GB2554205A

GB2554205A - Permanent way with "Static/Fixed Points" and steerable "On-Board Points"

Info

Publication number: GB2554205A
Application number: GB1715874.2A
Authority: GB
Inventors: Morrie Back Brian; Somasundaram Mariena
Original assignee: INNOVARAIL Ltd
Current assignee: INNOVARAIL Ltd
Priority date: 2010-01-22
Filing date: 2010-01-22
Publication date: 2018-03-28
Also published as: GB2477109B; GB2477109A; GB201715874D0; GB201000984D0

Abstract

A steering bogey for a railway vehicle, suitable for use with a railway with static points, comprises a bogie chassis 6 pivotable about a vertical axis. The bogey or truck has four wheels 5, each of which is also pivotable about a vertical axis. The steering direction of the wheels may be controlled by linear actuators 2 and linkages 3, and the control may include torque feedback. The steering direction of the wheels may alternatively be provided by four respective steering direct drive motors with servo positioning control. Also described is a railway with static points. The points have flat areas at the regions of rail divergence so that flanges of vehicle wheels support the wheels at those regions. The flat areas are provided by rail head tapering downwardly at each end with a lower base rising to provide the contact with wheel flanges. Also described is a system wherein the points have, at the regions of divergence, two parallel pairs of rail, the vehicles having two corresponding sets of wheels. At the divergence regions with one wheel set engaging the rails of one pain, the other wheel set is lowered from an initial raised position to engage the other rail pair and the first set is then raised.

Description

(71) Applicant(s):

Innovarail Limited

Kingsway, Rectory Lane, Leatherhead, Surrey, KT23 4DY, United Kingdom (72) Inventor(s):

Brian Morrie Back Mariena Somasundaram (74) Agent and/or Address for Service:

Page White & Farrer

Bedford House, John Street, London, WC1N 2BF, United Kingdom (56) Documents Cited:

EP 0144821 A1 DE 004039540 C1

DE 004412951 C1 JP 2007196933 A (58) Field of Search:

INT CL B61F, E01B

Other: WPI, EPODOC, Patents Fulltext (54) Title of the Invention: Permanent way with Static/Fixed Points and steerable On-Board Points Abstract Title: Permanent way with Static/Fixed points and steerable on-board points (57) A steering bogey for a railway vehicle, suitable for use with a railway with static points, comprises a bogie chassis 6 pivotable about a vertical axis. The bogey or truck has four wheels 5, each of which is also pivotable about a vertical axis. The steering direction of the wheels may be controlled by linear actuators 2 and linkages 3, and the control may include torque feedback. The steering direction of the wheels may alternatively be provided by four respective steering direct drive motors with servo positioning control. Also described is a railway with static points. The points have flat areas at the regions of rail divergence so that flanges of vehicle wheels support the wheels at those regions. The flat areas are provided by rail head tapering downwardly at each end with a lower base rising to provide the contact with wheel flanges. Also described is a system wherein the points have, at the regions of divergence, two parallel pairs of rail, the vehicles having two corresponding sets of wheels. At the divergence regions with one wheel set engaging the rails of one pain, the other wheel set is lowered from an initial raised position to engage the other rail pair and the first set is then raised.

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Permanent Way with StaticXFixed Points and Steerable On-Board Points

This invention relates to a new design of points/switches system for use on the railway. This new system comprises of static/fixed points and associated on-board points. Used together, the on board points and the static points system, enable rolling stock (i.e., trains, light trains, including passenger, freight, mixed freight, and all other vehicles that move on a railway) to safely change direction over a track infrastructure that is totally passive and free from moving parts.

Current State-of-the-Art

Currently, within a Permanent Way, the direction is changed using a system of track embedded points or switches, whereby the track or rails are actively moved ahead of the train and/or carriage in order to select the desired destination.

The use of embedded track switches and points means that the control of the points or switches has to be physically external to the train, requiring active infrastructure, remote control or, in manual networks, the driver to leave the train and/or carriage to operate the points or the switches.

Disadvantages of Current State-of-Art

High levels of maintenance, including regular lubrication, are required for embedded switches and points to keep them in good working order exposing maintenance workers to safety risks. At Red Zones (e.g., tunnel mouths, embankments and bridges) this requires the closure of the entire section of track affecting the timetable and the business.

As there are multiple moving parts, mechanical failure is a constant risk with track embedded switches and points. The construction is such that a switch/point is always physically weaker than a normal comparable track section. As a result, scheduled maintenance, to identify dormant failures and avoid safety incidents, is required.

The stresses induced by fixed wheels/wheel-sets on track leads to unnecessary wear and the premature occurrence of failure modes such as corner gauge cracking.

In cold weather, it is necessary to heat embedded switches and points to stop them freezing. This consumes vast amounts of energy and is often not practical in remote areas where energy sources are not locally available.

Track embedded switches and points are subject to human error. For instance, if the wrong direction is selected and the train then travels against the direction selected, derailment is a significant risk.

In times of flood, the electrics that control and drive the point mechanism can fail, due to the ingress of water, leading to partial or full closure of the line.

The presence of track embedded switches/points makes it necessary to manually tamp (i.e., level and compact) ballast in and around the points. This is because using automatic tamping machines would damage the switches.

Track embedded switches/ooints introduce sections of weakness, making the network

Jt ⁵ c vulnerable to vandalism and/or terrorist attack.

Generally, the presence of active/automated track embedded switches/points requires valuable non-ferrous items (within the infrastructure) that attract thieves,

In the current point-based system, since each direction change is limited to traversing one track, multiple (>2) branching requires a number of tracks and switches, requiring valuable track, switching and land resources.

Preferably, but not essentially, the on-board points system will be backwardly compatible with existing rail infrastructures, thereby permitting the new rolling stock to traverse existing networks.

Preferably, the new on-board points system would be installed on all rolling stock.

Preferably, the area of the static points system where the wheels run on their flanges will be covered in a hardwearing surface (giving an effect not dissimilar to that of a tyre, tread) for the steel flange to run upon.

Solutions 1-3

To overcome the disadvantages of the current slate-of-art, the present invention proposes to replace the embedded track points/switches with:

A steerable on-board points system located within the chassis of the train, carriages and associated rolling stock as per Fig 1 io Fig 10 inclusive and a new design for a static intersection (points) free from moving parts.

A dual offset bogie, system whereby offset wheel-sets are raised and lowered to select a parallel track section in order to change direction (Fig 11),

A triple offset bogie system whereby offset wheels are raised and lowered to steer a change in direction (Fig 12).

In all solutions 1 to 3 above, the wheel profiles of the new roiling stock will generally remain unaltered, keeping compatibility with existing Permanent Ways.

Benefits

By removing the need for trackside moving parts, we eliminate disadvantages 1, 2, 4, 5, 6, 7. 8 and 9.

By removing the need for trackside power, we eliminate disadvantages 4 and 6.

By introducing independent steering, we reduce uneven loading of the rail and hence reduce mechanical failures (flat wheels, comer gauge cracking, etc.), improving ride quality and eliminating disadvantage 3.

By introducing the trackside static/fixed point system, we now have the capability of multiway branching thus reducing the span required for the same number of branches with the current state-of-art, thus eliminating disadvantage 10.

An embodiment of the invention will now be described by referring to the accompanying drawings (Fig 1 through to Fig 12 inclusive).

The on-board steerable point system is formed using wheel-sets on the train and/or carriages which are steerable not only as ’with traditional bogies in the [pi, [q] directions but also in die [y], [2] direction, as indicated on Figures 3 and 4, by means of electric /mechanical/ pneumatic/servo actuators with dynamic feedback and control. This will permit trains equipped with the on-board points system to operate over both conventional rail section tracks and over dedicated intersections on dedicated tracks equipped with the static points system, as per Fig la and Fig lb, or alternative designs, Fig 1c or Fig Id,

The static/fixed points design, shown in Fig la and Fig lb, will incorporate a section where the head of the rail will be tapered down in the areas marked with dots, whilst a large sub-plate, indicated by the hashed area, 'will raise in height in order to make contact with the flange of the wheels, transferring the weight of the train and/or carriage to the flange. In this area, it will then be possible for the wheel-sets and bogies to be steered into the desired direction using the actuators, thus altering the course of the train and/or its carriages. After the steering area is passed, the railhead would regain its height and, therefore, constrain the lateral movement of the wheel by means of its flange. On long rolling stock, the actuators would be applied to both the wheels and the bogies.

The static/fixed points design, shown in Fig Ic, is similar to that shown in Fig la and Fig lb, but has a more solid design whereby a large area of the track bed is raised and coated with a friction surface on which the train can ste id run on its flanges.

The static/fixed points design, shown in Fig Id, is again similar io that in Fig Ic, but this time the area over which the steering is permitted is more constrained. Steering channels (2) to which a friction surface is applied would be provided, possibly of steel construction and with lined grooves. The whole construction is set into a large solid raised base (1) of possibly reinforced concrete construction. In the area marked (3), a narrow groove 'would also be provided, but only to provide clearance for the wheel flanges.

The control system would automatically optimise the angle of the wheels, collectively, as axle pairs or individually, and where applicable, position the bogie to permit both, the steering at junctions, and the optimisation of the lateral pressure on the track, especially on bends in order to reduce the occurrence of corner gauge cracking and wear on the leading edge of the wheel flanges. Due to the additional degree of freedom within the wheel-sets, it will also be possible to operate roiling stock over tighter corner sections of track.

Various methods of steering are compatible with this invention, including and not excluding the use of a common direct geared drive as per Fig 5a & Fig 5b. Here, a common drive shaft with torque transducer and actuator (1) drives gears (2) to rotate in opposing directions. The gears (2) act against linkages (3) in order to alter the angle of the wheels (5), about pivot block (4), which are held in chassis (6). This assembly may also include, as per Fig 5b, direct drive motors complete with regenerative braking, ABS braking and traction control.

In Fig 6a and 6b, two independent linear actuators (2) with torque feedback are used to independently push two independent linkages (3) alter the angles of the wheels (5) about a pivot block (4) held in chassis (6). Again the wheels can be driven, not driven, (un-driven) or individually driven using direct drive motors complete with regenerative braking, ABS braking and traction control.

In Fig 7a & Fig 7b, four independent linear actuators (2), with torque feedback, are used to independently push four independent linkages (3) alter the angles of the wheels (5) about a pivot block (4} held in chassis (6). Again the wheels can be driven, not driven (un-driven) or individually driven using direct drive motors complete with regenerative braking, ABS braking and traction control.

In Fig 7c, four independent direct drive motors are used with servo positioning including feedback of angular position, drive, torque etc. Again the whole system operates with regenerative braking, ABS braking and traction control

Fig 8 shows a simplified block diagram of an adaptive closed loop control system, that could be used to steer and control the wheels. It operates via actuator (3) and the resultant displacement is measured via transducer (5). The desired direction of the wheels, fed into the closed loop controller would be a function of the known (learned) track geometry, feedback from the various transducers (4) in order to optimise track stress and the desire to alter direction. The direction selected is tinder the control of a driver and/or an on-board navigation system. Additional control data could he taken from the on-board accelerometers, tilt sensors, temperature sensors, braking, ABS braking, differential slip wheel transducers, traction control, sensors, etc. Track condition monitoring could also be included within the control functions, shown in Fig 8 by recording and cross correlating real-time dynamic feedback from the track with expected data. This track data could include feedback from additional transducers that listen to the, acoustic vibrations and echoes from the rail I wheel interface. Signature analysis could then be used to determine the onset of track or wheel-set failure. Improved fault location and reduced false alarms can be achieved by using data from many roiling stock for the same section of track, for track faults and by using different sections of track data for the same and associated wheel-sets for, some on-board failures.

The design shown in Fig 9 provides the same functionality as that shown in Fig 8 but also includes the facility to use ABS braking and, when a direct drive motor is used, regenerative braking.

The design shown in Fig 10 provides the same functionality as that shown in Fig 8, but also uses servo motors to steer the wheels via servo controller (12), and directly drive the wheels via motors (11) and includes the facility to use ABS braking and, when a direct drive motor is used, regenerative braking.

Key ίο Drawings Page 1

Fig la; The Static/Fixed Points System -Single Branch Fig 1b: The Static/Fixed Points System Dual Branch

Fig 1c: Alternative arrangement for static points system whereby in the vicinity of the intersection there is a solid raised section where weight is transferred from the wheel face to the flanges in areas equipped with a traction surface thus permitting steering. This may also be configured as a single branch or a multiple branch as per Fig lb.

Fig id: Alternative arrangement for static points system whereby in the vicinity of the intersection groves are provided into which the weight is transferred onto the flanges to permit steering and the groves provide additional support for steering. The intersection may be a single branch of multiple branches as per Fig lb.

On Drawings Fig la. Fig lb, Fig 1c and Fig Id the following applies

Key to Drawings Page 2

Fig 2: The Static Points System Directions of Operation

Fig 3: On-Board Points System for Goods Wagons and Light Rail (Item 20 are actuators with dosed loop control)

Fig 4: On-Board Points System for Carriages and Trains with Bogies (Item 20 are actuators with closed loop control)

Fig 5a: A On-Board Points Steering Method using a Common Geared Drive & ABS Braking (not shown)

Fig 5b: A On-Board Points Steering Method using direct motor drive motors, with common geared steering, regenerative braking & ABS (not shown)

Fig 6a: A On-Board Points Steering Method using a Dual - Actuator Drive

Fig 6b: A On-Board Points Steering Method using direct motor drive motors, with dual actuator steering, regenerative braking & ABS (not shown)

Fig 7a: A On-Board Points Steering Method using a Quad -- Actuator Drive

Fig 7b: A On-Board Points Steering Method using direct motor drive motors, with quad actuator steering, regenerative braking & ABS (not shown)

Fig 7c: A On-Board Points Steering Method using direct drive motors, regenerative braking and independent servo direction control

Fig 8: Simplified Closed Loop Control System tor On-Board Points System

Fig 9: Simplified Closed Loop Control System for On-Board Points System with ABS braking

Fig 10: Simplified Closed Loop Control System for On-Board Points System with direct motor drive and servo positioning plus ABS braking

Fig i 1: Alternative on-board points and static points system where steering is achieved using two offset wheel-sets whereby change of direction is achieved by raising or lowering the respective wheel set/s to select the desired track and hence direction.

Fig 12: Alternative on-board points and static points system where steering is achieved using two additional sets of wheels and tracks. Where the wheels are raised or lowered to select the desired track and hence direction.

In view of the preceding described embodiments, it will, be appreciated that the present invention involves the following features.

According to aspect i, there is provided:

Static/fixed points system that includes any, some or all of the following:

Modified rail profiles that lets a train change direction by steering Fig la to Fig lb A static intersection where the central section is raised and covered with a friction material such as rubber. In this area the wheels are lifted off the track and onto their flanges thus permitting controlled steering to take place as per Fig 1 c

A static Intersection with channels inserted as per Fig Id in which limited steering is permitted by virtue of the fact that the train weight is transferred from the wheel face to the flanges,

A sealable design to work on narrow gauge, standards gauge, wide gauge and even model railway gauges of track.

Designed to transfer loads from the rim to the flange of a wheel, enabling a change of direction by means of a raised rail bed and lowered rail head, o Designed such that gaps are introduced along with the special profiles to enable the flange to pass across from one rail to the next unobstructed, o Designed that at the angles of the profiling are optimised for a smooth and safe transition o Designed not to favour any particular direction.

The use of ABS control ίο reduce the occurrence of wheel flats

The use of traction control to improve operation in poor weather conditions or where there are leaves on the track

Constructed such that the rail sections are thinned to permit the turning of flanged wheels.

o Whereby slack is introduced between the rails such that the flanges are fess restricted so limited steering can take place.

o Designed such that gaps are introduced along with the thinned profiles to enable the flange to pass across from one rail/line to the next by steering the wheels.

Constructed such that the. rail spacing is altered marginally at intersections such that, it permits the limited turning of flanged 'wheels.

o Whereby slack is introduced between the rails such that the flanges are less restricted so limited steering can take place.

Designed to permit the construction of intersection with a choice of two or more directions as per Fig la and Fig lb and/or Fig 1c and/or Fig Id o Designed to enables trains to travel from all directions

Designed to be a totally static devoid of moving parts, o Mot requiring points heaters in winter

Jt CP JL o Not requiring lubrication

Designed to be a totally static free from control electrics or actuator power requirements:

o Whereby the use of the static intersections would reduce the carbon footprint of the network.

o Whereby the intersection / points are free from the effects of moderate flooding o Whereby the intersection does not require power and can be constructed almost anywhere.

Designed to be of one piece construction o Whereby it is not subject to wear and tear o Whereby it does not require lubrication o Whereby it is less prone to failure

According to aspect 2, there is provided:

* On-board Steerable Points System that includes any, some or all of the following:

* Designed to permit individual wheels or wheel-sets to steer within predefined limits o Keeping compatibility with existing rail networks and crossings o Whereby limited steering can be effected o Wherebv stability is maintained * Scalable to work on narrow gauge, standards gauge, wide gauge and eyen model railway gauges of rolling stock.

Designed to continuously monitor its operational status whereby it reports degradation and dormant faults and when appropriate the dynamics are altered to mitigate the effect of the fault using adaptive control.

Designed to work on fixed body wagons or those with bogies o Where it is designed to optimise the rotation of bogies for maximum stability o Where it is designed to optimise the rotation of bogies for minimum wear o Where it is designed to optimise the rotation of bogies for minimum stress and strain on the track o Where it is designed to optimise the rotation of bogies for minimum stress and strain on the wheel-sets and flanees.

o Where it is designed to eliminate the need for bogies on certain lengths of ro!ling stock o Where it is designed to improve ride quality

A closed loop control system that dynamically measures forces exerted on the flanges of the train wheel or wheel-sets:

o Whereby it is designed to steer the angle wheels to optimise the loading of the flanges in order io reduce wear of both track and wheel-sets as per Fig 8 o Whereby it is designed to steer the angle of the wheels to improve stability as per Fig 8.

o Whereby it is designed to steer the angle of the wheels to improve ride quality by using tilt and acceleration feedback as per Fig 8.

o Whereby the control has the ability to steer the angle of the wheels in a path to effect a change of direction at an intersection that does not have any moving parts as per Fig 8,

A Wheel-Set Design where the flanges are capable of taking the full weight of the train in order to permit steering to take place.

o Whereby by transferring the weight to the flanges or permit steering on especially profiled track beds over static points as per claim 1 in this invention.

A steerable on-board points system whereby train operation becomes autonomous by giving the train the ability to steer.

o Whereby trains can operate free of moving infrastructure, o Whereby trains can change direction independently.

Optionally, as per aspect 1, Fig 2, reduces the risk of train derailment and/or track damage by eliminating directional sensitivity that occurs with conventional points, which by way of example, on conventional points if the swatch is set for trains to pass from [A] to IC] hut the train comes from direction [B] there is a very high probability of derailment or track damage occurring.

Optionally, a Static Points design as per aspect 1, where there is no need to compromise in strength and reliability of the trackside points due to the elimination of moving parts, thereby making it possible for the static points to have substantially improved strength, reliability, thus enhancing overall network availability and traffic densities.

Optionally, a Static Points design as per aspect 1, which can be retro-fitted to existing Permanent Wav networks once the rolling stock has been ungraded to include the on-board

J C? AC?

points system.

Optionally, a Static Points design as per aspect 1, that reduces the risk at points from collisions, points failures, derailment, and incorrect pre-selection of direction, to with the static points and the on-board steering, to the risk of collision only and a lower level of derailment.

Optionally, a static points system as per aspect 1, which is backwards compatible such that rolling stock upgrades can be made, ahead of track replacements.

Optionally, an on board points system as per aspect 2, which overcomes the problems associated with monitoring the operational status of traditional embedded points systems ’where their operational status can only be fully verified at the time when a request to change direction is made and hence a points machine failure cart go undetected for an indefinite period.

Optionally, an on-board points system as per aspect 2, which permits the continuous testing of the on-board points giving warning of failures well in advance permitting adaptive, graceful degradation and/or taking out of service.

Optionally, an on-board points system as per aspect 2 with dynamic feedback that optimises and controls the forces and angles of the individual wheels, 'wheel-sets and bogies on trains in the direction [y] and [z] as per Figure 3 and Figure 4 whereby when fitted to carriage and rolling stock can reduce wear on tracks, wheel-sets, and the occurrence of corner gauge cracking.

Optionally, an on-hoard points system as per aspect 2 with individual direct drive motors per wheel with dynamic feedback that optimises and controls the forces and angles of the individual wheels, wheel-sets and bogies on trains in the direction [y] and [z] as per Figure 3 and Figure 4 whereby when fitted to carriage and rolling stock can reduce wear on tracks, wheel-sets, and the occurrence of corner gauge cracking.

Optionally, an on-board points system as per aspect 2 with individual direct drive motors per wheel with servo positioning control to effect steering of individual wheels, optimises and controls the forces and angles of the individual wheels, wheel-sets and bogies on trains in the direction [y] and (z] as per Figure 3 and Figure 4 whereby when fitted to carriage and roiling stock, can reduce wear on tracks, wheel-sets, and the occurrence of corner gauge cracking.

Optionally, an on-board points system as per aspect 2 with individual direct drive motors per wheel, regenerative and ABS braking with servo positioning control to effect steering of individual wheels, optimises and controls the forces and angles of the individual wheels, wheelsets and bogies on trains in the direction [y} and [z] as per Figure 3 and Figure 4 whereby when fitted to carriage and roiling stock can reduce wear on tracks, wheel-sets, the occurrence of corner gauge cracking and wheel flats on trains.

Optionally, a static points system as per aspect 1 and Fig ic whereby steering is controlled by a magnetic defector on the on-board points (steerable wheels) that locks the steering of the •wheel-set to follow either the left of right hand rail

Optionally, an on-board points system as per aspect 2, where dynamic feedback is used within the on-board points system to optimises and controls the forces and angles of the individual wheels, wheel-sets on carriages with or without bogies that permits them to operate on smaller radius curves, operate without undue wear or stress on tracks or wheel flanges alike by using a dynamic feedback system that constantly' measures and optimises force and angle of the -wheel and its flanges.

Claims

CLAIMS:

A steerable bogie for steering a railway vehicle at a static railway .intersection, the bogie comprising a chassis and four wheels, wherein the chassis is mountable to the railway vehicle and rotatable about a vertical axis (p, q) of the railway vehicle wherein each wheel is mounted to the chassis and independently rotatable about a vertical pivot (z, v).
2. steerable bogie according to claim 1, wherein the bogie is for narrow gauge, standards gauge, wide gauge or model railway gauge.
3. A steerable bogie according to claim i or 2 further comprising 4 linear actuators with torque feedback, wherein each linear actuator is capable of altering the. angle of each wheel via a linkage.
4. A steerable bogie according to claim 1 or 2 further comprising 4 direct drive motors with servo positioning control, one direct drive motor per wheel, capable of steering of each wheel independently.

Intellectual

Property

Office

Application No: