- Driving railway vehicles
Special driving railway vehicles for light shunting and manipulation with railway wagons designed to ensure technological production operator onsite loading and unloading takes place.
- Driving rail vehicles biaxial - line 211
- Driving rail vehicles triaxial - A 314
- Driving rail vehicles quadriaxial - A 415
- Cable shunting devices
Cable shunting devices is designed for the rail cars shunting during their loading and unloading at the sidings, filling stations of liquid products and terminals. The device is able, according to the local conditions, to put in move and to brake the rail cars set with the total weight of up to 2500 t, device PZ 15 of up to 500 tons in both directions.
- Special equipment
The dynamic manipulator HW1E has been developed for the wagons rotary tipplers with aim to catch and stop incoming loaded wagons, their appropriate arrangement, and once they are unloaded, their pull out. An important condition is the observance of the velocity of incoming wagons, which can be guaranteed.
- Dynamic manipulator HW1E
- Electromechanical Train Wheel Stopper EMVZ-02
- Rail locking mechanism KAM-60-8
Electromechanical Train Wheel Stopper EMVZ-02 has been developed for places on marshalling yards and railway sidings, where the track operator regularly secures the wagons with a wheel stopper.
Rail locking mechanism KAM-60-8 is intended for locking and holding stationary railway wagons on inclined lines during operation with individual wagons.
Driving rail vehicle biaxial - A 211, D 211
Rail towing vehicles of 211 series are driving rail vehicles designed for light and medium-heavy shunting and manipulation with railway cars at intra-company sidings, terminals, ports where onsite loading and unloading takes place. The units operate with minimum requirements as regards the energy, operating materials and staff.
In view of the applicable laws, the towing vehicles do meet conditions, such as set forth for railway operation in conjunction with another rail vehicle but they are not considered to be the locomotives due to lower demands concerning the operator’s qualification (it is sufficient that the operator is trained as the “foreman shunter”).
A version, D version
Each towing vehicle of 211 series is driven by traction motor. The source of power for traction inverters a high-capacity traction accumulator – A version, of diesel-electric generator producing alternating current – D version.
The standard is produced without the operator’s cab equipped with the remote control only, but it is possible to supply a version with the operator’s cab.
The travel is designed as a complete reconstruction of the locomotive T 211, of which the main frame is used with the draw and buffer device, axle gearboxes, wheel sets, mechanical brake parts. Other parts are designed as a new installation.
The frame is adapted for the installation of new elements. The vehicle has two driving axle with tire diameter 1000 m. On each axle, on double row self-aligning roller bearings, there is mounted drive axle housing. Drive axles are made directly by Cardan shafts from traction descending transmission. Drive axle casing involves spur gearing and bevel gearing. Bevel gearing is equipped with a spiral gears and spur gearing with straight gears. Both casings are of the same design. Drive axle casing’s pitching moments are captured by strutting rods towards the frame reinforcement.
Version A 211 (Accu)
The source of electrical power is a traction accumulator supplying direct current, which is fed through the isolator, fuses, the circuit breakers on the traction inverter DC link. The inverter with full vector control is able to manage the revolutions and torque of the traction motor.
The power transfer system is controlled by a microprocessor unit, which receives feedback from the encoder. When the operator files request for work performance, the vehicle will start its travel up the ramp of the inverter at the selected speed. Then, the controlling unit sustains the velocity independently on the slope and nature of torque from load. If positive torque from load prevails, the traction motor switches itself into a regenerative mode and is capable to recharge via the inverter the traction accumulator with the current thus produced. The above described phenomenon is called regenerative electricity.
A lead accumulator with nominal voltage of 572 V and capacity of 330 Ah is used as the source of the electric current for traction inverter. The accumulator is adapted for traction purposes and its 4 blocks are safe even in the event of collision of another vehicle with the speed v=20 km/hour into stationary towing machin. The deformation calculation for the accumulator carriers was in certified ANSYS system. For the purpose of agitation of the electrolyte during the charging the aeration system is installed together with the charger → it significantly reduces not only the amount of heat emerging during the charging, but also the charging time. The accumulator is further protected against a deep discharge by electronic device, which on grounds of a voltage drop under the load evaluates the balance of power in the accumulator.
Version D 211 (Diesel)
The power source is a diesel-electric generating set producing alternating current. The alternating current is transferred to the rectifier feeding inter-circuit of the traction inverter.
The drive unit is positioned in the front hood and is composed of the diesel engine connected through a flexible coupling with synchronous generator.
The propulsion itself consists of the squirrel-cage induction motor equipped with a separate cooling. The separate cooling’s fan is controlled by the inverter and works on the basis of temperature data obtained from the semi-conductor sensors KTY placed in the stator windings of electric traction motor.
Generator and diesel engine
The synchronous generator of the track towing machine driven by diesel engine serves as the source of power for the traction changer. The set is put in operation on the basis of an order from the operator.
The diesel-electric unit is adapted for the wintertime operating conditions with minimum requirements as regards the maintenance. In the event that the vehicle receives no command from the operator for approximately 10 minutes, the diesel motor switches off automatically.
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|Questionnaire||Type List||Photo Gallery|
|Basic technical data – line 211|
|Wheel Set Layout||B|
|Vehicle Gauge (Static)||ČSN 28 0312*)|
|Max. width × height||2 600 × 2 800 mm|
|Length Across Wagon End walls||6 000 mm|
|Axle Base||2 800 mm|
|Smallest Radius of Travel Arc||60 m|
|Weight Per Axle||14 t|
|Max. Output of Traction Electric Motor||77 kW|
|Continuous Output of Traction Electric Motor||37 kW|
|Output Transfer||Electrical-mechanical alternating|
|Max. Operating Velocity||3 km/hour|
|MMax. Velocity Load less||8,6 km/hour|
|Max. Velocity if Included in Train||40 km/hour|
|Max. Towing Force||77 kN|
|Continuous Towing Force||26,7 kN|
|Max. Direct Track Load||1 000 ton|