FIELD OF INVENTION

Embodiments of the present application illustrates a static traction system for rail and specifically, the present disclosure describes a system of traction where an external apparatus is used to thrust a vehicle on a rail along a traction path.

BACKGROUND OF THE INVENTION

In the current scenario, rail track mechanism is widely used to transfer large amount of freight. There are many types of systems that are practiced around the world that are concerned with such transfer of freight via rail cars on rail track mechanisms. There are many types of fuel systems that are also used on such rail track mechanisms to power the rail cars. Some of them are diesel powered and others are electric powered. The same fuel is used during the starting, cruising and as well as deceleration of the rail car and train.

However, there is an excessive usage of fuel or energy during the starting stage of a rail car or train from the intermediate station since the rail car or train has to overcome considerable starting inertia. Even though there are many current methods that address this issue to improve the fuel/energy efficiency during starting of the rail car or train with an engine from the intermediate station. However, none of the improvements considerably reduce the excessive usage of fuel or energy during start of the movement of the rail car or train. Therefore, there is a need for a method and system that addresses the excessive usage of such fuel during starting of the rail car. More particularly, there is a need for an external system that addresses the issue of excessive fuel usage in a rail car due to the high starting inertia of the vehicle.

SUMMARY OF THE INVENTION

The following presents a simplified summary of the subject matter in order to provide a basic understanding of some of the aspects of subject matter embodiments. This summary is not an extensive overview of the subject matter. It is not intended to identify key/critical elements of the embodiments or to delineate the scope of the subject matter. Its sole purpose to present some concepts of the subject matter in a simplified form as a prelude to the more detailed description that is presented later.

The static traction system for vehicle on a rail track addresses the above-mentioned need for an external system that addresses the issue of excessive fuel or energy usage in a rail car. The static traction system for vehicle on a rail track comprises a traction path, a thrusting member, and a contact surface. The traction path is positioned at a predefined section of the rail track and the thrusting member is powered by a power source that is statically positioned on the traction path, wherein the thrusting member is displaced along the traction path based on a set of predefined commands. The contact surface is positioned on the vehicle, wherein the thrusting member contacts the contact surface to thrust the vehicle along the traction path. In an embodiment, the power source is an energy storage unit, and wherein energy could be regenerated and restored into the energy storing unit via absorbing regenerative braking power that is derived from traversal of the vehicle along the rail track.

In an embodiment, wherein the thrusting member is a rack and pinion assembly that is driven by the power source, and wherein the rack and pinion assembly pull the vehicle after contacting one of a rear contact surface and a front contact surface of the vehicle. In an embodiment, the thrusting member is motor and chain assembly, and wherein the motor and chain assembly pull the vehicle after engaging with a pulley that is positioned below the vehicle. In an embodiment, the contact surface is one of front portions and rear portions of the vehicle. In an embodiment, the thrusting member is a deployable arm, wherein the deployable arm comprises a threaded rod and a wedged surface distally positioned at the threaded rod, wherein the wedged surface contacts the rear portion of the vehicle.

In an embodiment, static traction system further comprises an internally threaded cylinder that is rotated via a motor, wherein the internally threaded cylinder contacts the threaded rod to generate linear motion in the deployable arm, and wherein the deployable arm thrusts the rear surface of the vehicle via the wedged surface to displace the vehicle along the traction path. The static traction system further comprises a fluid pressure generator, a fluid pressure pump in communication with the fluid pressure generator, and an assembly comprising the deployable arm and a cylinder, wherein fluid from the fluid pressure generator is pumped into the cylinder via the fluid pressure pump to thrust the deployable arm against the contact surface of the vehicle.

In an embodiment, the static traction system is powered and initiated synchronously with starting of the on-board traction systems of the vehicle on the rail track. In an embodiment, the thrusting member thrusts the vehicle from an initial position to a final position of the traction path and then thrusting member returns to its starting position. In an embodiment, the thrusting member is reversible to thrust the vehicle in forward and backward directions. In an embodiment, amount of the thrust required on the thrusting member is automatically determined based on required acceleration and weight of the vehicle on the rail track. In an embodiment, the number of static traction systems may vary based on number and type of vehicles on the rail track. In an embodiment, the static traction system further comprises a traction control module that is controlled by at least one processor, wherein the traction control module generates the set of predefined commands for the thrusting member.

In an embodiment, the static traction system further comprises a traction control module, where the traction control module comprises a control central module and an on-board control module. The control central module calculates power required for the vehicle depending on weight of the vehicle and acceleration required for the vehicle and controls activation and deactivation of the thrusting member. The on-board control module is positioned within the vehicle, and the on-board control module calculates the power required for the vehicle depending on the weight and the acceleration required for the vehicle, independent of the control central module. The control central module and the on-board control module work in coordination for activation and/or deactivation of the thrusting member.

The static traction system for vehicle on a rail track (or STSR) rail is a new system for providing tractive power to vehicle(s) on rail. The STSR is used in any kind of rail transport system which is self-propelled or pulled by an engine. The STSR is ground based system and is fixed to the ground and is not fitted on the moving vehicle or train on rail. The STSR provides thrust to the vehicle on rail from outside by pushing the vehicle. The STSR adds capability of providing additional thrust during starting phase of the vehicle on rail. The vehicles could be individual or multiple connected mechanically. The thrust during small duration of start of the motion and initial acceleration. The STSR provides this thrust to the moving vehicle of rail to overcome starting inertia of the vehicle. The STSR is not a part of moving vehicle, or in other words it is separate from the on-board traction system generally used. The STSR is fixed on ground rigidly and its thrust is transferred to the vehicle on train by a moving arm which pushes the vehicle from behind.

The process of attaching STSR to the vehicle on rail is an automatic and programed to be controlled remotely. The STSR uses air pressure, hydraulics pressure or electric motors system to push vehicle rail for a very short distance typically 10-20 meters. After this distance the STSR stops automatically and returns to its initial starting position and get ready to push next vehicle. The STSR is independent of vehicle and provides thrust to the vehicle from outside at a fixed location and is usable for all vehicles stopping on that location of rail and need to start moving from that location. The STSR pushes in both directions on rail. After initial thrust by STSR vehicle on rail continues to move forward with its on-board traction power.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The following drawings are illustrative of particular examples for enabling systems and methods of the present disclosure, are descriptive of some of the methods and mechanism, and are not intended to limit the scope of the invention. The drawings are not to scale (unless so stated) and are intended for use in conjunction with the explanations in the following detailed description.

Figure 1 shows a schematic diagram that describes a static traction system for vehicle on a rail track, according to an embodiment of the present disclosure.

Figure 2 shows a schematic diagram that describes the static traction system that uses a rack and pinion assembly as the thrusting member, according to an embodiment of the present disclosure.

Figure 3 shows a schematic diagram that describes the static traction system that uses a motor and chain assembly as the thrusting member, according to an embodiment of the present disclosure. Figure 4A shows a side elevation view of the static traction system that uses a deployable arm as the thrusting member, according to an embodiment of the present disclosure.

Figure 4B shows a top view of the static traction system with respect to the Figure 4A, according to an embodiment of the present disclosure.

Figure 5A shows a side elevation view of the static traction system that uses a deployable arm that is powered by air pressure, according to an embodiment of the present disclosure.

Figure 5B shows a top view of the static traction system with respect to Figure 5A, according to an embodiment of the present disclosure.

Figure 6A shows a side elevation view of the static traction system that uses a deployable arm that is powered by hydraulic pressure, according to an embodiment of the present disclosure.

Figure 6B shows a top view of the static traction system with respect to Figure 6A, according to an embodiment of the present disclosure.

Figure 7 shows a schematic view of a traction control module that determines the required power and acceleration required for the vehicle on the rail track.

Persons skilled in the art will appreciate that elements in the figures are illustrated for simplicity and clarity and may represent both hardware and software components of the system. Further, the dimensions of some of the elements in the figure may be exaggerated relative to other elements to help to improve understanding of various exemplary embodiments of the present disclosure. Throughout the drawings, it should be noted that like reference numbers are used to depict the same or similar elements, features, and structures.

DETAILED DESCRIPTION

Exemplary embodiments now will be described. The disclosure may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey its scope to those skilled in the art. The terminology used in the detailed description of the particular exemplary embodiments illustrated in the accompanying drawings is not intended to be limiting. In the drawings, like numbers refer to like elements.

As disclosed here, the static traction system is a traction system that provides additional thrust to a vehicle on rail during starting phase to the on-board traction system. It is a combination of hardware, control systems and computer based remote control systems involving computers, CPU, PLCS and software. The static traction system greatly optimizes overall efficiency of a rail system especially using individual self-propelled vehicles. It is also envisaging that it is useful for rail systems using frequent start and stop like a metro. The static traction system becomes a hybrid traction system for the rail transportation and adds high efficiency to the rolling stocks by providing initial rolling thrust by external systems of push to accelerate it quickly from stationary position. The external systems of push optimize design of on-board traction system from power, weight and cost point of view. This also reduces cost of the power systems as the peak power demand is lower. The rolling stock require highest power during start and later on only fractional power is required.

The static traction system improves energy efficiency of rail-based transportation systems, where frequent start and stops are required like pod, metro and even long-range rail systems. By using external systems to provide additional thrust, static traction system greatly simplifies design of the on-board traction system and increases their efficiency. Acceleration becomes better and not dependent on the adhesion between rail and steel wheels. The static traction system is an intelligent system with computer control to be programmed based on design and follows the program repeated based on the vehicle design and specifications by self-learning and adapting to apply correct thrust to the vehicle. The static traction system is unique where external static propulsion system and on board traction system together provide thrust to the moving vehicle on rail and both of them are controlled by single system either on board or from a central command center. In other words, the static traction system provides stationary propulsion for static inertia and on-board traction system for running inertia. Figure 1 shows a schematic diagram that describes a static traction system 100 for vehicle 102 on a rail track 104, according to an embodiment of the present disclosure. Figure 1 shows a basic arrangement of the static traction system 100 that is associated with vehicle 102 that is traversing on the rail track 104 via wheels 112. The static traction system 100 comprises a traction path 106, the thrusting member 108, and a contact surface 110. The traction path 106 is positioned at a predefined section of the rail track 104 and the thrusting member 108 is powered by a power source that is statically positioned on the traction path 106. The thrusting member 108 is displaced along the traction path 106 based on a set of predefined commands. As shown in Figure 1, the points X and Y on the traction path 106 represent the start and stop of the traction path respectively. The contact surface 110 is positioned on the vehicle 102, wherein the thrusting member 108 contacts the contact surface 110 to thrust the vehicle 102 along the traction path 106. In an embodiment, the power source is an energy storage unit, and wherein energy is regenerated and restored into the energy storing unit via absorbing regenerative braking power that is derived from traversal of the vehicle 102 along the rail track 104.

In an embodiment, the static traction system 100 is powered and initiated synchronously with starting of on-board traction systems 132, as explained in Figures 3 and 4, of the vehicle 102 on the rail track 104. The thrusting member 108 thrusts the vehicle 102 from an initial position X to a final position Y of the traction path 106 and returns to original position of the thrusting member 108. The thrusting member 108 is reversible to thrust the vehicle 102 in forward and backward directions. The amount of the thrust required on the thrusting member 108 is determined based on required acceleration and weight of the vehicle 102 on the rail track 104. The number of static traction systems 100 vary based on number and type of vehicles 102 on the rail track 104. The static traction system 100 further comprises a traction control module 700 as shown in Figure 7, which is controlled by at least one processor, wherein the traction control module 700 generates the set of predefined commands for the thrusting member 108.

Figure 2 shows a schematic diagram that describes the static traction system 100 that uses a rack and pinion assembly 114 as the thrusting member 108, according to an embodiment of the present disclosure. In an embodiment, the thrusting member 108 is a rack and pinion assembly 114 that is driven by the power source, and wherein the rack and pinion assembly 114 pulls the vehicle 102 by contacting the contact surface 116a, for example, rear or front contact surface, of the vehicle 102. When the vehicle 102 is stationed in an intermediate station, the rack and pinion assembly 114 contacts the contact surface 116a, whereby the vehicle 102 is pulled from underneath the vehicle 102 along a forward or backward direction using the rack and pinion assembly 114 from a start to an end point of the traction path 106. The traction control module 700 as shown in Figure 7, provides commands to the rack and pinion assembly 114 regarding the extend of starting acceleration that should be initiated in the rack and pinion assembly 114 to pull the vehicle 102 across the traction path 106.

Figure 3 shows a schematic diagram that describes the static traction system 100 that uses a motor and chain assembly 118 as the thrusting member 108, according to an embodiment of the present disclosure. In an embodiment, the thrusting member 108 is motor and chain assembly 118, and wherein the motor and chain assembly 118 pulls the vehicle 102 after engaging with a pulley 116b that is positioned below the vehicle 102. The motor and chain assembly 118 pulls the vehicle 102 along the traction path 106 as shown in the Figure 3. The motor and chain assembly 118, for example, comprises a metallic chain or rope 117 that is tightly wound on the shaft of the motor 119. Similar to the embodiment in Figure. 2, the traction control module 700 provides commands to the motor and chain assembly 118 regarding the extend of starting acceleration that should be initiated in the motor and chain assembly 118 to pull the vehicle 102 across the traction path 106. In other words, the motor winds up the rope on activation from the command module to pull the vehicle 106 via engaging with the pulley 116b for a certain distance along the traction path 106. The motor and chain assembly 118 is connected via a pulleys 115a, 115b, and 115c to drive the pulley 116b that is connected to the bottom of vehicle 102. At the end of the traction path 106, the static traction system 100 disengages by disconnecting the chain 117 from the pulley 116b, thereby the motor 119 stops and the chain 117 is returned to its original position.

Figure 4 A shows a side elevation view of the static traction system 100 that uses a deployable arm 120 as the thrusting member 108 and Figure 4B shows a top view of the static traction system 100 with respect to the Figure 4A, according to an embodiment of the present disclosure. In an embodiment, the contact surface is one of a front portion 102b and a rear portion 102a of the vehicle 102. In an embodiment, the thrusting member is a deployable arm 120, wherein the deployable arm 120 comprises a threaded rod 122 and a wedged surface 124 distally positioned at the threaded rod 122, and the wedged surface 124 contacts the rear portion 102a of the vehicle 102. The static traction system 100 further comprises an internally threaded cylinder 126 that is rotated via a motor 128, wherein the internally threaded cylinder 126 contacts the threaded rod 122 to generate linear motion in the deployable arm 120. The internally threaded cylinder 126 is mounted on fixed threaded supports 130. The deployable arm 120 thrusts the rear surface 102a of the vehicle 102 via the wedged surface 124 to displace the vehicle 102 along the traction path 106 with start and stop at X and Y respectively, because of the drive received from the motor 128. The static traction system 100 also includes an onboard tractive power 132 that is positioned within the vehicle 102 that communicates with the motor 128 via a traction control module 700, for example, a Common Central Control for On-Board and static traction system (STSR) Tractive Power.

Referring to Figures 5 A to 6B, Figure 5 A shows a side elevation view of the static traction system 100 that uses a deployable arm 120 that is powered either by air pressure and Figure 5B shows a top view of the static traction system 100 with respect to Figure 5 A, according to an embodiment of the present disclosure. Furthermore, Figure 6A shows a side elevation view of the static traction system 100 that uses a deployable arm 120 that is powered by hydraulic pressure and Figure 6B shows a top view of the static traction system 100 with respect to Figure 6A, according to an embodiment of the present disclosure. The static traction system 100 further comprises a fluid pressure generator 134, a fluid pressure pump 136 in communication with the fluid pressure generator 134, and an assembly comprising the deployable arm 120 and a cylinder 138, wherein fluid from the fluid pressure generator 134 is pumped into the cylinder 138 via the fluid pressure pump 136 to thrust the deployable arm 120 against the contact surface 102a of the vehicle 102. As described before, the static traction system 100 also includes an onboard tractive power 132 that is positioned within the vehicle 102 that communicates with the fluid pressure pump 136 via a command module, for example, the Common Central Control for On-Board and static traction system (STSR) Tractive Power. The fluid pressure generator 134 is, for example, either an air pressure generator 144 as shown in Figures 5A-5B, or a hydraulic pressure generator 146 as shown in Figures 6A-6B. Similarly, the fluid pressure pump 136 is, for example, either an air pump or a hydraulic pump. The cylinder 138 also comprises a fluid inlet 140 and a fluid outlet 142 for circulation of the operating fluid.

Figure 7 shows a schematic view of a traction control module 700 that determines the required power and acceleration required for the vehicle 102 on the rail track 104. The traction control module 700 primarily includes an STSR control central module 702 which is outside the vehicle 102 and an on-board control module 710, or the on-board traction system 132 that is positioned within the vehicle 102. The STSR control central module 702 and the on-board control module 710 work in coordination for activation and/or deactivation of the thrusting action on the vehicle 104 using the thrusting member 108. The STSR control central module 702 calculates power required for the vehicle depending on the weight of the vehicle and acceleration that is needed, as referenced at 704, The STSR control central module 702 also performs the onboard control module of the actuators, as referenced at 706 to activate or deactivate the thrusting action on the vehicle 104 using the thrusting member 108, as referenced at 708. The on-board control module 710 within the vehicle also independently calculates power required for the vehicle depending on the weight of the vehicle and acceleration that is needed, as referenced at 712 and performs activation or deactivation of the thrusting action on the vehicle 104 using the thrusting member 108, as referenced at 714.

The static traction system 100 offers thrust to a rail vehicle 102 from fixed location which is not on-board moving vehicle 102 on the rail track 104. The static traction system 100 pushes rail vehicle up to 20 meters from starting position and after that the static traction system 100 stops and returns to initial starting position. The static traction system 100 is reversible and pushes a vehicle 102 in either direction and is automatic and does not require any manual intervention to attach and detach. The amount of thrust is controlled centrally based on the vehicle 102 on rail track 104 and its acceleration and the attachment process start automatically once a vehicle 102 is detected on rail track 104 at the designated location. In an example, the number of static traction systems 100 is more than one at a location depending on the type and length of vehicle(s) on rail track 104. Typically, there is one static traction system 100 for one vehicle 102 on rail track 104 or in other words one static traction system 100 for one coach or wagon or depending on the acceleration required at that location. The static traction system 100 is a fail-safe system, if for some reason it fails to work than there will not be any impact on the rail vehicle 102. The static traction system 100 works with pneumatic pressure, hydraulics pressure or by electric motors. The starting of the static traction system 100 is synchronized with the starting of the vehicle 102 on rail track 104 and it starts synchronization with the on-board traction systems 132 of the vehicle 102 on the rail track 104. The static traction system 100 works in synchronization with on-board traction system in master-slave configuration. Its starting and stopping is controlled via on-board traction system 132. The static traction system 100 is an efficient system to provide acceleration during starting phase of an individual vehicle 102. This enhances the efficiency of the on-board traction system 132 on the individual vehicle 102 as maximum thrust is required to overcome starting inertial resistance.

Rolling resistance of the vehicle 102 on rail track 104 is much smaller and this results in the drastic reduction of the size of traction power required on board and hence its size and weight. Since starting thrust required is for a very small duration the heavy motors on board adds to the in efficiency of the rolling stocks. Also, if there are multiple vehicles 102 starting from a station then static traction system 100 usage is good and its idle time will be lesser. The vehicle 102 on rail track 104 with on board electric traction draw maximum current during starting, which requires the power systems to be designed accordingly. The static traction system 100 reduces the size of the power system as it eliminates high starting current demand of the rolling stock.

As will be appreciated by one of skill in the art, the present disclosure may be embodied as a method and system. Accordingly, the present disclosure may take the form of an entirely hardware embodiment, a software embodiment or an embodiment combining software and hardware aspects. It will be understood that the functions of any of the units as described above can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions/acts performed by any of the units as described above. Instructions may also be stored in a computer- readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function/act performed by any of the units as described above.

Instructions may also be loaded onto a computer or other programmable data processing apparatus like a scanner/check scanner to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions/acts performed by any of the units as described above.

In the specification, there has been disclosed exemplary embodiments of the invention. Although specific terms are employed, they are used in a generic and descriptive sense only and not for purposes of limitation of the scope of the invention