiliary move the car 10.
[0061] For this purpose, the drive member 24 is advantageously placed in a free configuration so that it is free to rotate. The drive member 24 is then moved from the inactive position to the active position by the deactivation device. placement 26. To do this, advantageously, an operator manipulates the human-machine interface of the electromechanical control device to place the second pneumatic valve 50 in the closed configuration and to control the air evacuation valve to authorize the evacuation of air from the front portion 42 of the chamber 40 of the cylinder 32.
[0062] Advantageously, the operator manipulates the human-machine interface to choose a direction of torque that the motor 22 must generate depending on whether forward or reverse gear of the car 10 is desired.
[0063] Then, the compressed air motor 22 is supplied with compressed air. To do this, advantageously, the operator manipulates the human-machine interface to place the first pneumatic valve 48 in the open configuration. The drive system 18 is then as shown in [Fig.l].
[0064] The drive member 24 is then rotated by the compressed air motor to rotate the wheel 12. This then causes the car 10 to move.
[0065] Optionally, when the drive member 24 is in its active position, for example instead of supplying the motor 22 with compressed air, the drive member 24 is moved from the free configuration to the locked configuration. To do this, advantageously, the operator manipulates the human-machine interface to cause the drive member 24 to move into the locked configuration. This then causes the wheel 12 and therefore the car 10 to brake.
[0066] Advantageously, to return the drive member 24 to the inactive position, compressed air is again injected into the front portion 42 of the pneumatic cylinder, the air evacuation valve preventing the evacuation of air from the front portion 42 of the chamber 40 of the cylinder 32. To do this, the operator manipulates the human-machine interface to place the second pneumatic valve 50 in the open configuration and to control the air evacuation valve so as to prevent the evacuation of air.
[0067] The car 10 can then be moved by conventional traction means, for example by a locomotive, without interference from the drive member 24 on the wheel 12.
[0068] Advantageously, when the railway vehicle is stationary, the drive member 24 is in the active position and in the locked configuration. In this way, the auxiliary drive system 18 participates in immobilizing the railway vehicle, in association, for example, with a main braking system of the vehicle.
[0069] Thanks to the invention, the auxiliary drive system 18 allows efficient movement of the car 10. Furthermore, when it is not necessary, for example during movement carried out by a locomotive, the system 18 does not hinder the car 10.
[0070] Also, the auxiliary drive system 18 is simple and is easy to im- implement on car 10. On the one hand, the use of compressed air is common in the railway sector. On the other hand, system 18 requires few elements and it is easy to add them on bogie 14 of a pre-existing car.
[0071] Furthermore, as described above, the auxiliary drive system 18 can set the car 10 in motion but also brake it if necessary. The system 18 therefore advantageously integrates both a motorization function and a braking function.
Claims
Claims
1. System (18) for auxiliary driving of a car (10) of a railway vehicle, comprising: - a source of compressed air (20); - a compressed air motor (22) suitable for being supplied with compressed air by the source of compressed air (20); - a drive member (24) of a wheel (12) of the car (10), suitable for being driven in rotation by the compressed air motor (22) to drive the wheel (12) in rotation;characterized in that the system (18) further comprises a device (26) for moving the drive member (24) between an active position in which the drive member (24) is intended to be in contact with the wheel (12) and an inactive position in which the drive member (24) is intended to be away from the wheel (12), the drive member (24) being suitable for rotating the wheel (12) in the active position, the moving device (26) being suitable for being supplied with compressed air by the compressed air source (20) to move the drive member (24) to the inactive position.;
2. The system (18) of claim 1, wherein the displacement device (26) comprises a pneumatic cylinder (32).
3. The system (18) of claim 2, wherein the pneumatic cylinder (32) comprises a cylinder (34) defining a chamber (40), a piston (36) extending into the chamber (40), and a rod (38) secured to the piston (36) and the drive member (24), the piston (36) being moved into the chamber (40) when the pneumatic cylinder (32) is supplied with compressed air so as to move the drive member (24) toward the inactive position, the movement device (26) further comprising a return member (30) constraining the piston (36) so as to constrain the drive member (24) toward the active position.
4. The system (18) of any one of claims 1 to 3, further comprising a pneumatic valve (50) controlling the supply of compressed air from the compressed air source (20) to the displacement device (26).
5. A system (18) according to any preceding claim, further comprising a pneumatic valve (48) controlling the supply of compressed air from the compressed air source (20). to the compressed air motor (22).
6. A system (18) according to any preceding claim, wherein the drive member (24) is operable between a locked configuration in which it is locked in rotation and a free configuration in which it is free in rotation, the drive member (24) being configured to brake the wheel (12) when it is in the active position and in the locked configuration.
7. A car (10) of a railway vehicle comprising a plurality of wheels (12) and at least one auxiliary drive system (18) according to any one of the preceding claims, the at least one auxiliary drive system (18) being associated with a wheel (12), the drive member (24) being in contact with the corresponding wheel (12) in the active position and away from the wheel (12) in the inactive position, the drive member (24) being adapted to be rotated by the compressed air motor (22) to rotate the corresponding wheel (12) in the active position.
8. A method of auxiliary driving a car (10) of a railway vehicle comprising an auxiliary drive system (18) according to any one of claims 1 to 6, the method comprising the steps of: - moving the drive member (24) from the inactive position to the active position by the moving device (26); and - supplying the compressed air motor (22) with compressed air, the drive member (24) being rotated by the compressed air motor (22) to rotate the wheel (12).
9. A method according to claim 8, further comprising, when the drive member (24) is in its active position, a step of passing the drive member (24) from a free configuration in which it is free to rotate to a locked configuration in which it is locked to rotate, to brake the wheel (12) of the car (10).