WO2015136324A1

WO2015136324A1 - Autonomous rapid on-craned new-rail-system

Info

Publication number: WO2015136324A1
Application number: PCT/IB2014/059625
Authority: WO
Inventors: Györgyi Andrea MAJOR
Original assignee: Élő Mini-Világ Környezetvédelmi Alapítvány / Living Mini-World Environmental Foundation
Priority date: 2014-03-11
Filing date: 2014-03-11
Publication date: 2015-09-17

Abstract

Present invention aims not only to provide the train with some new kind of lifting equipment, or it also operates with a autonomous lifting machine but also includes a complete vehicle system. The preferences of this special rail wagon and train unit are the optimum power supply, the high operating speed of the railway-system. These features also provide a new economical and environment friendly solution for railway transportation. Each element of this invention considered inseparable parts of this patent. Their combination makes this technological innovation unique to provide either the transportation or the loading (self-loading) of equipment into the train with the help of the crane specially designed to it. This system is suitable for the use of existing terminals and stations, however does not require any expensive infrastructure development for the newly connected stations, side tracks to handle and to further increase the container traffic.

Description

111 A UTONOMOUS RAPID ON-CRANED NEW-RAIL-SYSTEM

(I) Technical Field

The increasing environmental problems and the overcrowded roads have incited railway vehicle manufacturing companies to search for

|5| new solutions. However, no any real breakthrough has been

achieved by any reform of rail freight traffic, yet. Even the rail freight transportation has not integrated yet, and there are significant differences between continents and countries in this respect. In this invention we have focused on the development of high-speed freight

110| train traffic which has almost ceased over the past few years and decades. The primary decline of this kind of rail transport was the most significant loss of the rail transport against road transport in the transport market. In order to redeem this sector involving the most lucrative commodities of the freight market, and to aim the economic

115| recovery of the railways, considerable engineering work and

technical development are required. The transmission rates are determined by the road traffic which can not be hold by the railway; railways are generally too expensive to transport. Apart from the direct train flow, railways can not provide competitive transfer times

|20| and offer convenient prices for the market.

This is particularly true for the transport of pieces of goods, and in the case of goods wagon.

Railways are almost completely driven out of the market of the one- or two-car traffic, despite of the fact that the total transit capacity |25| would amount to nearly half of these transfers. Railways have to seek after these requirements during the development and modification of the future wagons and technology. The strong growth of the road traffic increased burden for the country's road network and so does for the environment. Railways are constantly looking for

|30| solutions for competitive, modern transport systems, factory setting tools to increase their competitiveness against road transport optimized for freight by minimizing the environmental impact for saving on significant national economic damages. However, this is a very complex and often controversial process, particularly about the

|35| cross-border nature of the flow of goods, while the freedom of

transfer is complicated by the fact that the railway infrastructure with different standards has been established and are in operation up today in spite of the development trends. The majority of the railroads were built in the end of the 19th century, in the beginning of

|40| the 20th century, and nowadays many of them pass through heavily built-up areas, residential zones. This significantly limits the speed and the frequency of freight trains since the traffic and the loading of the conventional rail freight vehicles has a significant burden for the environment. The realization of a greater part of the road transport

|45| by rail is a priority public policy objective for the European Union.

One of the obstacles of this policy is the slow and cumbersome rail transshipment and the related marshaling and shunting technology. Namely the rail freight train systems operating under present conditions are old, slow and not cost effective. Nowadays the

|50| transshipment of containers is made by installed container crane or by terminal container forklift depending on the size of the terminal. Both systems require significant investments, and stationary, making the system economical only under heavy container traffic. The characteristic of these systems is the top-lifting mechanism, which is

|55| the major problem of the otherwise electrified railway lines since the overhead-wire obstructs the progress of the loading tracks. A further disadvantage of the forklifts is the significant turn around space for the loadings and the demand, resulting from their axle load, for a very heavy-duty trucks road surface. In addition to rail lines, the

|60| majority of the stations do not have such a developed infrastructure; therefore the current container traffic is concentrated solely to the flows of trains between terminals and ports. Present invention is not intended primarily to replace these operating systems, but to connect the stations and industrial railways with the lack of any

|65| container lifting infrastructure into the rail containers traffic, and to remake the Express freight train system into a modern form, and thus to optimize the efficiency and to increase the profitability of rail transits.

(II) Background Art

|70| Several patents were born in relation to the shipment and

transportation of containers in the last decades. According to document published under number DE 1.531.990, a container handling machine is disclosed which is fixed to a vehicle on wheels. The machine is equipped with lifting device moving on rails on both

|75| side of the vehicle. The rails carrying the lifting device is located on both side of the container, therefore the structure is solely able to move those containers which are located individually. However, as the containers are usually located close to each other on the vehicles, this device cannot be used. The patent specification under

|80| No. HU 214 170 and the document published under No. WO

97/03.014 disclose a container lifting and handling vehicle which is already able to work on an electrified track. The vehicle is a two- sided side loader, which has a container take holder frame which is able to move parallel. The container must be laid down to be able to

|85| reload it to the opposite side, and then the lifting equipment has to be moved under the container to re-grap the containers. And only after this movement is the system suitable to transport the container to a separate vehicle. The complexity and the fact that only certain containers may be lifted up makes it disadvantageous. The patent

|90| description under No. HU 223 759 describes a system, which

comprises a crane pair and a under carriage system which moves and carries the crane pair. Although this system provides a better solution than the previously described one and is also able to work on electrified track, but the major disadvantage is the high cost of

|95| installation, and its localness. Document under No. DE 2.521 .087 discloses an independent loading equipment which can be placed on the platform of the transport vehicle. The loading equipment is placed on the rails located on the vehicle. The disadvantage of this solution is that all the transport vehicles must be equipped with such

11001 a device, which, in turn, is only suitable for the shipment of sea containers. Despite of this, this solution is expensive and complicated for traditional wagons, given the fact that traditional wagons do not have electrical equipment connections. Document under No. DE. 2-855.665 discloses a solution which moves the

11051 containers with a tape roller mechanism. The road vehicle must

stand beside the railway wagon, and in case of equal platform height transmits the containers on rollers. The drawback of this solution is the technological difficulties, and the requirements as precise timing, and a storage station. In this case, all wagons have scrolls

11 10| equipment, which makes the system even expensive, likewise to the previous one. Rail freight transport systems, with a few minor exceptions, considered railway wagons as basic unit. However, due to rail transport and operational organizational practice the utilization, the round time, and thus the trading speed of the wagons

11 15| remained extremely low until today. It is clear, that the complement of wagons, and railway cars - based on the traditional technology - with any lift system would only increase the costs and would not be able to bring any real result. Present invention so far exceeds the solutions described in the aforementioned patents, that it is suitable

1120| for the use of the existing terminals and stations without their

conversion, and does not require any expensive infrastructure development for the newly connected stations, side tracks to handle and to further increase the container traffic. Present invention therefore aims not only to provide the vehicle with some new kind of

| 125| lifting equipment, but also includes a complete vehicle system, its organization and management, since these two things are closely related, and they can not be relevant and can not be separated from each other. Economically, as innovations initially, it is although an investment demand system, but the operation is more economical, 11301 and the utilization is multiple of a traditional wagon, so its income- generating capacity per time unit is also multiple of a conventional rail technology. Overall it is significantly more economical.

(Ill) Disclosure of Invention

According to the above mentioned circumstances the most important | 135| requirements against future wagons are as follows:

- Freight wagons shall be modular, so several superstructures or containers (tanks) can be fixed quickly and securely.

- The wagons have to enable the containers with power supply even for the heating or cooling by the train's central power

| 140| system.

- The new type of car should provide safe and quiet operation at higher speed ranges.

- From a commercial point of view, in order to increase reliability, the top priority should be given to the introduction of automatic

| 145| vehicle and cargo insurance identification (AFI) systems.

- Considering densely populated areas reduction of noise level is also an important fact during design.

Patentable ideas under this invention:

- A container transfer wagon whose axis or axis placed in the 11501 bogies are self-operated, and which is equipped with an autonomous on- craned system

- High speed ability container transfer wagon and train

Freight train with such acceleration capability as for passenger | 155| train,

suitable for insertion into the passenger trains timetable. Split-drive container transfer railway train with independent power supply.

- A container transfer wagon, and train which is completed with an 11601 autonomous loading machine, which is travelling with the train

The subject matter and the contrivance of this invention is a motor freight train unit consisting of freight wagons (DMU - Diesel Multiple Unit or EMU - Electric Multiple Unit) on railway with a special autonomous rapid on-craned system, the ARON rail freight motor

| 165| train system (hereinafter referred to as the "ARON system"). A

closed train unit which is able to transport and load different kind of containers, swaps and vehicular semi-trailers without any help or need of further immovable equipment or crane. The main feature, and the novelty of this invention, is the two types of concepts of

| 170| special lifting equipment. According to the first concept as shown in the 1 . Illustration, the light lifting equipment is located to each train, and supports the crane ability and autonomy of the train units. According to the second concept, the "Botond" mechanical loader machine is a crane-truck target machine serving the ARON motor

| 175| freight trains (hereinafter referred to as "ARON trains"). The design and structure of Botond allows it to be carried by and it is able to get off the ARON trains, so it does not require any external intervention. This kind of design resolves the problem of the necessity of any further loader to serve the train in case of intermodal traffic.

11801 Nevertheless this machine never stands unnecessarily while waiting for a train anywhere, but always travels with the ARON trains until the loading position. The further feature of this invention is the special rail wagon, specifically designed to this ARON system, which can be composed to a motor freight train unit according to the

| 185| required circumstances, and which allows the operation without any locomotive. The preferences of this special rail wagon and train unit are the optimum power supply, the high operating speed of the railway-system and the connection of the railway-system units at a law noise emission. All these features guarantee together the unique

11901 and practical use of this invention; each element considered

inseparable parts of this patent. Their combination makes this technological innovation unique to provide - at today's technological and scientific knowledge - either the transportation of the three different equipment, such as the versed sized shipping containers,

| 195| the versed sized continental swaps and the different designs of road trailers or either the loading-on and loading-off (self-loading) of these equipment into the train with the help of the crane which makes integral part of the train. These motor wagons are designed to satisfy all these requirements with a speed range of 160 km/h up to

|200| 200 km/h. In order to improve the performance of the proposed ARON system, a modern bogie - with significantly better runtime characteristics against the generally known and accepted UIC Y25 type bogies - is used while maintaining the maximum axle load of 25 tons. The axes are equipped with an anti-lock braking system with

|205| disc brakes, and at least one of the bogies by each train has a

magnetic break. These technological solutions allow the sufficiently silent operation, even during braking, and also provide the proper braking power for a high-speed transport. The ARON system is operated by an electric dynamic brake system without any emission

|210| (i.e. dust, noise etc.) or negative environmental externalizes but with the impact of positive external effects such as recuperation energy. (IV) Brief Description of Drawings

1. Illustration: A wagon of the ARON system equipped with lifting crane

|215| 2. Illustration: The crane system of the ARON system

3. Illustration: The crane system with multimodal wagon under-frame of the ARON system

4. Illustration: The "Botond" lifting equipment

5. Illustration: The ARON rail freight motor train system, the ARON |220| system

An important point of this invention is the container (swap body) handling device placed on the vehicles as shown in the 1 . - 2. Illustrations. The primarily objective of the lift system is to quickly and automatically support to load-on and load-off the wagons of the |225| trains. The crane system allows - for the first time as a technical innovation - the crane placed on a vehicle to lift swap bodies and semi road trailers. Its movement is limited to the minimum range according to space-and weight-saving options and it is especially designed for lifting containers beside diesel multiple units, from the

|230| ground or beside another

standing rail or road vehicle. This invention is not intended for the complete replacement of the existing terminal cranes, including the movements of the containers within the terminal, rather to provide the terminals in the lack of any crane equipment with a flexible crane

|235| system. The crane ability of terminals is fully satisfied by the planned lift system under this invention. The lift system according to 1. - 2. - 3. Illustrations consists of two both side dumped crane pillars standing at the end of the vehicle, which can be lifted to achieve the necessary distance. The two pillars end in a roller crossbeam, which

|240| always moves parallel to the ground. The two crossbeams are

connected to the lifting beam located on both side with a scissor mechanism by a hydraulic or a screw solution. Due to the scissor mechanism, the beams can be freely moved according to the container lifting needs, and dumped to ensure free movement for the

|245| lifting hooks of the terminal cranes. The lifting equipment is able to hold the containers either from the bottom or on the top, depending on how you set the scissor mechanism. The swap bodies and craned semi road trailers with crane are hold by the bottom beam, using the built-in automatic clamping device. So all common

|250| containers, swap bodies and craned semi-trailers can be moved by the lifting equipment. Beside this, it operates at silent mode, and as the energy source is located on the wagons, therefore the operation does not require any additional infrastructure. The design of the lifting system does not limit the crane ability of the wagons on the |255| terminals.

The train - shown in the 5. Illustration - consists of special wagons, specifically designed for the ARON system, which ensure wherever the transportation, and the in and out lifting from trains and even from tracks under catenary of the following devices:

|260| - all common containers sized up to 45' and 53',

- maximum C815 x 2 sized swap bodies

- 14,500mm x 2,550mm x 4,000 mm long road trailers

- non-European standard road trailers up to 16,500mm length. The wagons are all, or at least in pairs, motorized in order to

|265| compose or organize the trains, thus eliminating the existing slow and tardy shunting and sorting technology on railways. The almost noiseless operation of the wagons while shunting and loading is provided by a range of technology systems. This is mainly due to the battery-powered electric drive system permitting only restricted and

|270| low-speed movements (on stations, industrial sites), to the quiet

brake assembly, and to the almost silent wagon switch (grub and bar). Furthermore, the aforementioned electro-hydraulic crane ensures the clean loading operation at a low noise emission. The trains, the wagons and the whole infrastructure are in

|275| communication with each other, ensuring up to full automatic operation. The automatic operation is particularly insured for train compilation, separation, and for automatic loading. Trains and wagons are constantly communicating with the operator, with the customer, and if needed, with the infrastructure operator, thus

|280| ensuring the relevant exact location and data acquisition.

The ARON trains have many advantages that enable to increase the efficiency and revenue generating capacity for rail freight transits. It facilitates and promotes the further expansion of an environmentally friendly rail transport system and the development of this

|285| technology. The small lift height containers, the automatic operation of the system reduce the overall accident risks. The pollutant and noise emissions of the ARON system is significantly lower compared in relation of rail and road traffic, and even in relation to the existing rail systems under operation. Botond is a lifting and loading machine

|290| with a telescopic under-frame, equipped with two twin-cranes

moving on two separate caterpillars, which ensures favorable surface pressure and provides a limited off-road capability for the machine. However, it is also possible to implement wheels instead of caterpillars in case of suitable conditions. The under-frame of the

|295| machine is designed to be able to drawn away as a telescope which allows the transportation and the loading of different sized and types of containers and swap bodies about the size of at least 20' up to the size of 53'. The machine is equipped with two cranes moving parallel at each end, which perform in co-movements the lifting of the

|300| containers. The design and layout of the machine is not just limited to the lifting, but for short way transportations of containers, especially within terminals and industrial areas. The machine is equipped with suitable electro-hydraulic mechanical equipment which is powered by either power pack or by battery pack. The

|305| power pack charges automatically underway, so the train always

stands ready to work uploaded. The power pack allows at least 3-4 hours of continuous work according to the draft version, which is plenty enough time for the complete on-and off-loading of the ARON trains calculated on 20 intermodal wagons. In case of demand for

|310| continuous work, diesel-hydraulic version can also be built. Botond is also suitable for loading of the conventional rail trains (other than ARON trains) and trucks, and it is also expedient to perform well some limited tasks (stacking tasks) at terminals. The caterpillar of Botond facilitates at least 25km/h travel speed for the structure;

|315| therefore Botond is able to take part in the road transportation as a slow vehicle. However, due to the dimensions, the length and laden weight of the machine, it requires a route permit. The design of Botond allows the automatic handling of containers and swap bodies. It is not only favorable to spare the staff, but it also enables

|320| Botond to fully automatic (robotic) operation. This means that

Botond is able to independently load-on and load-off the trains, and it is also able to deliver, trans-ship etc. containers to the predetermined location.

Technical Parameters of Botond:

|325| Sizes: Length x width x height /sealed/ 0.000mmx2500mmx3000mm

Performance of crane twins: 50T - up to 4000mm elongation; 42T - up to 6000mm elongation; 34T - up to 8000mm elongation

Maximum sustained speed: 30 km/h

|330| Available operating time with a single charge is minimum 4 hours.

(V) Best Mode for Carrying out the Invention

The ARON system consists of basically analogues modules which are as follows:

- Power car unit: This unit includes those mechanical equipment |335| which provide drive and power supply for the whole train

system. This unit ensures the power supply for the traction and for the operation of the train. The design of the unit allows, under similar train construction, to built-up further mechanical equipment. The charter unit has either two or four axles |340| according to the desired power and speed and it also

possesses electrical transmission. The two drive axles of the charter unit have drive system in order to apply the favorable conditions of adhesion utilization.

- Cab control trailer: This vehicle is a four-axle carrier under- |345| frame with crane, a cab is placed at one end while an end wall fitted with a slide tilt is placed on the other end. Two axle of one of the bogies are driven, and electrically applies the brakes. Control and command equipment for the engines are located on the train.

|350| - Trailer: This vehicle is a four-axle carrier under-frame with crane, including an end wall fitted with a slide tilt on both side. Almost any optional trains can be composed from the vehicles listed above according to the need and infrastructure.

The composition by the resurrection of the so-called mixed train

|355| system in case the freight railcar train transmits one or more

passenger trains, is also possible. This composition is particularly advantageous and economical at low traffic lines, at night mail trains and according to the passenger traffic at intermittently used lines. (VI) Industrial Applicability

|360| Due to demand for different versions of train units and economical train systems, the standardization and the modular construction of basic elements and train units are highly required while reducing costs, such as the costs of production and operation, the costs related to the maintenance. Preferably a large series should be

13651 produced in co-operation of the railways and the industry at more locations or factory. Our goal is to spread the freight motor wagon traffic in order to reduce train's turn time and the costs of maintenance, and to spread the use of standard modular and quickly removable components. Currently at least 4% of the freight wagon

|370| park is out of order even in the most advanced countries, although this value is typically rather higher, which is very high. Therefore, the new system of design and maintenance shall be flexible; the information chain should be complete. When developing new models of freight motor trains the management of these trains is

|375| sufficient in order to meet the altering logistic demands, and also to be prepared for the future changes. Of course, the demand is high especially for short-distance transports in which case it is impossible to develop any competitive railway. Despite of this, the distance of an economical transportation could be reduced until 300 kilometers

|380| with this modern ARON system. In order to this an economic rail freight transport model and corresponding tool must be produced for the entire technological chain. This invention exactly focuses this target. It is flexible, fast, and provides a modern tool to achieve the goal. As the trains under this invention have container lifting cranes,

|385| therefore the movement of the containers does not require any

further infrastructure. The design of the crane of the trains allows to crane even under overhead wire without strain despite of the presently known devices which facilitate to crane solely at tracks without any overhead wire. Due to the structure of the trains and to

|390| the cranes, they can be used at traditional Combi terminals.

The trains and DMUs are equipped with a dual-mode drive system with available technical implementation, which ensures the transport on tracks even under catenary or even without any overhead wire, so they do not require any locomotive or shunting. The investment

|395| into this train structure, the crane and the double drive system pays off with the better utilization of the trains; the commercial speed of the trains would even exceed the speed of the target trains, additionally their flexibility is unique. Basically, no any installed equipment is required to the stations, the sidings and industrial

|400| plants. The motor freight trains transport within the "Omnibus train" circulation may be economical even at weekly or monthly demand. There is no extra cost incurred when stopping the trains, since the related minimal surplus. The endowments of the railway infrastructure can be fully utilized, without any "white spots" in the

|405| system. Unlike to the Hub-Hub traffic of container transport trains and target trains, a more complex, and more adaptable traffic can be carried out. Series-type production of the units of the ARON system is more favorable than installed devices. The flexibility of the system is multiply compared to presents container transportation and

|410| management systems. It's specially preferred that the system does not requires any special transfer station, container terminals, stationary cranes to be established. This is particularly important in

|413| case of factory sidings and for small and medium sized stations.

Claims

The claims:

1 . A container rail freight wagon for transport of standard marine and continental freight containers, and a train compiled of these

|5| freight wagons, which all bogies has an independent drive unit.

The drive motor integrated to the bogies or fixed to the chassis is practically electric, which is powered by the catenary network or one of the power supplier units which is located on one of the wagons of the train.

|10|

2. Railway wagon and train according to claim 1. are characterized by the integrated electric motor which provides such regular acceleration capability for the train as for passenger trains.

3. Railway wagon and train according to claim 2. are characterized by a container transfer equipment settled on the rail wagons which facilitate the loading of the containers.

4. Railway wagon and train according to claim 2. are characterized by the autonomous container transfer equipment, which provides the loading of the containers and is located on one of the wagons in a position, that the autonomous container transfer equipment is able to get off the wagon, as well as to move beside the train, and to load on and load off the containers into the wagons.

|25|

5. The Botond transfer and loading equipment according to claim 3 is a mechanical loader, a crane-truck target machine serving the ARON motor freight trains. The design and structure of Botond allows it to be carried by the ARON rail train. The Botond itself is able to get

|30| off the ARON's motor freight transporter trains, so it does not require any external intervention. Beside this Botond is a lifting and loading machine (robot) with a telescopic chassis, equipped with two twin- cranes moving on two separate caterpillars in order to ensure favorable surface pressure and to provide a limited off-road capability

|35| to the machine.