system for use with a wheeled vehicle

专利摘要:
SYSTEM FOR USE WITH A VEHICLE WITH WHEELS. The embodiments of the invention relate to a traction effort system for modifying the traction of a wheel that comes into contact with a surface, and associated methods. The system for use with a vehicle (12) with wheels comprises a material reservoir (18) capable of holding a traction material (20) that includes particulates; a nozzle (30) in fluid communication with the material reservoir (18); and a material valve (36) in fluid communication with the material reservoir (18) and the nozzle (30), the material valve (36) being controllable between a first state in which the traction material (20) flows through the material valve (36) and the nozzle (30) and a second state in which the traction material (20) is prevented from flowing to the nozzle (30), and in the first state the nozzle (30) receives the traction material (20) from the material reservoir (18) and directs the traction material (20) to a contact surface in such a way that the traction material (20) impacts the contact surface that is spaced at from a wheel / surface interface and thus modify the adhesion or the traction capacity of the surface (...).
公开号:BR112013003273B1
申请号:R112013003273-1
申请日:2011-07-05
公开日:2020-12-22
发明作者:Bret Dwayne Worden；Anubhav Kumar；Jennifer Lynn Coyne；Matthew John Malone；Art 6° § 4° da LPI e Item 1.1 do Ato Normativo Nº 127/97；Nikhil Subhashchandra Tambe；Ajith Kuttannair Kumar
申请人:General Electric Campany；
IPC主号:

专利说明:

FIELD OF THE INVENTION
[001] The realizations of the invention relate to a traction effort system for modifying the traction of a wheel that comes into contact with a surface, and associated methods. BACKGROUND OF THE INVENTION
[002] Sometimes, in the railway industry, it is desired to increase the tractive force of a locomotive to facilitate the transport of large and heavy cargo. The pulling force consists of the pulling force or attraction exerted by a vehicle, machine or body. As used in the railway industry, traction effort (which is synonymous with traction force) consists of the thrust or attraction capacity of a locomotive, that is, the tractive force that a locomotive is capable of generating. The pulling force can be further classified as starting pulling force, maximum pulling force and continuous pulling force. The starting tractive effort consists of the tractive force that can be generated in a standstill. The starting traction effort is of great importance in railway engineering due to the fact that it limits the maximum weight that a locomotive can put in motion from an end point. The maximum tractive effort consists of the maximum tractive force of the locomotive or vehicle and the continuous tractive effort consists of the tractive force that can be generated by the locomotive or vehicle at any given speed. Additionally, the tractive effort applies to the stopping capacity.
[003] The traction adhesion, or simply, adhesion, consists of the grip or friction between a wheel and the surface that supports the wheel. The adhesion, in large part, is based on friction, with the maximum tangential force produced by a wheel in motion before sliding given by: Fmax = (friction coefficient). (Weight on the wheel). (Gravity)
[004] For a heavy, long train to accelerate from standstill at a desired rate of acceleration, the locomotive may need to apply a great deal of tractive force. As the resistive forces increase with speed, at some given rate of movement, the tractive effort will be equal to the resistive forces and the locomotive will not be able to accelerate further, which can limit the locomotive's higher speed.
[005] Additionally, if the traction force exceeds the adhesion, the wheels will slide on the rail. Increasing adhesion, then, can increase the amount of tractive force that can be applied by the locomotive. The level of adhesion, however, is essentially limited by the capacity of the system's hardware. Due to the fact that adhesion may be at least partially dependent on the frictional conditions between the steel wheel of the locomotive and the steel rail, severe weather conditions, fragments and operating conditions, such as moving in curves, can reduce the available adhesion and exacerbate traction problems.
[006] Even in optimum conditions, however, metal wheels on a metal track may have insufficient traction for a task at hand, especially when transporting heavy loads. In addition, the surfaces, i.e. the track and wheels, can be smooth and the actual contact area between a track and a wheel can be very small. Consequently, unsatisfactory traction can make it difficult for a locomotive to carry heavy loads and the particular difficulty can arise during a start or uphill climb. Operating the vehicle above the maximum tractive effort is problematic and is sometimes mentioned as having limited adhesion.
[007] Inadequate traction can cause wheel noise and rail wear. In addition, the sliding wheels cause wear to the track, the wheels and the entire train. In particular, as the wheels slide, they can damage the track and be polished and worn by the track. The wheels may lose their round shape and / or develop flat spots. This damage to the wheel and rail can cause vibrations, damage transported goods and wear down the train suspension. Wear to the track also causes vibrations and wear. In connection with this, wear patterns on a rail surface can result in high frequency vibrations and audible noise.
[008] Currently, sand can be applied to the interface of the locomotive's driving wheels with the rail surface to increase traction. This method, however, provides only a temporary extra traction, as some or all of the sand applied on the track falls after the passage of a set of wheels. It is important that the angle of the sandbox nozzle points to direct the sand directly to the wheel / rail interface to increase the amount of sand present and available to provide traction.
[009] It may be desirable to have a system and method that differs from those currently available with properties and characteristics that differ from those properties of systems and methods currently available. DESCRIPTION OF THE INVENTION
[010] In one embodiment, a system is provided for use with a wheeled vehicle. The system includes a material reservoir capable of retaining a traction material that includes particulates; a nozzle in fluid communication with the material reservoir; and a material valve in fluid communication with the material reservoir and the nozzle. The material valve is controllable between a first state in which the traction material flows through the material valve and into the nozzle, and a second state in which the traction material is prevented from flowing into the nozzle. In the first state, the nozzle receives the traction material from the material reservoir and directs the traction material to a contact surface in such a way that the traction material impacts the contact surface which is spaced from a contact interface. wheel / surface. The system can modify the adhesion or the traction capacity of the contact surface in relation to a wheel that subsequently comes into contact.
[011] In one embodiment, a system is provided for use with a vehicle that has a plurality of wheels to move on a surface. The system includes a nozzle capable of receiving traction material from a reservoir and directing the traction material to a contact surface; a sensor configured to detect operational data; and a controller in electrical communication with the sensor to receive operational data from it. The controller can change an angle of incidence of the traction material in relation to the contact surface depending on the operational data.
[012] In one embodiment, a nozzle is provided for use with a tensile stress system to increase adhesion. The traction effort system is for a vehicle that has a wheel that comes into contact with a surface. The nozzle includes a body that defines a passage between them and that has an inlet that receives a traction material and an outlet that distributes the traction material to a contact surface of the rail. The contact surface is a part of the surface on which the wheel can move. The nozzle also has an adjustment mechanism positioned within the passage and movable between a first position and a second position for adjusting a flow area of the passage.
[013] In one embodiment, a method is provided. The method includes controlling a flow of pressurized air from an air reservoir to a nozzle that is oriented towards a contact surface. The contact surface is spaced from a vehicle wheel interface and a surface of which the contact surface and interface are each part of it. The contact surface is impacted with the traction material that includes at least the pressurized air flow to remove debris from or to modify the surface roughness of the contact surface.
[014] In one embodiment, a system is provided for use with a vehicle that has a wheel that travels on a surface. The system includes at least one nozzle; and an air source that is in fluid communication with the nozzle. The nozzle receives the traction material from the air source and directs a flow of the traction material to a location on the surface that consists of a contact surface for the wheel. In addition, the air source delivers the traction material at a flow rate that is greater than about 2.83 cubic meters per minute as measured as the traction material exits the nozzle.
[015] In one embodiment, a system is provided for use with a vehicle that has a plurality of wheels that each travel on one or more tracks among a plurality of tracks. The system includes one or more reservoirs to selectively supply the traction material and a nozzle in fluid communication with at least one of the reservoirs. The nozzle can receive the traction material and can direct a flow of the traction material to a location on a contact surface of the rail. In addition, the nozzle is arranged or available above one of the tracks, and is oriented towards the plurality of tracks and is not oriented directly towards a nearby wheel among the plurality of wheels.
[016] In one embodiment, a control system is provided for use with a vehicle. The control system includes a controller that can control a valve that is fluidly coupled to a nozzle. Traction material can selectively flow through the nozzle to a contact surface that is close to, but spaced from, a wheel interface and a surface. The valve can open and close in response to signals from the controller. The controller can control the valve to deliver the traction material to the contact surface or it can prevent the flow of traction material to the contact surface. The supply of traction material can be in response to one or more trigger events, in which case the controller will cause the valve to open and supply the traction material to the nozzle. Triggering events include one or more of the operation limited by adhesion of the vehicle, loss or reduction of tractive effort during operation of the vehicle, and an initiation of a manual command that requests the supply of traction material. The prevention of the flow of traction material can be in response to one or more prevention events. Prevention events may include the vehicle entering or within a designated prevention zone, a safety lock hitch for the vehicle, a detected pressure measurement available in a vehicle's air brake system that is below a threshold pressure level, a detected measurement of an ON / SYSTEM operating pattern, according to the claim of the compressor that is within a given set of operating standards, and a vehicle speed or speed setting that is within a given speed range or given speed setting range, respectively.
[017] In one embodiment, a method is provided that includes adjusting a nozzle orientation of a traction effort system based on a measured diameter of a wheel. The wheel is able to move on a surface. The adjustment is such that the nozzle remains aligned with the surface in an orientation that is substantially the same or substantially immutable regardless of changes in the diameter of the wheel, for example, due to wear of the wheel.
[018] In one embodiment, a kit is provided for use with a vehicle that has a wheel that moves on a rail, where a part of the rail consists of a contact surface that is spaced from a wheel / rail interface . The kit includes a nozzle and a mounting bracket. The nozzle is configured to be in fluid communication with an air source for the supply of traction material that comprises an air flow, and is able to receive from the air source the air flow that has at least one of pressure that is greater than 689500 pascals as measured before the traction material exits the nozzle or a flow rate that is greater than 2.83 cubic meters per minute as measured as the traction material exits the nozzle, and, thus, to release the traction material to the contact surface at a speed that is greater than 45 meters per second (for example, greater than 45.72 meters per second) as measured as the traction material impacts the contact surface. The mounting bracket can adjust the nozzle on the vehicle in an adjustable way to be oriented in relation to the track inward facing the plurality of tracks and on the contact surface. The kit optionally includes a material reservoir capable of holding a type of traction material that includes particulates, and a valve that is controllable by a controller to selectively allow a flow of particulates when the valve is in an open position.
[019] In one embodiment, a system is provided that includes a rail network controller. The rail network controller is for use with a rail network that includes arrival / departure locations connected via railway tracks for use by a plurality of locomotives moving over railway tracks from an arrival / departure to another arrival / departure location on the rail network. At least part of the plurality of locomotives includes a traction stress management system that is operable to detect information in relation to a traction or adhesion level and to provide this traction or adhesion level information to the network controller rail. The rail network controller can determine which of the arrival / departure locations has an associated reduced traction situation based at least in part on the traction or adhesion level information provided by the stress management system (s) traction included in at least part of the plurality of locomotives. The rail network controller responds to the determination of the reduced traction situation at the associated arrival / departure location by one or both of controlling a locomotive's speed through the rail network such that the start or stop distance, or run time start or stop, of a locomotive at the arrival / departure location of reduced traction situation is calculated differently by the rail network controller if the locomotive includes a traction effort management system in relation to a locomotive that does not have a traction effort management system, or control a routing of one or more locomotives among the plurality of locomotives through the rail network based on the presence or absence of a traction effort management system on each locomotive and the traction situation determined at one or more of the arrival / departure locations.
[020] In one embodiment, a traction effort management system is provided that is supported by a wheeled vehicle that has a plurality of operating modes. The traction stress management system includes a controller that is operable to determine a location of the wheeled vehicle on a given route that has one or more straight parts and one or more curved parts, and to control the stress management system of traction in a first operation mode in the straight part, and in a second operation mode in the curved part.
[021] In one embodiment, a vehicle is provided that includes a first powered axis and a second powered axis. The first energized axle is close to one end of the vehicle, the second energized axle is relatively distant from the vehicle end, and the second energized axle is coupled to a bearing housing that is not moved during a curve navigation through the vehicle. The vehicle also includes a traction effort management system coupled to the bearing housing of the second energized axle. The traction effort management system includes a nozzle and source of traction material attached to the nozzle.
[022] In one embodiment, a system is provided for use with a locomotive that has a wheel that travels on a rail. The system includes a nozzle oriented away from the wheel, and the nozzle can release a flow of abrasive particulate and / or air under pressure to a rail contact surface that is spaced from a wheel / rail interface.
[023] In one embodiment, a system is provided for use with a wheeled vehicle traveling on a surface. The system includes a nozzle and an air source. The air source is in fluid communication with the nozzle so that the nozzle receives traction material that comprises an air flow from the air source and directs a flow of the traction material to a location on the surface that consists of a contact surface, and the nozzle in combination with the air source delivers the traction material at a speed of more than 45 meters per second as measured as the traction material impacts the contact surface. In one embodiment, the air source delivers the traction material to the nozzle at a pressure that is greater than 689500 Pascal (about 100 psi) as measured at or near the nozzle just before the traction material exits the nozzle. Optionally, the abrasive particulate material can be added to the air flow and become part of the traction material flow that impacts the contact surface. BRIEF DESCRIPTION OF THE DRAWINGS
[024] Reference will be made in detail to the exemplary embodiments of the invention, examples of which are illustrated in the attached drawings. Whenever possible, the same reference numbers used by all drawings refer to the same or similar parts.
[025] Figure 1 is a schematic drawing of an exemplary track vehicle.
[026] Figure 2 is a schematic drawing of a traction effort system according to an embodiment of the invention.
[027] Figure 3 is a schematic drawing of a traction effort system according to an embodiment of the invention.
[028] Figure 4 is a schematic drawing of a traction effort system according to an embodiment of the invention.
[029] Figure 5 is a schematic drawing of a traction effort system according to an embodiment of the invention.
[030] Figure 6 is a schematic drawing of a traction effort system according to an embodiment of the invention.
[031] Figure 7 is a graph that illustrates the tensile stress values achieved with the use of the tensile stress system of Figure 3 under various operating conditions.
[032] Figure 8 is a perspective view in detail of an anti-clog nozzle, according to an embodiment of the invention, for use with the tensile stress systems of Figures 2 to 6.
[033] Figure 9 is a detailed view of the anti-clog nozzle of Figure 8 in an operating mode, in accordance with an embodiment of the invention.
[034] Figure 10 is a detailed view of the anti-clog nozzle of Figure 8 in a cleaning mode, according to an embodiment of the invention.
[035] Figure 11 is a perspective view of an anti-obstruction nozzle, according to an embodiment of the invention, in an unobstructed state, for use with a traction stress system.
[036] Figure 12 is a side cross-sectional view of the anti-obstruction nozzle in Figure 11.
[037] Figure 13 is a perspective view of the anti-obstruction nozzle of Figure 11, according to an embodiment of the present invention, in an obstructed state.
[038] Figure 14 is a side cross-sectional view of the anti-obstruction nozzle in Figure 13.
[039] Figure 15 is a side cross-sectional view of an anti-clog nozzle, according to an embodiment of the invention, in an unobstructed state, for use with a traction stress system.
[040] Figure 16 is a side cross-sectional view of the anti-obstruction nozzle of Figure 15, according to an embodiment of the invention, in an obstructed state.
[041] Figure 17 is a perspective view of an anti-obstruction nozzle, according to an embodiment of the invention, in an unobstructed state, for use with a traction stress system.
[042] Figure 18 is a side and partial cross-sectional view of the anti-obstruction nozzle in Figure 17.
[043] Figure 19 is a perspective view of the anti-obstruction nozzle of Figure 17, according to an embodiment of the invention, in an obstructed state.
[044] Figure 20 is a side and partial cross-sectional view of the anti-obstruction nozzle in Figure 19.
[045] Figure 21 is a perspective view of an anti-obstruction nozzle, according to an embodiment of the invention, in an unobstructed state, for use with a tensile stress system.
[046] Figure 22 is a side and partial cross-sectional view of the anti-obstruction nozzle in Figure 21.
[047] Figure 23 is a perspective view of an anti-obstruction nozzle of Figure 21, according to an embodiment of the invention, in an obstructed state.
[048] Figure 24 is a side and partial cross-sectional view of the anti-obstruction nozzle in Figure 23.
[049] Figure 25 is a schematic drawing of part of a traction effort system that illustrates the position of a nozzle in a vehicle's bearing housing, as viewed from the front of a vehicle, according to a carrying out the invention.
[050] Figure 26 is a schematic drawing of an automatic nozzle directional alignment system according to an embodiment of the invention, for use with a tensile stress system. DESCRIPTION OF ACCOMPLISHMENTS OF THE INVENTION
[051] The realizations of the invention refer to a traction effort system for modifying the traction of a wheel that comes into contact with a surface, and associated methods.
[052] For use in the present invention, "contact surface" refers to the contact area on a surface that is both where a nozzle directs a flow of traction material and where part of the surface will hit a wheel that is rotating on the surface; it is distinct from the wheel / surface interface in that, at any point in time, it is where the wheel is actually in contact with the surface. In exemplary cases, a surface may be a metal track or pavement, and the wheel may consist of a metal wheel or a polymeric wheel. The "rail vehicle" can consist of a locomotive, commutator, shunting locomotive, and the like, and includes both passenger and cargo trailer locomotives, which can be diesel electric or all electric, and which can run on energy AC or DC electrical. The "fragments" can refer to leaves and vegetation, water, snow, ash, oil, grease, swarms of insects, and other materials that can cover a surface of the track and adversely affect performance. The terms "trail" and "track" can be used interchangeably throughout the document, and where practical include roads and roads. Although discussed in greater detail elsewhere in this document, the term “traction material” can include abrasive particulate matter, as well as an air flow, so an air flow only is defined. The context and explicit language can be used to identify and differentiate those requests that refer to cases of more abrasive air or only air, but in the absence of a reference to abrasive particulate, an air flow only is intended, and with certain achievements, the option to selectively add particulate to the air flow only in another way. For use in the present invention, the term "fluidly coupled" or "fluid communication" refers to an arrangement of two or more features in such a way that the features are connected in such a way as to allow fluid flow between the features and allows fluid transfer.
[053] For use in the present invention, "impact" refers to imparting a force greater than that which would be conferred if the traction material were applied to the contact surface under the force of gravity only. For example, in one embodiment, the traction material is ejected from the nozzle as a pressurized flow, that is, the speed of the traction material exiting the nozzle is greater than the speed of the traction material if applied to the surface of contact by gravity only. For use in the present invention, "roughness" is a measure of a surface roughness parameter. For purposes of illustration, a detailed rail layout is provided in which a locomotive with flange steel wheels walks over a pair of steel tracks.
[054] The realizations of the invention refer to a traction effort system for modifying the traction of a wheel that comes into contact with a track or track. The traction effort system includes a reservoir, in the form of a tank, capable of holding a traction material and a nozzle coupled to the reservoir and in fluid communication with it. The nozzle receives the traction material from the reservoir and directs at least part of the traction material to a contact surface of the rail before the contact surface comes into contact with the wheel. The directed traction material impacts the contact surface to modify the traction of the wheel that comes into contact with the rail. That is, when the traction material impacts the rail, it removes or cleans fragments from the rail allowing more direct contact between the rail and the wheel. In addition, the traction material can alter the contact surface of the rail, for example, to roughen smooth points or to level out wear patterns that have formed on or on the rail. In addition, the traction material can either remove debris or change the surface morphology of the track under impact.
[055] In some embodiments, the traction effort system can be configured for use in connection with a vehicle, such as a railroad vehicle or locomotive. For example, Figure 1 shows a schematic diagram of a vehicle, described in the present document as a track vehicle 1, configured to run on a track 2 through a plurality of wheels 3. As described, the track vehicle 1 includes a engine 4, such as an internal combustion engine. A plurality of traction motors 5 are mounted on a trolley frame 6, and are each connected to a wheel out of a plurality of wheels 3 to provide traction power to propel or retard the movement of the vehicle on rails 1. One bearing housing 7 can be attached to a trolley structure 6 on one or more of the wheels 3. Traction motors 5 can receive electrical energy from a generator to provide traction power for the vehicle on rails 1.
[056] A schematic diagram illustrating a tractive effort system 10 that includes an embodiment of the invention is shown in Figure 2. In the illustrated embodiment, the system is positioned on a tracked vehicle 12 that has at least one wheel 14 for travel on a track 16. As shown in this document, the traction effort system includes an abrasive reservoir / reservoir of traction material 18, in the form of a tank, capable of holding a volume of traction material 20 and which has a funnel 22 from which the traction material 20 can be dispensed. In one embodiment, the reservoir is not pressurized. The system also includes an air reservoir 24 that contains a supply of pressurized air. The air reservoir 24 can consist of a main reservoir equalization tank that allows the function of numerous operational components of the vehicle, such as air brakes, and the like. In another embodiment, the air reservoir 24 may consist of a dedicated air reservoir for the tensile stress system 10. An abrasive duct 26 and an air supply duct 28 carry the traction material from the abrasive reservoir. and pressurized air from the air reservoir, respectively, to a nozzle 30, in which the traction material is entrained in the pressurized air flow to accelerate the traction material over a contact surface 32 of the rail. The traction material impacts the contact surface at speed and removes any fragments present and / or increases the surface roughness of the rail (ie, the contact surface), as discussed in detail below.
[057] As further shown in this document, the system also includes a controller 34 that controls the supply of traction material and / or pressurized air from the air reservoir 24. In one embodiment, the pressurized air alone can be discharged from the nozzle. In connection with the controller, the system can also include a material valve 36 and an air valve 38. The material valve 36 is in fluid communication with the funnel 22 outlet of the reservoir 18 and is controllable between a first state or position in which the traction material can flow into the nozzle (as shown in Figure 2), and a second state or position in which the traction material cannot flow into the nozzle. The first and second states can consist of open and closed states, respectively.
[058] Air valve 38 is in fluid communication with the air reservoir. In one embodiment, the air reservoir consists of a container that contains pressurized air (for example, it can consist of the storage tank of an air compressor). In one embodiment, the air reservoir may be an existing vehicle component / system 12, such as a main reservoir equalization tank (MRE). According to material valve 36, air valve 38 is controllable between a first state or position in which pressurized air can flow into the nozzle (as shown in Figure 2), and a second state or position in which pressurized air it cannot flow into the nozzle. The first and second states can consist of open and closed states, respectively. As shown in Figure 2, the controller is electrically or otherwise operable coupled to material valve 36 and air valve 38 to control material valve 36 and air valve 38 between their respective first and second states.
[059] For the application of the traction material to the contact surface, the controller controls the material valve and the air valve to their first states (that is, open). For air application only, the controller controls the material valve for its second state (ie closed) and the air valve for its first state (for example, open). For an “off” condition, the controller controls the material valve and the air valve for their second (ie closed) states.
[060] Figure 3 is a schematic diagram illustrating a tractive effort system according to an embodiment of the invention. The system 100 shown in Figure 3 is positioned on a locomotive (as a representation for general vehicle types) that has a wheel to move on a track. As shown in this document, the traction effort system includes a reservoir 18, in the form of a tank, capable of holding a volume of traction material and which has a first funnel 22 from which the traction material is dispensed. The reservoir can be referred to as an abrasive reservoir to distinguish it from an air reservoir or some other reservoir. In one embodiment, the abrasive reservoir is not pressurized. The system also includes an air reservoir that contains a supply of pressurized air. An abrasive duct 26 and air supply duct 28 carry the traction material from the reservoir 18 and pressurized air from the air reservoir, respectively, to a nozzle, in which the traction material 110 is dragged in the flow of air. pressurized air to accelerate the traction material over the contact surface of the rail. In accordance with the system in Figure 2, the traction material impacts the contact surface at speed and removes any fragments present and / or increases the surface roughness of the rail (ie, the contact surface).
[061] As shown further in this document, the system includes a controller that controls the amount, flow rate, pressure, type and quantity of the supply of traction material and / or pressurized air from the air reservoir. In one embodiment, pressurized air alone can be discharged from the nozzle. In connection with the controller, system 100 may also include a material valve 36 and an air valve 38. The material valve 36 is in fluid communication with the funnel 22 outlet of the reservoir 18 and is controllable between a first state or position in which the traction material can flow into the nozzle (as shown in Figure 3), and a second state or position in which the traction material cannot flow into the nozzle. The first and second states can consist of open and closed states, respectively.
[062] The air valve is in fluid communication with the air reservoir. In one embodiment, the air reservoir consists of a container that contains pressurized (for example, it can consist of the storage tank of an air compressor). In one embodiment, the air reservoir can be an existing vehicle component / system. As with the material valve, the air valve 38 is controllable between a first state or position in which pressurized air can flow into the nozzle (as shown in Figure 3) and a second state or position in which pressurized air cannot flow into the nozzle. The first and second states can consist of open and closed states, respectively. As shown in Figure 3, the controller is electrically or otherwise operable coupled to the material valve and air valve 38 to control the material valve and the air valve between their respective first and second states.
[063] For the application of the traction material to the contact surface, the controller controls the material valve and the air valve to their first states (that is, open). For air application only, the controller controls the material valve for its second state (ie closed) and the air valve for its first state (for example, open). For an “off” condition, the controller controls the material valve and the air valve for their second (ie closed) states.
[064] As additionally shown in Figure 3, the traction stress system also includes a sanding system 102. In one embodiment, the sanding system 102 uses the same reservoir 18 as a supply of traction material, although tanks or reservoirs can be used without deviating from the more general aspects of the invention. In the embodiment where a single reservoir 18 is employed, the reservoir includes a second funnel 104 from which the traction material is dispensed. As shown in Figure 3, the sanding system 102 includes a sand collector 106 in fluid communication with a funnel outlet 104 and in fluid communication with the pressurized air reservoir. A supply of pressurized air from the air reservoir to the sand collector 106 is regulated by a sand air valve 108. The sand collector 106 is in fluid communication, through a sand flue 110, with a water dispenser. sand 112 (or "sand"). The sand dispenser is designed to provide a layer of sand on the track surface so that there is a layer of sand at the wheel / rail interface to optimize traction.
[065] According to the material valve and the air valve, the sandbox air valve 108 is controllable between a first state or position in which pressurized air can flow to the nozzle sand collector 106 (as shown in Figure 3) and a second state or position in which pressurized air cannot flow to the sand collector 106. The first and second states can consist of open and closed states, respectively. During an operating mode, a layer of sand from the sandbox is directed to the wheel interface under conditions that allow at least part of the sand to remain at the wheel interface. The sand layer is dispensed after the impact of the contact surface with the flow of traction material. In this way, the sand is not blown away by the flow of traction material that has a flow rate or velocity that is otherwise high enough to blow away any sand or particulate traction material that can be used.
[066] As shown in Figure 3, the controller is electrically or otherwise operable coupled to the sandbox valve 108 to control valve 108 between its respective first and second states. A layer of sand from the material reservoir at the wheel interface through a sand dispenser under conditions that allow at least part of the sand to remain at the wheel interface, and the sand layer is dispensed after the impact of the sand surface. contact with the flow of traction material, so that the sand is not blown away by the flow of traction material which has a flow rate or speed that is high enough to blow away the particulate traction material.
[067] With reference to Figure 4, a schematic drawing of a tensile stress system 200 according to an embodiment of the invention is shown. The system 200 includes a pressurizable pressure container 202 which is fed with traction material from the non-pressurized container 18. For this purpose, the system 200 additionally comprises an intermittent valve 204 and a second air valve 206. The valve intermittent 204 is similar to the material valve, that is, it is controllable by the controller between the first and second states to allow the passage of traction material.
[068] As shown in Figure 4, an intermittent valve inlet 204 is fluidly coupled to the outlet of the first funnel 22 of the reservoir 18, and an intermittent valve outlet 204 is fluidly coupled to the inlet of the pressure vessel 202. The inlet of the material valve is fluidly coupled to the outlet of the pressure vessel 202, between the pressure vessel and the nozzle. The second air valve 206 is fluidly coupled between the air reservoir and a pressure inlet of the pressure vessel 202. The second air valve 206 is electrically coupled to and controllable by the controller 24 between the first and second states (ie , open and closed states, respectively), in which, in the first state, the pressurized air is supplied to the pressure vessel 202 and in the second state no pressurized air is supplied to the pressure vessel 202.
[069] In operation, for the application of air only to the contact surface of the rail, the controller controls the material valve for its second state (ie closed) and the first air valve for its first state (ie, Open). To fill the pressure vessel 202 with the traction material, the controller controls the material valve to its second state (ie closed), the second air valve 206 to its second state (ie closed), and the intermittent valve 204 for its first state (that is, open). The intermittent valve 204 can be controlled to allow a sufficient volume of traction material to fill the pressure vessel 202, based on volumetric flow or time or fill level sensors, or the intermittent valve 204 can be configured to be controllable for the second state (i.e., closed) despite the presence of traction material inside the intermittent valve 204.
[070] For the application of the traction material to the contact surface, the controller controls the intermittent valve 204 for its second state (that is, closed), the air valve for its second state (that is, closed), and the material valve and the second air valve 206 for their respective first states (that is, open). With the intermittent valve 204 and the first air valve closed and the material valve and second air valve 206 open, the traction material in the pressure vessel flows through the track and out of the nozzle. The traction material impacts the contact surface at speed and removes any fragments present and / or increases the surface roughness of the rail (ie, the contact surface), as discussed later in this document.
[071] With reference now to Figure 5, a tractive effort system 300 according to an embodiment of the invention is shown. As described, system 300 includes a sanding system 102, as shown above in connection with system 100 shown in Figure 2. As shown in Figure 5, system 300 includes a pressurizable pressure vessel 202 that is fed with traction material from the container of non-pressurized material. The system 200 additionally includes an intermittent valve 204 and a second air valve 206. As shown in this document, an inlet of the intermittent valve 204 is fluidly coupled to the outlet of the first funnel 22 of the reservoir 18, and an outlet of the intermittent valve 204 is fluidly coupled to the inlet of the pressure vessel 202. The inlet of the material valve is fluidly coupled to the outlet of the pressure vessel 202, between the pressure vessel and the nozzle. The second air valve 206 is fluidly coupled between the air reservoir and a pressure inlet of the pressure vessel 202. The second air valve 206 is electrically coupled to and controllable by the controller between the first and second states (ie, open and closed states, respectively), in which, in the first state, the pressurized air is supplied to the pressure vessel 202 and, in the second state, no pressurized air is supplied to the pressure vessel 202.
[072] When operating a system that can supply traction material with particulate, for the application of air only to the contact surface of the rail, the controller controls a valve for particulate flow (eg material valve) for its second state (ie, closed) and the first air valve to its first state (ie, open). To fill the pressure vessel 202 with traction material, the controller controls the material valve to its second state (ie closed), the second air valve 206 to its second state (ie closed) and the intermittent valve 204 for its first state (that is, open). The intermittent valve 204 can be controlled to allow a sufficient volume of traction material to fill the pressure vessel 202, based on volumetric flow or time or fill level sensors, or the intermittent valve 204 can be configured to be controllable for the second state (i.e., closed) despite the presence of traction material inside the intermittent valve 204.
[073] For the application of the traction material to the contact surface, the controller controls the intermittent valve 204 for its second state (that is, closed), the air valve for its second state (that is, closed) and the valve material and the second air valve 206 for their respective first states (ie, open). With the intermittent valve 204 and the first air valve closed and the material valve and the second air valve 206 open, the traction material in the pressure vessel flows through the track 26, outside the nozzle. The traction material impacts the contact surface at speed and removes any fragments present and / or increases the surface roughness of the rail (ie, the contact surface), as discussed later in this document.
[074] As noted above, system 300 additionally includes a sanding system 102. As discussed above in connection with Figure 3, sanding system 102 uses the same reservoir 18 as a supply of traction material, although tanks or separate reservoirs can be used without departing from the more general aspects of the invention. In the embodiment where a single reservoir 18 is employed, reservoir 18 includes a second funnel 104 from which the traction material is dispensed. As shown in Figure 3, the sanding system 102 includes a sand collector 106 in fluid communication with a funnel outlet 104 and in fluid communication with the pressurized air reservoir. A supply of pressurized air from the air reservoir to the sand collector 106 is regulated by a sand air valve 108. The sand collector 106 is in fluid communication, through a sand flue 110, with a water dispenser. sand 112. The sand dispenser 112 is oriented to provide a layer of traction material on the rail surface just ahead of the wheel such that the wheel and rail receive a layer of traction material between them, to optimize traction .
[075] With reference to Figure 6, a schematic drawing of a traction stress system 400 according to another embodiment of the invention is shown. As described, the system 400 includes an abrasive reservoir 18, in the form of a tank, capable of holding a volume of traction material and which has a funnel 22 from which the traction material is dispensed. System 10 also includes an air reservoir that contains a supply of pressurized air. An abrasive duct 26 and air supply duct 28 carry the traction material from the abrasive reservoir 18 and the pressurized air from the air reservoir, respectively, to a nozzle, in which the traction material is dragged in the pressurized air flow to accelerate the traction material over a contact surface of the rail.
[076] In contrast to system 10 in Figure 2, reservoir 18 of system 400 is pressurized, as controlled through a pressurizing air valve 402, whose inlet is in fluid communication with the air reservoir and whose outlet is in fluid communication with the traction material reservoir 18.
[077] The 400 system additionally includes a controller that controls the supply of traction material and air 24. In one embodiment, the pressurized air alone can be discharged from the nozzle. In connection with the controller, system 10 can also include a material valve 36 and an air valve 38. The material valve is in fluid communication with the funnel 22 outlet of the reservoir 18 and is controllable between a first state or position in which the traction material can flow into the nozzle (as shown in Figure 6), and a second state or position in which the traction material cannot flow into the nozzle. The first and second states can consist of open and closed states, respectively.
[078] The air valve is in fluid communication with the air reservoir. In one embodiment, the air reservoir consists of a container that contains pressurized air (for example, it can consist of the storage tank of an air compressor). In one embodiment, the air reservoir can be an existing vehicle component / system 12. In accordance with the material valve and pressurizing air valve 502, the air valve is controllable between a first state or position in which the pressurized air it can flow into the nozzle, and a second state or position in which pressurized air cannot flow into the nozzle. The first and second states can consist of open and closed states, respectively. As shown in Figure 6, the controller is electrically or otherwise operable coupled to the material valve and the air valve to control the material valve and the air valve between their respective first and second states.
[079] For the application of the traction material to the contact surface, the controller controls the pressurizing air valve 502, the material valve and the air valve to their first states (that is, open) in such a way that the traction material is allowed to flow through lane 26 into the nozzle. The traction material is ejected from the nozzle and impacts the contact surface at speed and removes any debris present and / or increases the surface roughness of the rail (ie, the contact surface), as discussed in detail below.
[080] For air-only application, the controller controls the material valve for its second state (ie closed) and the air valve for its first state (for example, open). For an “off” condition, the controller controls the material valve and the air valve for their second (ie closed) states.
[081] As mentioned above, the operation of systems 10, 100, 200, 300, 400 in an abrasive deposition mode, in which the traction material is ejected from the nozzle and impacts the contact surface of the rail, increases the traction effort of the vehicle or locomotive with which the 10, 100, 200, 300 or 400 system is employed. In such embodiments, the traction material impacts the contact surface at speed and removes any fragments present and / or increases the surface roughness of the rail (i.e., the contact surface).
[082] In designs where the contact surface is modified by the impact of the traction material, the modified roughness can be less than 0.1 micrometer (for example, peaks less than 0.1 micrometer), in a range from about 0.1 micrometer to about 1 micrometer (for example, peaks with a height from about 0.1 micrometer to about 1 micrometer), from about 1 micrometer to about 10 micrometers ( for example, peaks with a height from about 1 micrometer to about 10 micrometers), from about 10 micrometers to 1 millimeter (for example, peaks with a height from about 10 micrometers to 1 millimeter) , from about 1 millimeter to about 10 millimeters (for example, peaks with a height from about 1 millimeter to about 10 millimeters), or greater than about 10 millimeters (for example, peaks with a height height greater than about 10 millimeters). In one embodiment, the modified morphology has peaks with a height that is greater than about 0.1 micrometer and less than 10 millimeters. According to one aspect, the indicated peak heights consist of a maximum peak height.
[083] In connection with the achievements presented above, numerous operating parameters or characteristics of the 10, 100, 200, 300, 400 systems can be varied to produce a desired surface roughness. Such factors may include the type of traction material used, the speed of the traction material exiting the nozzle, the amount or flow rate of the traction material, the type of rail, the speed of the vehicle 12, the distance from the nozzle to from the contact surface, and other factors that may play a part in the treatment of the resulting surface. In various embodiments, the traction material is not embedded in the contact surface and / or the traction material is substantially less hard than a track track 16 and is unable to be embedded in this way.
[084] The degree to which fragments are removed from lane 16, and the degree to which the contact surface is modified, can affect the resulting level of observed tractive effort. In one embodiment, the tractive effort increases by an amount that is greater than any of the water jets on the contact surface, friction on the contact surface, inlaying particles on the contact surface, or laying loose sand particles on the contact surface. The increase in traction effort can be 40,000 or more as a consequence of the application of the traction material using the systems 10, 100, 200, 300, 400 and method of the invention, for example, the traction effort increases by a value traction effort of at least 40,000 during application of the traction material.
[085] The traction material can include particles that are harder than the track to be treated. Suitable types of harder particles include metal, ceramic, minerals and alloys. A suitable hard metal can be tool grade steel, stainless steel, carbide steel or a titanium alloy. Other suitable traction materials can be formed from the mineral bauxite group. Suitable bauxite material includes alumina (A12O3) as a constituent, optionally with small amounts of titania particles (Ti2O3), iron oxide (Fe2O3) and silica (SiO2). In one embodiment, the amount of alumina can make up to about 85 weight percent or more of the mixture. Other suitable tensile materials may include crushed glass or glass beads. In other embodiments, the traction material includes one or more particles formed from silica, alumina or iron oxide. In one embodiment, another suitable traction material may consist of an organic material. Suitable organic material can include particles formed from nut shells, such as walnut shells. Also of biological origin, the traction material can include particles formed from crustaceans or shells (such as the skeletal remains of mollusks and similar sea creatures).
[086] In one embodiment, the particles of the traction material have a size in a range from about 0.1 mm (mm) to about 2 mm. In other embodiments, the particle sizes of the traction material can be in a range from about 30 to about 100 standard mesh size, or from about 150 micrometers to about 600 micrometers. In one embodiment, the particles may have points or sharp edges. Particles with more than one point or sharp edge may be more likely to remove material or deform the track surface.
[087] Additional suitable traction materials include detergents, eutectic or salts, gels and cohesion modifiers and dust reducers. All traction materials can be used alone or in combination based on the specific application circumstances.
[088] As noted above, with reference, for example, to Figure 2, systems 10, 100, 200, 300, 400 of the invention can be used integrated into a vehicle 12 that has a wheel 104 that is coupled to an energized axle of the vehicle 12. In one embodiment, the traction effort system can be mounted on a vehicle that is part of a composition comprising a plurality of connected vehicles, where the wheel in question (that is, the wheel to which the adhesion must be increased) is mounted on a different vehicle in the composition. A situation may arise where a composition is being used, where a first locomotive or other rail vehicle in the composition is not assigned a traction effort system, but a second locomotive or last vehicle in the composition is equipped with a stress system. traction. In such cases, the sliding rate of the first locomotive can provide information to the controller about travel conditions to adjust traction stress system operations. In one embodiment, the traction effort system can be mounted on the first locomotive to receive all possible traction effort improvement. It should be noted that, in at least some circumstances, the rail consists of a steel rail for use in transporting a vehicle on rails. Although Figures 2 to 6 show the traction effort system in connection with a locomotive, the system and method of the invention can be used in any vehicle on rails, which is intended to include locomotives of all types, as well as switches. , shunting locomotives, slugs, and the like.
[089] As shown above, systems 10, 100, 200, 300, 400 can remove the traction material (material) 20 from a material reservoir 18. In one embodiment, reservoir 18 can be coupled to a heater , a vibrating device, a screen or filter, and / or a water removal device.
[090] In one embodiment, as shown in Figure 6, for example, the reservoir tank 18 is pressurizable. In other embodiments, as shown in Figures 3 and 4, for example, the traction material is moved from a non-pressurized reservoir 18 to a pressure vessel 202, which is pressurizable by itself. In each case, the pressure can be selected based on specific application parameters. Different designs may have correspondingly different air pressure requirements. In one embodiment, the air pressure can be greater than about 482.63 kPa (70 psi), but in other applications, the operable pressure can be in a range from about 517.11 kPa (75 psi) ) at about 1034.21 kPa (150 psi). During air-only operation (without the use of particulate matter in the fluid flow), in some cases, the air pressure that could be sufficient to release sand may not be sufficient to achieve a detectable increase in tractive effort. In one embodiment, the air-only mode of operation will use an air pressure that is greater than about 620.53 kPa (90 psi), or in a range from about 620.53 kPa (90 psi) at about 689.48 kPa (100 psi), from about 689.48 kPa (100 psi) at about 758.42 kPa (110 psi), from about 758.42 kPa (110 psi) at about 827.37 kPa (120 psi), from about 827.37 kPa (120 psi) at about 896.32 kPa (130 psi), or from about 896.32 kPa (130 psi) ) at about 965.27 kPa (140 psi).
[091] In an embodiment on a locomotive, the air pressure is at the same pressure as the air supplied by the compressor to the air brake reservoir by more than about 689.48 kPa (100 psi) to about 930, 79 kPa (135 psi). With the pressure leveled, the system can therefore be operated without the addition of an air pressure regulator. This can reduce cost, prolong system reliability and life, increase ease of manufacture and maintenance, and reduce or eliminate one or more failure modes. In order to additionally accommodate relatively higher pressure applications, piping of a larger diameter than could be used with relatively higher (and possibly regulated) pressure systems can be employed. Larger diameter piping can reduce the pressure drop experienced by the reduced size diameter for a smaller and / or regulated pressure system.
[092] Air pressure is only one factor that can be considered in performance, other factors include air flow, air speed, air temperature, ambient conditions and operating parameters. Regarding air flow, the system can operate at flow rates greater than 30 cubic feet per minute (CFM) for a pair of nozzles (each nozzle would be half the value), or in a range from about 30 CFM (about 0.85 cubic meters per minute) to about 75 CFM (about 2.12 cubic meters per minute), from about 75 CFM (about 2.12 cubic meters per minute) to about 100 CFM (about 2.83 cubic meters per minute), from about 100 CFM (about 2.83 cubic meters per minute) to about 110 CFM (about 3.11 cubic meters per minute), at from about 110 CFM (about 3.11 cubic meters per minute) to about 120 CFM (about 3.40 cubic meters per minute), from about 120 CFM (about 3.40 cubic meters per minute) minute) to about 130 CFM (about 3.68 cubic meters per minute), from about 130 CFM (about 3.68 cubic meters per minute) to about 140 CFM (about 3.96 cubic meters per minute), from about from 140 CFM (about 3.96 cubic meters per minute) to about 150 CFM (about 4.25 cubic meters per minute), from about 150 CFM (about 4.25 cubic meters per minute) to about 160 CFM (about 4.53 cubic meters per minute), or greater than about 160 CFM (about 4.53 cubic meters per minute) for a pair of nozzles. Regarding air speed, the system can operate at an impact speed greater than 75 feet per second (FPS) (about 23 meters per second), or in a range from about 75 FPS (about 23 meters per second) at about 100 FPS (about 30 meters per second), from around 100 FPS (about 30 meters per second) at about 200 FPS (about 61 meters per second), from about 200 FPS (about 61 meters per second) at about 300 FPS (about 91 meters per second), from about 300 FPS (about 91 meters per second) to about 400 FPS (about 122 meters per second), from about 400 FPS (about 122 meters per second) to about 450 FPS (about 137 meters per second), from about 450 FPS (about 137 meters per second) to about 500 FPS (about 152 meters per second), from about 500 FPS (about 152 meters per second) to about 550 FPS (about 168 meters per second), or greater than about 550 FPS (about 168 meters per second).
[093] In other embodiments, in relation to air flow, the system can operate at flow rates greater than 0.85 ± 0.05 cubic meters per minute for a pair of nozzles (each nozzle would have half the value), or in a range from 0.85 ± 0.05 cubic meters per minute to 2.12 ± 0.05 cubic meters per minute, from 2.12 ± 0.05 cubic meters per minute to 2.83 ± 0.05 cubic meters per minute, from about 2.83 ± 0.05 cubic meters per minute to 3.11 ± 0.05 cubic meters per minute, from 3.11 ± 0.05 cubic meters per minute minute at 3.40 ± 0.05 cubic meters per minute, starting at 3.40 ± 0.05 cubic meters per minute at 3.68 ± 0.05 cubic meters per minute, starting at 3.68 ± 0, 05 cubic meters per minute at 3.96 ± 0.05 cubic meters per minute, starting at 3.96 ± 0.05 cubic meters per minute at 4.25 ± 0.05 cubic meters per minute, starting at 4, 25 ± 0.05 cubic meters per minute at 4.53 ± 0.05 cubic meters per minute, or greater than 4.53 ± 0.05 cubic meters per minute for a pair of nozzles. With regard to air velocity, the system can operate at an impact speed greater than 23 ± 1 meters per second, or in a range from 23 ± 1 meters per second to 30 ± 1 meters per second, from 30 ± 1 meters per second at 61 ± 1 meters per second, from 61 ± 1 meters per second at 91 ± 1 meters per second, from 91 ± 1 meters per second at 122 ± 1 meters per second, from from 122 ± 1 meters per second to 137 ± 1 meters per second, from 137 ± 1 meters per second to 152 meters per second, from 152 ± 1 meters per second to 168 ± 1 meters per second, or greater than than 168 ± 1 meters per second.
[094] An operational discussion is permitted at this point due to the interaction of a locomotive's air system with the achievements of the invention. One factor to consider is the fact that a systemic loss of air pressure (or the entire volume of air) in a locomotive in operation can “throw the safety brakes”. The locomotive's air brakes disengage when the pressure in the air lines is above a threshold pressure level, and to brake the locomotive, the air pressure in the line is reduced (thereby engaging the brakes and slowing the train ). Extracting a large volume of air from the system for any purpose can cause a concomitant pressure drop. So, the extraction of air for the purpose of affecting the tractive effort can cause a pressure drop. Another factor to consider is the operation of the compressor that supplies air to the system. The life of the compressor can be adversely affected by the cycle of turning off and on to maintain the pressure in a certain range. Naturally, the method of operating a system that consumes large amounts of air could affect the operation of the compressor. With these and other considerations in mind, the system can include a controller that responds to these factors. In one embodiment, the controller is notified of the internal air pressure and / or environmental conditions of the locomotive system and responds by controlling the use of air from the inventive system. For example, if the locomotive's air reservoir pressure (MRE) drops below a threshold value, the controller will reduce or eliminate air flow from the inventive system until the MRE pressure is restored to a defined pressure level, or if there is a change in pressure trend over time (such as, it may be due to a change in altitude of the locomotive), the controller can respond by making a corresponding change in the use of the inventive system. The changes can certainly be of a binary nature, just like a simple shutdown of the entire system. However, there may be some benefit in a reduced flow rate for which the controller can downwardly adjust the flow rate and observe some reduced level of traction improvement. The controller can also optionally send a warning that the mode of operation has been changed in this way, can log the event or can do nothing but make the change. Such notice can be decided based on deployment requirements.
[095] During use, the high pressure air from the air reservoir can be applied to the abrasive reservoir or pressure vessel 202 where the air is mixed with the traction material. The material / air mixture can move towards the release nozzle where the mixture is accelerated by the nozzle. Although the embodiments presented in this document show a single nozzle for distributing traction material or a mixture of traction / air material, multiple nozzles 30 can be employed without departing from the more general aspects of the invention. The nozzle can serve a dual purpose of accelerating the traction / mixing material, as well as directing the material / mixture to the contact surface of the rail. In one embodiment, in addition to air, pressurized water or a gel can be used. In embodiments where a gel is used, it may be able to leave sufficient traction material entrained to increase adhesion by its presence in addition to the increased adhesion caused by the removal of fragments and / or surface modification.
[096] Figure 7 is a graph that illustrates traction effort values achieved using the traction effort system in Figure 3, with the sanding system 102 enabled, in a locomotive with five active axes on a wet track during a period of time, at speeds of either 8.0 km / h (5 mph) or 11.3 km / h (7 mph). Adhesion was measured and the tensile stress system 200 was engaged and disengaged over time. In particular, the “a” intervals represent the time periods when the traction effort system is enabled, the “b” intervals represent the time periods when the traction effort system is disabled, and the black box indicates the period time when the traction effort system can only have a blast of air applied to the contact surface. As shown in this document, the results indicate that wet rail adhesion increases in response to the impact of the traction material on the contact surface. As shown in this document, adhesion is also increased when only a breath of air is applied to the contact surface.
[097] Here and everywhere, the system is described in terms of a mouthpiece; however, the inventive system can employ multiple nozzles that can operate independently or in a coordinated manner under the direction of a controller. For lower pressure sources, the nozzle can be configured to create sufficient back pressure to accelerate the traction material towards the contact surface during operation. In other embodiments, various accessories can be attached to the nozzle. Suitable accessories may include, for example, vibration devices, obstruction sensors, heaters, unblocking devices, and the like. In one embodiment, a second nozzle may be present to supply air, water, or a solution to the contact surface. The solution can be a solvent or it can be a cleaning product, such as a soap or detergent solution. Other solutions may include acidic solutions, metal passivation solutions (to preserve track surfaces), and the like. Coupled to the nozzle can be a switch that stops the flow of traction material while allowing a flow of air and / or water through the nozzle.
[098] Figures 8 to 10 show several views in detail of a nozzle 500 according to an embodiment of the invention, suitable for use as a nozzle in connection with the systems 10, 100, 200, 300, 400 shown above. As shown in Figure 8, the nozzle 500 includes a first half 502 and a second half 504 that cooperate with each other to define a through hole 506 through which the traction material can pass. As best shown in Figure 7, a hardened inner liner 508 is arranged or otherwise formed within orifice 506. In one embodiment, liner 508 can be formed from a wear-resistant material, such as ceramic or cermet.
[099] Referring now to Figure 9, diagrammatic end and side views of nozzle 500 are shown in an operating mode. As described, the nozzle 500 of the through hole 506 has an enlarged diameter rear part 510, a reduced diameter front part 512 and a constriction part 514 that forms a transition between the rear part 510 and the front part 512. Constriction 514 accelerates the traction material under the impulse by the pressurized air towards the contact surface (Figure 2). The pressurized air and / or traction material are supplied by an air / material hose 516, which is in fluid communication with the through hole 506.
[0100] During certain operating conditions, however, and especially in wet conditions, the traction material can obstruct the nozzle, thus decreasing the effectiveness of the system. In particular, in wet conditions, sand or other traction material can block the nozzle orifice. This may be due to particles of the traction material that are larger than the orifice diameter. In the case where sand is used as the traction material, sand can agglomerate, group or freeze into blocks. In some cases, this may be due to the moisture content in the sand. The presence of such agglomerates blocks the nozzle and causes pressure to build upstream of the nozzle orifice. Consequently, at least some embodiments of the invention are directed to a nozzle design that facilitates obstruction-free operation.
[0101] In one embodiment, as shown in Figure 10, the nozzle 500 (suitable for use as a nozzle in the system shown in Figure 2) contains anti-obstruction characteristics. As best shown in the diagrammatic end and side views of the nozzle 500 in Figure 9, the two halves 502, 504 of the nozzle 500 are secured at a close end 518 by an air bellows collar 520 and pivot / hinge 522The halves of the nozzle 502 , 504 separate at a distal end 524 thereof as the pivot / hinge 522 rotates, and a blast of air only from the air reservoir displaces any obstruction in the through hole 506 of the nozzle 500. During the illustrated operating mode in Figure 8, an elastic element 526, such as an elastic, elastic sleeve, or the like, positioned on the outer / distal end of the nozzle 500, holds the distal end of the first half 502 and second half 504 of the nozzle 500 together. During cleaning, or to avoid clogging, however, the bellows collar 520 stretches the elastic member 526 and allows the halves 502, 504 at the distal end of the nozzle 500 to separate under the receipt of a blast of pressurized air from the air reservoir, or when pressure builds upstream of the nozzle orifice and reaches a threshold pressure that causes halves 502, 504 to separate.
[0102] In one embodiment, an anti-clog nozzle uses an adjustment mechanism positioned in a nozzle body / hole to clean or unclog the nozzle. A suitable adjustment mechanism may consist of a spring and plunger mechanism positioned in a nozzle orifice. Examples of anti-clog mechanisms are shown in Figures 11 to 22. Referring first to Figures 11 to 14, an embodiment of an anti-clog nozzle 600 is shown. As described, the traction material is supplied to the nozzle outlet via a passage 602. The nozzle includes a plunger 604 (see Figure 11) which moves up and down by means of a spring, as the internal / upstream pressure inside the nozzle 600 is varied.
[0103] A plunger and spring position under normal operating conditions, that is, when the nozzle is not obstructed is illustrated in Figures 11 and 12. As shown in this document, the traction material moves beyond the plunger through the passage and is ejected from the nozzle 600. When the abrasive particles clump, the upstream pressure increases, blocking the nozzle. The pressure must therefore be reduced periodically, either manually or with the use of a controller to allow the spring 606 to relax and reach a position as shown in Figures 13 and 14. This increases the area of the passage 608 and allows the particles larger ones are loosened or pushed out. After the larger abrasive particles have been dispensed out of the nozzle and the nozzle is clean, the spring activates the plunger to its predefined position, as shown in Figures 11 and 12, decreasing the passage through the passage area.
[0104] An anti-clog nozzle 610, according to an embodiment of the invention, is illustrated in Figures 15 and 16. As shown in this document, nozzle 610 includes a body or first part 612 that defines a passage through it and a second part 614 received in a sliding manner by said first part 612 and which has a conical passage formed therein. A bias element, such as a spring 616, is received on a periphery of the second part 614. In an unobstructed position, the second part 614 is nested within the first position such that the diameter, d, e, thus , an area of a passage 618 between the first part 612 and the second part 614 is kept to a minimum. In this position, the spring can have a relatively different level of tension, and / or compression. When abrasive particles clump, however, the flow of traction material out of nozzle 610 can be at least partially blocked and back pressure can build up within the first part 612. As the pressure builds up, the second part 614 is forced away from the first part 612, extending the spring 616 in tension, as shown in Figure 16. As the second part 616 is moved outward, the diameter of the passage 618 increases to a diameter, D, as shown, in addition , in Figure 16. This increases the area of passage 618, thus allowing larger abrasive particles to clear nozzle 610. After the larger abrasive particles have been dispensed out of nozzle 610 and nozzle 610 is clean, the spring 616 activates second part 614 to its predefined unobstructed position, as shown in Figure 15, decreasing the area of passage 618.
[0105] Figures 17 to 20 illustrate an anti-clog nozzle 620 according to another embodiment of the invention. As shown in this document, the traction material is supplied to the nozzle outlet via a passage 622. The nozzle 620 includes a plunger 624 that moves up and down into the orifice of the nozzle 626 as the pressure internal / upstream into the nozzle 620 is varied. Figures 17 and 18 illustrate the position of plunger 624 under normal operating conditions, that is, when the nozzle 620 is not obstructed. As shown in this document, the traction material moves beyond the plunger 624 between the plunger and a wall of the orifice of the nozzle 626 in which the plunger 624 is arranged. As shown in Figure 18, the passage 628 for traction material passage is relatively small when the nozzle 620 is in an unobstructed state. When abrasive particles clump together, however, as discussed above, the flow of traction material out of nozzle 620 is prevented and pressure builds upstream of plunger 624. As pressure builds up, plunger 624 is forced downwards, to the position shown in Figures 19 and 20. As the plunger 624 is moved downwards, the space between the plunger and the orifice wall, that is, the passage 628 is increased, thus allowing larger abrasive particles clear the orifice and nozzle 620. After the larger abrasive particles have been dispensed outside of nozzle 620 and nozzle 620 is clean, plunger 624 returns to the position shown in Figures 17 and 18.
[0106] Referring to Figures 21 to 24, another embodiment of an anti-clog nozzle 630 is shown. As shown in this document, the traction material is supplied to the nozzle outlet via a 632 passage. The nozzle includes a plunger 634 which moves up and down by means of a spring 636, as the internal / upstream pressure inside the nozzle 630 is varied. Figures 21 and 22 illustrate the position of plunger 634 and spring 636 under normal operating conditions, that is, when nozzle 630 is not obstructed. As shown in this document, the traction material moves past plunger 604 through passage 638 and is ejected from nozzle 600. When abrasive particles clump, however, as discussed above, the flow of traction material out the nozzle is prevented and pressure builds upstream of plunger 634. As pressure builds up, plunger 634 is forced downward in the direction of arrow A, compressing spring 636, as shown in Figures 23 and 24. As the plunger 634 is moved downward, the passage area 638 is enlarged, thus allowing larger abrasive particles to clear the orifice and nozzle 630. After the larger abrasive particles have been dispensed out of nozzle 630 and the nozzle 630 is clean, spring 636 activates plunger 634 to its predefined position, as shown in Figures 18 and 19, decreasing the area of passage 638.
[0107] Anti-clog nozzles, 600, 610, 620 and 630 can be self-acting in response to pressure inside the nozzle. In one embodiment, the nozzles may also include a pneumatic actuator or electromagnetic actuator to move the plunger in response to a signal from the controller. In one embodiment, the signal can be based on one or more of a period of time elapsed, obstruction detection or the measured wheel slip (directly or indirectly).
[0108] The nozzle itself can be formed from a material hard enough to resist noticeable wear from contact and the high speed flow of the traction material. As shown above, in one embodiment, a 508 wear-resistant inner liner can be used to resist wear from contact with the traction material. In other embodiments, the entire nozzle can be molded from wear-resistant material. As discussed above, wear-resistant materials include high-strength metal and / or ceramic alloys.
[0109] In one embodiment, the nozzle can consist of one of a plurality of nozzles or the nozzle can define a plurality of openings. Each opening or nozzle can have a different angle of incidence in relation to the contact surface. A distributor can be included that can be controlled by the controller to selectively select the angle of incidence. The controller can determine the angle of incidence to initiate or maintain based at least in part on feedback signals from one or more electronic sensors. These sensors can measure one or more of the actual and direct incidence angle, or can provide information that is used to calculate the incidence angle. Such calculated angles can be based, for example, on the diameter of the wheel or a corresponding wheel mileage. If the corresponding wheel mileage is used, then the controller can consult a wear table that serves as a model for wheel wear during a given amount of wheel use. This can consist of a direct mileage measurement or can be calculated or estimated by itself. Methods for estimated mileage include a simple duration of use multiplied by average speed, or GPS location tracking. As the wheels are not replaced at the same intervals, the individual wheels and wheel assemblies can be tracked individually to make these calculations. Controller instruction sets can use more than one indirect calculation to conservatively allow such alignment and adjustments.
[0110] Again with reference to the nozzle generally shown in Figure 2, in one embodiment, the nozzle can be supported by a housing that is coupled to a trolley structure or to an axis housing structure. In one embodiment, the nozzle can be oriented to direct the traction material away from the wheel and, in particular, so that the traction material is not substantially present when the wheel comes into contact with the contact surface. Such an orientation can be moved to one side from the direction of travel and inclined towards the contact surface. The angle can be inward towards the center between two rails, or it can be pointed outwards from the center of the track. In one embodiment, the orientation of the nozzle can be front facing the direction of travel and away from the wheel.
[0111] The rail wheels can have a single flange that runs on the inside of a pair of rails. In this way, a flow that runs from the inner side of the rails to the outside would first encounter the passing of the flange before meeting the surface of the rail. In one embodiment, the nozzle sight can be directed around the flange part of a flanged wheel. And a nozzle that points inward would emit a flow that would contact the surface of the rail before coming in contact with the flange. The location and orientation of the nozzle can then be characterized in view of the location of the wheel flange. In one embodiment, an outwardly facing nozzle is directed to a contact surface of the rail in anticipation of the wheel / rail interface such that the flange is not an obstruction. In another embodiment, an inward facing nozzle is directed relatively closer to the rail / wheel interface or the wheeled interface (compared to an outward facing nozzle) due to a passage to the rail surface that is not obstructed by flange.
[0112] In one embodiment, the nozzle is arranged above and horizontally out of the plurality of tracks, and is oriented in relation to the internal part of the track facing the plurality of tracks. The nozzle can be oriented in such a way that the flow is directed on the contact surface at a contact angle (angle of incidence) that is in a range from about 75 degrees to about 85 degrees in relation to a plane horizontal defined by the contact surface. The nozzle can additionally be oriented in such a way that the flow is directed on the contact surface at an angle of contact that lies in a range from about 15 degrees to about 20 degrees in relation to a defined vertical plane by a direction of travel of the wheel. The contact angle can be measured in such a way that the flow of traction material is from the outside pointing inwards towards the plurality of tracks.
[0113] As shown in Figure 25, in one embodiment, the nozzle 30 and the nozzle alignment device can be mounted and supported by a bearing housing 714 which is coupled to a powered shaft of the vehicle 12. The nozzle can be supported from the bearing housing which consists of both one of a plurality of bearing housing and the first bearing housing in the direction of travel of vehicle 12. In an embodiment where vehicle 12 is able to move back and forth, the nozzle is supported from the first or last bearing housing, depending on whether the vehicle is moving forward or backward, respectively. In one embodiment, the nozzle can be supported from a bearing housing which consists of a subsequent bearing housing after the first bearing housing in the direction of travel of the vehicle that does not translate during a turn navigation through the vehicle. As discussed above and as additionally shown in Figure 26, in one embodiment, the nozzle 30 is arranged above and laterally outside the tracks 16 and is oriented in relation to the track facing inward from the tracks 16.
[0114] The distance and orientation of the nozzle from the desired point of impact can affect the efficiency of the system. In one embodiment, the nozzle is less than a foot (30.48 cm) away from the contact surface. In many embodiments, the nozzle distance can be less than 10.16 centimeters (four inches), in a range from about 10.16 centimeters to about 15.24 centimeters (4 inches to about 6 inches) , from about 15.24 centimeters to about 22.86 centimeters (6 inches to about 9 inches), from about 22.86 centimeters to about 30.48 centimeters (9 inches to about 12 inches) inches), or greater than about 30.48 centimeters (12 inches) from the contact surface. As shown above in relation to the flange arrangement, the location of the flange excludes some shorter distances from certain angles and orientations. Where the nozzle is configured to point from the inside of the rails outwards, as the contact surface approaches the wheel / rail interface, the distance must necessarily increase to respond to the flange. In this way, systems used to dissipate snow, for example, away from the tracks to avoid accumulation or concentration between the tracks have different restrictions on location and orientation compared to a system with inward facing nozzles.
[0115] In one embodiment, the nozzle (or nozzles in embodiments where multiple nozzles are used) can respond to vehicle travel conditions or location information (for example, global positioning satellite data (GPS)) to maintain a determined orientation in relation to the contact surface, while the vehicle moves on a curve, elevation or slope, as discussed in detail below. In response to a signal, the nozzle can move laterally, move up or down, or the nozzle distribution pattern of the traction material can be controlled and / or changed. In one embodiment, the change to the pattern may consist of changing from a stream to a relatively wider cone or from a cone to an elongated spray pattern. The pattern of distribution and / or displacement of the nozzle can be based on a closed loop feedback based on the measured adhesion or slip. In addition, the nozzle displacement may have a search mode that displaces and / or adjusts the dispersion pattern, and / or the flow rate, speed of the traction material or pressure in the reservoir tank to determine a desired traction level for any adjustable feature.
[0116] In one embodiment, in order to optimize the adhesion of rail-wheel adhesion during braking and acceleration, the traction material can be dispensed from the nozzle (s) 30 and released at the wheel-rail interface , that is, the area where the wheel comes into contact with the track. In addition, when locomotive 12 is following a straight track, traction material is released between the wheel-rail interface to improve adhesion. As the locomotive 12 traverses a curve, however, the end axes of the locomotive 12 move laterally and change the location of the rail interface, thereby reducing the effectiveness of a system that employs a fixed-position nozzle .
[0117] In order to achieve a determined level of adhesion, the angle of the nozzle in relation to the contact surface can be corrected continuously and in real time in one embodiment. The operational input, which includes data on whether the vehicle is traveling on straight or curved tracks, can be detected continuously during travel to precisely release the traction material to the contact surface through the nozzle or the wheel / rail interface through the sand dispenser. For use in the present invention, the operational entry may include entry movement, model predictions, entry based on a map or table based on vehicle location data, and the like. Inlet movement refers to the linear movement between the shaft or components mounted on the shaft and the trolley structure, and angular movement between the car and the body.
[0118] In one embodiment, a system is provided for use with a wheeled vehicle traveling on a surface. The system includes the nozzle and an air source for delivering traction material at a flow rate that is greater than 100 cubic feet per minute (2.83 cubic meters per minute) as measured as the traction material it exits the nozzle, and the air source is in fluid communication with the nozzle that receives the traction material from the air source and directs a flow of the traction material to a location on the surface consisting of a contact surface. The air source consists of a tube or main reservoir equalization tank (MRE) of a locomotive, and the determined parameter is unregulated and consists of the same pressure as a pressure in the main reservoir equalization tank or tube during vehicle operation. .
[0119] A controller can respond to a signal based on the operation of a compressor fluidly coupled to the MRE or the pressure detected in the equalization tank of the main reservoir or pipe and controls a valve that is able to control or block the flow of traction material from the air source to the nozzle. The controller is additionally capable of controlling the operation of the compressor, and responds to the operation of the compressor, such as the compressor on / off cycle above a threshold on / off cycle level, by means of one or both of them. operate the compressor to reduce the on / off cycle or operate the valve to change the flow rate of the traction material through the nozzle. The controller can respond to a detected drop in pressure in the equalization tank of the main reservoir or tube that is below a threshold pressure level by reducing or blocking the flow of traction material, and thus maintaining the MRE pressure above the threshold pressure level.
[0120] During use, the material holding reservoir, if it is fluidly coupled to the nozzle, can provide particulate to combined traction material or fluidly entrained in the flow of traction material (air) that impacts the surface contact.
[0121] The system can include an adjustable mounting bracket to support the nozzle. A suitable adjustable mounting bracket can include screws that secure the nozzle in a certain orientation when tightened, and which allow repositioning of the nozzle and calibration of the nozzle sight when released. Manual calibration and adjustment can be performed periodically or in response to certain signals. The signs may include a change in season or weather (as some guidelines may work differently depending on whether the fragments consist of water, snow or leaves) or a change in the condition of the vehicle (such as wear of the wheel or replacement of the wheel ). Automatic or mechanical alignments are observed in connection with a system that provides feedback information for self-alignment or alignment based on environmental or operational factors (such as navigation on a curve).
[0122] A schematic illustration of a system 700 for the directional alignment of the nozzle for use with the tensile stress systems shown above is shown in Figure 26. In the illustrated embodiment, the input movement is continuously detected by one or more sensors operatively connected to the locomotive. In particular, a sensor 702 can continuously detect linear motion between wagon 704 and the shaft / components mounted on shaft 706. A sensor 708 can also continuously detect angular motion between wagon 704 and body 710.
[0123] Suitable sensors may consist of mechanical, electrical, optical or magnetic sensors. In one embodiment, more than one type of sensor can be used. Sensors 702, 708 can be electrically coupled to the controller and can relay signals that indicate the movement of the axle versus car and the movement of the car / body to the controller for conditioning. Optionally, there may be no signal conditioning. The controller sends a signal to a nozzle alignment device 712, which is operatively connected to the nozzle, to modify the nozzle orientation / angle instantly to ensure that the traction material is constantly released towards the wheel interface. thus improving the adhesion of the locomotive, especially around curves.
[0124] The nozzle alignment device can be operated in a mechanical, electrical, magnetic, pneumatic or hydraulic way, or a combination of them to adjust the angle of the nozzle in relation to the contact surface of the rail. In one embodiment, the nozzle-directed alignment system can also be used to control the alignment of the sand dispenser, in the same manner as described above.
[0125] The controller can receive signals from sensors, as discussed above, or from a manual input, and can control various characteristics and operations of the traction effort system. For example, the controller can control one or more of the system's on / off state, a flow rate of the traction material, or the speed of the traction material through the nozzle. Such control can be based on one or more of the vehicle's speed in relation to the track, the number of fragments on the track, the type of fragments on the track, a controlled cycle feedback of the quantity or type of fragments on the track which are actually removed by the traction material, the type of track, the condition of the track contact surface, a controlled cycle feedback based at least in part on the detected slip of the wheel on the track, and the geographic location of a vehicle which comprises the wheel in such a way that the traction material is directed or not directed towards the contact surface in certain places. That is, the controller can distribute the traction material in response to an external signal that includes one or both of the displacement conditions or location information.
[0126] With additional reference to the operation of the controller, in one embodiment, it can receive input from the sensor that detects a pressure level in the reservoir tank or pressure vessel, and can control the distribution of the traction material only when the level pressure is in a given pressure range. In one embodiment, the controller can control the pressure level in the reservoir or pressure vessel 202 by activating an air compressor. The distribution of the traction material, by the controller, can be continuous or pulsed / periodic. Pulse duration and frequency can be adjusted based on certain threshold levels. These levels can consist of the measured or estimated amount of traction material available, the time until traction material can be replaced, the season and / or geography (which can indirectly indicate the type and quantity of leaves or snow ), and the like. In one embodiment, the controller may cease the distribution of traction material in response to a level of direct or indirect adhesion that is outside of certain threshold values. Outside the threshold values it includes an adhesion that is too low, of course, but also too high or at least sufficient to conserve the traction material reserve. And if the level of adhesion is too low even after the distribution of the traction material, and if the search mode is not present or is not successful, and if there is no indication of an obstruction, then the controller can conserve the material of traction simply due to the fact that there is no desired improvement.
[0127] In one embodiment, the controller can distribute or suspend the distribution of the traction material based on the location or the presence of a particular structure or feature. For example, in the presence of a roadside lubrication station, the controller can suspend delivery. In other embodiments, it can be determined only to distribute the traction material when on a curve or slope. The location can be provided by GPS data, as discussed above, by a route map, or by a signal from the structure or features (for example, an RFID signature). For example, a railway yard may have a defined zone, communicated to the controller, in which the controller will not operate the traction effort system.
[0128] One embodiment of the invention relates to a traction effort system for modifying the traction of a wheel that comes into contact with a track. The traction effort system may include a material reservoir capable of holding a traction material, a nozzle in fluid communication with the material reservoir and a material valve in fluid communication with the material reservoir and the nozzle, the material valve is controllable between a first state in which the traction material flows through the material valve and into the nozzle, and a second state in which the traction material is prevented from flowing into the nozzle. In the first state, the nozzle receives the traction material from the material reservoir and directs the traction material to a contact surface of the rail in such a way that the traction material impacts the contact surface before the wheel comes into contact with the contact surface and modify the traction of the wheel that comes in contact with the rail. The traction effort system may additionally include an air reservoir capable of holding a volume of pressurized air, the air reservoir being in fluid communication with the nozzle, and an air valve in fluid communication with the air reservoir. air and the nozzle, the valve being controllable between a first state in which the pressurized air flows through the air valve and into the nozzle, and a second state in which the pressurized air is prevented from flowing into the nozzle. The system can include a controller electrically coupled to the material valve and the air valve to control the material valve and the air valve between the first states and the second states, respectively.
[0129] A sand dispenser can be included which is oriented to deposit a layer of sand at the wheel / rail interface. The traction effort system can include a pressure vessel in fluid communication with a material reservoir outlet, an air reservoir outlet and a material valve inlet, an intermittent valve positioned between the material reservoir and the material container pressure and that is controllable between a first state in which the traction material flows through the intermittent valve and into the pressure vessel, and a second state in which the traction material is prevented from flowing into the pressure vessel, and a second air valve positioned between the air reservoir and the pressure vessel, the second air valve being controllable between a first state in which pressurized air flows through the second air valve and into the pressure vessel, and a second state in which pressurized air is prevented from flowing into the pressure vessel.
[0130] The air reservoir can be in fluid communication with the material reservoir. In such an embodiment, the system may include a pressurizing air valve positioned between the air reservoir and the material reservoir and which is controllable between a first state in which the pressurized air flows through the pressurizing air valve and into the material reservoir to pressurize the material reservoir, and a second state in which pressurized air is prevented from flowing into the material reservoir.
[0131] In one embodiment, the traction material impacts the contact surface and removes debris from the contact surface. In addition or alternatively, when the traction material impacts the contact surface, the morphology of the contact surface can be changed from smooth to rough. Where the morphology of the contact surface is changed, the modified roughness can be greater than about 0.1 micrometer and less than 10 millimeter of the profile roughness parameter, for example, the modified morphology can have peaks with a height that it is greater than about 0.1 micrometer and less than 10 millimeters. The tractive effort can increase by at least 40,000 during the application of the traction material, for example, the tractive effort increases by a value of traction greater than 40,000 during the application of the traction material. In the realizations, the system can be mounted on a vehicle and the wheel can be coupled to a power axle of the same vehicle. In other embodiments, the system can be mounted on a vehicle that is part of a composition that comprises a plurality of connected vehicles, wherein the wheel can be coupled to a different vehicle in the composition. The traction material can consist of one or more of silica, alumina and iron oxide. The traction material may consist of an organic material. Traction material can include walnut, crustacean or shells.
[0132] The nozzle can include first and second halves that cooperate to define a constraint during an operating mode and can be separable from one another during a cleaning mode. A push piston mechanism can be positioned through a hole defined by the nozzle to unclog the nozzle, and the push piston can include a pneumatic or electromagnetic actuator coupled to the push piston that is actionable in response to a signal from the controller . The nozzle can be oriented to direct the traction material away from the wheel. At least part of the nozzle can be formed from a material hard enough to withstand noticeable wear from contact with the high-speed flow of traction material. The controller can distribute the traction material depending on travel conditions or vehicle location information. In addition, the material reservoir can be coupled to a heater, a vibrating device, a screen or filter and / or a water removal device.
[0133] Another embodiment of the invention relates to a traction effort system for modifying the traction of a wheel of a vehicle that comes into contact with a track. The traction stress system may include a material reservoir capable of holding a traction material, a nozzle in fluid communication with the material reservoir and capable of receiving the traction material from the material reservoir and directing the traction material for a contact surface of the rail, a sensor configured to detect the input movement, and a controller in electrical communication with the sensor to receive input movement data from it. The controller can adjust the orientation of the nozzle depending on the input movement detected. The entry movement can consist of linear movement between a vehicle axle and a vehicle trolley structure or the angular movement between a car and a vehicle body. The sensor can consist of a mechanical, electrical, optical and magnetic sensor. A plurality of sensors for detecting incoming motion can also be used.
[0134] Yet another realization refers to a nozzle for use with the traction effort system to increase the adhesion of the rail for a vehicle that has a wheel that comes into contact with the rail. The nozzle includes a body that defines a passage through it and has an inlet that receives a traction material and an outlet that distributes the traction material to a contact surface of the rail, and an adjustment mechanism positioned inside the passage and between a first position and a second position to adjust a flow area of the passage. The adjustment mechanism may include a piston received slidingly in the passage and a spring operatively connected to the piston in such a way that the spring activates the piston away from the exit and in the passage. When pressure builds up inside the nozzle body, the plunger is pushed against the activation of the spring and outside the passage to increase the flow area of the passage. The body and passageway may generally be cone-shaped and the adjustment mechanism may include a plunger in complementary shape received slidably through the passageway and which has a relief portion to allow the flow of traction material beyond the piston. The plunger can be movable between the first position in which a periphery of the plunger is closely received by a wall of the passage and a second position in which a periphery of the plunger is spaced at a distance from the wall of the passage. An actuator can be included to move the plunger from the first position and the second position in response to a signal from a controller. The signal can be based on one or more of the elapsed time, detection of obstruction and measured slip of the wheel on the rail. In addition, the adjustment mechanism may include a plunger in a sliding manner and strictly received by the passage and which has a conical recess formed therein in fluid communication with the inlet and outlet, and the body which has a conical projection that projects in towards the conical recess. A spring can operatively engage the plunger to activate the plunger towards the tapered projection such that the tapered projection is at least partially received by the tapered recess. When pressure builds up inside the nozzle body, the plunger can be propelled against spring activation and away from the tapered projection to increase the flow area through the tapered recess.
[0135] Another realization concerns a controller and a method of increasing the adhesion of the track for a vehicle that has a wheel that comes into contact with a track track. A flow of traction material can be controlled from a material reservoir to a nozzle. A flow of pressurized air is controlled from an air reservoir to the nozzle. A track contact surface in front of the wheel can be impacted with the traction material to remove debris or to modify the roughness of the track surface. A nozzle orientation can be adjusted depending on the travel conditions or vehicle location information to maintain a determined orientation with respect to the contact surface. Vehicle travel conditions may include one or more of the wheel facing a curve, the vehicle moving uphill and the vehicle moving downhill. The nozzle can be moved laterally and / or up or down in response to the vehicle's travel conditions or location information.
[0136] A flow rate or speed of the traction material can be controlled through the nozzle in response to at least one of the vehicle's speed in relation to the track, an amount of fragments on the track, a type of fragments on the track , a controlled cycle feedback of the amount or type of fragments on the track that are actually removed by the traction material, a type of track, a condition of the track contact surface, detected vibrations indicative of the contact surface, a cycle feedback controlled based at least in part on the detected slip of the wheel on the track or measured adhesion, and a geographical location of the vehicle comprising the wheel. A pressure level in the air supply or material reservoir (if used) can be detected and / or monitored and, depending on the pressure, the traction material can be distributed when the pressure level is within a given pressure range .
[0137] A pressure level in the material reservoir can be increased by activating an air compressor in fluid communication with the material reservoir. The method may include controlling a material valve to a closed position to derive the flow of traction material into the nozzle and impact the rail's contact surface with pressurized air. The method may include dispensing a layer of sand from the material reservoir on the track through a sand dispenser. The distribution of the traction material can be controlled depending on the vehicle's navigation of a curve or slope of the track. Additionally, the traction material distribution may be dependent on the vehicle's location in relation to one or more of an intersection, a residential neighborhood or a designated zone and based on sensitivity to noise, dust or thrown objects caused by the pressurized air flow . Appropriate methods for determining the location of vehicles, such as approaching an intersection, may include stored map data, calculated distance traveled on a known route, global positioning satellite (GPS) data, equipment signals outside the road, and the like. Designated zones can include security areas and can be dynamic. For example, if a rail yard employee were to carry a signaling device that has an x-ray, then any system that could detect the signaling device would determine that the employee is within the (x) radius and could be, therefore, subjected to fragments thrown by the high-speed traction material that the traction effort system should be operating. In addition, the method may include cleaning the nozzle if or when the nozzle becomes clogged. Cleaning can be done periodically or in response to a detected parameter, such as traction effort, or the like.
[0138] Due to the fact that a vehicle operator may not be aware of the available traction effort, an accomplishment includes a signaling mechanism that alerts the operator when the system is busy in an attempt to increase traction. That is, when slippage is detected or if the coupling of the system is allowed, there is also a signal for the operator to know there are conditions that require more traction. This information can allow the indication that a nozzle or nozzles are not aligned or are clogged, that a traction material reservoir is empty or that there is a condition that needs attention. Additionally, information on landslides and / or the need for increased traction can be collected and reported to a database or equivalent for use in generating a network map that indicates the conditions of the network. Additionally, this collected information can be fed into a network management program to better allocate the active component movement and programming across the network based at least in part on a traction model using the reported slip data. Data can be collected at an arrival / departure destination or hands can be collected close to real time using wireless data and uploading to a remote location.
[0139] A rail network controller can be used with a rail network that has arrival / departure locations connected via railway tracks, and through which a plurality of locomotives can travel over the tracks from one location to the next. another location. The rail network controller tracks which of the locomotives has a traction effort management system and also tracks which of the arrival / departure locations has a reduced traction situation based on the information provided to the network controller by the management system. traction effort. The rail network controller responds to the reduced traction situation by means of one or both of controlling a locomotive's speed through the rail network in such a way that the start or stop distance or time of a locomotive at a location that has a reduced traction situation is calculated differently by the rail network controller, if the locomotive includes a traction effort management system compared to a locomotive that does not have a traction effort management system, or to control a forwarding plurality of locomotives through the rail network based on both the presence or absence of a traction effort management system on a locomotive and the reduced traction situation at one or more of the arrival / departure locations.
[0140] In one embodiment, the traction effort system is provided for use with a locomotive that has a wheel that moves on a rail. The system includes a nozzle oriented away from the wheel, and configured to release sand and / or air under pressure to a rail contact surface that is spaced from a wheel / rail interface. Optionally, a regulator can be coupled to the locomotive's compressed air supply unit. The regulator reduces the pressure of the air supplied to the nozzle to be less than an air pressure in a locomotive's brake line. A second nozzle and an air supply tube can be attached to each nozzle and to the regulator, where the air supply tube includes a “T” gasket. A single magnetic or solenoid valve can control a flow of pressurized air through the air supply line and to each nozzle. Alternatively, individual nozzle control can be achieved through the use of valves associated with each nozzle. The system can additionally include one or more of an enable / disable or on / off switch that, in “enable” or “on” mode allows the system to operate or a functional device that selectively prevents the system from releasing air and / or sand. And axle-driven compressors can supply compressed air. An axle driven compressor can be mechanically coupled to a motor to supply torque to the compressor through an axis when the motor is running. Alternatively, a motor-driven compressor can be used.
[0141] In one embodiment, a control system is provided for use with a vehicle. The control system includes a controller that can control a valve that is fluidly coupled to a nozzle. Traction material can selectively flow through the nozzle to a contact surface that is close to, but spaced from, a wheel interface and a surface. The valve can open and close in response to signals from the controller. The controller can control the valve to deliver traction material to the contact surface or it can prevent the flow of traction material to the contact surface. The supply of traction material may be in response to one or more trigger events, in which case the controller will cause the valve to open and supply traction material to the nozzle. Triggering events include one or more of an operation limited by vehicle adhesion, loss or reduction of traction effort during vehicle operation, and an initiation of a manual command that requests the supply of traction material. The prevention of the flow of traction material can be in response to one or more prevention events. Prevention events may include the vehicle entering or within a designated prevention zone, a safety lock hitch for the vehicle, a detected pressure measurement available in a vehicle's air brake system that is below a threshold pressure level, a detected measurement of a compressor on / off operating pattern that is within a given set of operating patterns, and a vehicle speed or speed setting that is within a given speed range or determined speed setting range, respectively.
[0142] In one embodiment, a kit is provided to perfect a vehicle that has a wheel that moves on a track, where a part of the track consists of a contact surface that is spaced from a wheel / track interface. The kit may include an optional material reservoir capable of holding a particulate type of traction material; an air source for supplying air-based traction material that is capable of having one or more of a pressure that is greater than 100 psi (about 689500 pascals) as measured before the traction material exits the nozzle , at a flow rate that is greater than 100 cubic feet per minute (2.83 cubic meters per minute) as measured as the traction material exits the nozzle, or at a speed greater than 150 feet per second ( greater than 45 meters per second) as measured as the traction material impacts the contact surface; and a nozzle that is in fluid communication with the air source that is capable of receiving and directing the air-based traction material to the contact surface. The nozzle can optionally have a body that defines a passage between them and that has an inlet that receives a traction material and an outlet that distributes the traction material to the contact surface and an adjustment mechanism positioned inside the passage and movable between a first position and a second position for adjusting a flow area of the passage, and, optionally, the nozzle can be arranged above and horizontally between a plurality of tracks. This would be oriented in relation to the track facing outwards from the plurality of tracks.
[0143] The kit can include a controller in electrical communication with an operable sensor to detect operational data. The controller can change an angle of incidence of the traction material in relation to the contact surface depending on the operational data.
[0144] In one embodiment, a vehicle includes a first powered axis and a second powered axis. The first energized axis is close to one end of the vehicle, and the second energized axis is relatively distant from the end of the vehicle, and the second energized axis is coupled to a bearing housing that does not move during a turn navigation through the vehicle. A traction stress management system is coupled to the bearing housing of the second energized shaft. Optionally, the vehicle can include a first operator's cabin and a second operator's cabin, and each operator's cabin is at the respective distal ends of the vehicle. Mounting the traction stress management system on the second energized axle can allow the vehicle to be driven forward or backward as desired, or put into service forward or backward, while maintaining a substantially constant level of stress performance traction. Of course, having the traction effort management system that provides tracks with relatively increased traction capacity for all powered wheels may be desirable in some cases, but this could require nozzles located at both ends of the vehicle (as noted in other embodiments) ) increasing the cost and complexity of the system. In this way, an indifferent 'directionally' locomotive model can be used by locating the nozzles outside the previous energized axles. This would provide flexibility in the use of the vehicle and potentially reduce the necessary management supervision during train construction in a railway yard. Additionally, due to the fact that the energized second axis does not “drive” in curves, the nozzle alignment (so that the flow of traction material reaches the contact surface) can approach 100 percent in the target performance.
[0145] The description above is intended to be illustrative and not restrictive. For example, the achievements described above (and / or aspects of them) can be used in combination with each other. In addition, many modifications can be made to adapt a particular situation or material to the instructions of the invention, without deviating from its scope. Although the dimensions and types of materials described in this document are intended to define the parameters of the invention, they are by no means limiting and consist of exemplary embodiments. Many other achievements will be evident to those skilled in the art under review of the description above. The scope of the invention should, therefore, be determined with reference to the appended claims, together with the full scope of equivalents for which such claims are entitled. In the appended claims, the terms "include" and "in which" are used as the simple language equivalents of the respective terms "understand" and "in what". In addition, in the following claims, the terms "first", "second", "third", "top", "bottom", "bottom", "top", etc., are used only as labels and are not intended for impose positional or numerical requirements on your objects, unless otherwise noted.
[0146] For use in the present invention, an element or step mentioned in the singular and followed by the word "one" or "one" should be interpreted as not excluding the plural of said elements or steps, except where the exclusion is explicitly indicated. In addition, references to "an embodiment" of the invention are not intended to be interpreted as excluding the existence of additional embodiments that also incorporate the mentioned features. In addition, except where explicitly stated otherwise, achievements "that comprise", "that include" or "that have" an element or a plurality of elements that have a particular property may include such additional elements that do not have this property.
[0147] This written description uses examples to present the various embodiments of the invention, which includes the best mode, and also to enable a person skilled in the art to practice the embodiments of the invention, which include making and using any devices or systems and performing any methods incorporated. The patentable scope of the invention is defined by the claims and may include other examples that occur to a person skilled in the art a. Such other examples are intended to be included in the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.

权利要求:
Claims (18)
[0001]
1. SYSTEM FOR USE WITH A VEHICLE (12) WITH WHEELS, comprising: a material reservoir (18) capable of holding a traction material (20) that includes particulates; a nozzle (30) in fluid communication with the material reservoir (18); and a material valve (36) in fluid communication with the material reservoir (18) and the nozzle (30), the material valve (36) being controllable between a first state in which the traction material (20) flows through the material valve (36) and the nozzle (30) and a second state in which the traction material (20) is prevented from flowing to the nozzle (30), and in the first state the nozzle (30) receives the traction material (20) from the material reservoir (18) and directs the traction material (20) to a contact surface (32) in such a way that the traction material (20) impacts the contact surface ( 32) which is spaced from a wheel / surface interface and thus modifies the adhesion or traction capacity of the contact surface (32) in relation to a wheel which subsequently comes into contact; characterized by the system being operable to propel the traction material (20) in the first state of the material valve (36), in order to impact the contact surface (32) and, thus, modify the morphology of the contact surface (32) , in which traction efforts increase; the system further comprising an air reservoir (24) capable of holding a volume of pressurized air, the air reservoir (24) being in fluid communication with the nozzle (30); and an air valve (38) in fluid communication with the air reservoir (24) and the nozzle (30), the air valve (38) being controllable between a first state in which the pressurized air flows through the valve air (38) and to the nozzle (30), and a second state in which pressurized air is prevented from flowing to the nozzle (30).
[0002]
2. SYSTEM, according to claim 1, characterized in that it additionally comprises a controller (34) electrically coupled to the material valve (36) and the air valve (38) to control the material valve (36) and the air valve (38) between the first states and the second states, respectively.
[0003]
SYSTEM, according to claim 1, characterized in that it further comprises: a pressure vessel (202) in fluid communication with an outlet of the material reservoir (18), an outlet of the air reservoir (24) and an inlet the material valve (36); an intermittent valve (204) positioned between the material reservoir (18) and the pressure vessel (202), the intermittent valve (204) being controllable between a first state in which the traction material (20) flows through the intermittent valve (204) and for the pressure vessel (202) and a second state in which the traction material (20) is prevented from flowing into the pressure vessel (202); and a second air valve (206) positioned between the air reservoir (24) and the pressure vessel (202), the second air valve (206) being controllable between a first state in which the pressurized air flows through from the second air valve (206) and to the pressure vessel (202) and a second state in which pressurized air is prevented from flowing to the pressure vessel (202).
[0004]
4. SYSTEM, according to claim 1, characterized in that it additionally comprises a controller (34) that operates to control a flow rate of pressurized air, of traction material (20) or both the pressurized air and the material of (20) through the nozzle (30).
[0005]
5. SYSTEM, according to claim 4, characterized in that the controller (34) responds to a signal that indicates a traction level, and changes the flow rate based on the signal.
[0006]
6. SYSTEM, according to claim 1, characterized by the modified morphology having peaks with a height that is greater than 0.1 micrometer and less than 10 millimeters.
[0007]
7. SYSTEM, according to claim 1, characterized by the tensile stress increase by a tensile stress value of at least 40,000 during the application of the traction material (20).
[0008]
8. SYSTEM, according to claim 1, characterized in that the system is mounted on a vehicle (12) and the wheel is coupled to an energized axle of the same vehicle (12).
[0009]
9. SYSTEM, according to claim 8, characterized in that the nozzle (30) is supported by a first bearing housing (714), wagon or platform.
[0010]
10. SYSTEM, according to claim 9, characterized in that the first bearing housing (714) consists of the previous bearing housing in the direction of travel of the wheeled vehicle (12), or if the vehicle (12) is operable to move forward and backward, then, the first bearing housing (714) is anterior or posterior depending on whether the vehicle (12) is moving forward or backward, respectively.
[0011]
11. SYSTEM, according to claim 9, characterized in that the vehicle (12) comprises the first bearing housing (714) and a second bearing housing, wherein the second bearing housing consists of the previous bearing housing in the direction of travel of the vehicle (12) with wheels, and where the first bearing housing (714) is positioned subsequent to the second bearing housing in the direction of travel of the wheeled vehicle (12).
[0012]
12. SYSTEM, according to claim 1, characterized in that the system is mounted on a vehicle (12) which is part of a composition comprising a plurality of connected vehicles and the wheel is coupled to a different vehicle in the composition.
[0013]
13. SYSTEM, according to claim 1, characterized in that the nozzle (30) comprises first and second halves (502, 504) which cooperate to define a constraint during an operating mode, and the first and second halves (502, 504) they are separable from each other during a cleaning mode.
[0014]
14. SYSTEM, according to claim 1, characterized in that it additionally comprises a push piston mechanism capable of positioning through a hole defined by the nozzle (30) to dislodge an obstruction if the obstruction is lodged in the nozzle (30) .
[0015]
15. SYSTEM, according to claim 1, characterized in that the nozzle (30) is oriented to direct the traction material (20) away from the wheel.
[0016]
16. SYSTEM, according to claim 1, characterized in that the nozzle (30) is oriented to direct the traction material (20) from the outside of a track into a central line through the track.
[0017]
17. SYSTEM, according to claim 1, characterized in that it additionally comprises a controller (34) that is operable to control the positioning of the traction material (20) based on a vehicle displacement condition (12) or on vehicle location information, either in the condition of displacement of the vehicle or in the vehicle location information.
[0018]
18. SYSTEM, according to claim 1, characterized in that the material reservoir (18) is coupled to one or more of a heater, a vibration device, a screen, a filter or a water removal device.

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法律状态:
2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

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2019-11-26| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2020-10-06| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

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2020-12-22| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 05/07/2011, OBSERVADAS AS CONDICOES LEGAIS. |

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2021-01-12| B16C| Correction of notification of the grant|Free format text: REF. RPI 2607 DE 22/12/2020 QUANTO AO TITULAR, ENDERECO E INVENTOR. |

优先权:

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申请号 | 申请日 | 专利标题

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US37188610P| true| 2010-08-09|2010-08-09|

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US61/371,886|2010-08-09|

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