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Post by d7666 on Nov 20, 2019 21:17:55 GMT
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Post by Deleted on Nov 21, 2019 0:55:12 GMT
great to see a silver front again looks strange without the red though
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class411
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Post by class411 on Nov 21, 2019 9:06:22 GMT
That seems very impressive.
Let's hope it generate more interest within LU.
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Post by underover on Nov 21, 2019 18:00:49 GMT
I wonder how this works in a real world environment. May work well in ideal conditions, but what happens when rail adhesion is poor? The chevrons they have fitted look like they are getting quite a torsion load. And why the lights dropped on the front and rear consoles? It would take very little time to have wired up up the originals, and the height concerns me with potentially blinding other drivers. I know its only a prototype thrown together to prove an idea, but it shows they have not really thought though it very well. I doubt this will take off as is, but something similar I imagine will be used on future rail vehicles.
I wonder what the mechanism is that turns the wheelset? Seems like they moved the maintenance away from fairly easy stuff to what seems like it is slightly harder to work on.
So no friction braking? What happens when you stuff motor issues? No regen brakes I suspect?
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Post by countryman on Nov 21, 2019 18:47:42 GMT
Interesting though this is, there is a cause of wear that this will not mitigate. This is simply that with solid axles, the inner wheel on a curve will always have to travel a shorter distance than the outer. For a 90 degree turn the outer wheel travels ~8 feet more than the inner, so there must be friction and wear. What the wear is compared to the mitigation by this system, goodness knows. I wonder how much it costs to fit this system to every axle (32 sets on a Central Line train) compared to replacing rails and wheelsets.
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Post by orienteer on Nov 21, 2019 20:39:00 GMT
Interesting though this is, there is a cause of wear that this will not mitigate. This is simply that with solid axles, the inner wheel on a curve will always have to travel a shorter distance than the outer. For a 90 degree turn the outer wheel travels ~8 feet more than the inner, so there must be friction and wear. What the wear is compared to the mitigation by this system, goodness knows. I wonder how much it costs to fit this system to every axle (32 sets on a Central Line train) compared to replacing rails and wheelsets. The article states that each wheel is powered independently. So it is not a solid axle in the rotational sense. |
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rincew1nd
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Post by rincew1nd on Nov 22, 2019 8:32:02 GMT
The different lengths of rail on the inside and outside of curves is accounted for because the wheels are conical, the smaller diameter means a smaller distance is travelled by the wheel.
Also, isn't something similar to this fitted to the bogies of the cl66? I seem to remember being told that the outer wheelers on each bogie turn into the corner.
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Post by brigham on Nov 22, 2019 9:12:59 GMT
Adams' radial axleboxes allowed for similar movement, but using solid axles. This is a different concept altogether, though.
On this system, the wheels turn independently on a stationary axle, in the same manner as on road motors.
It's a rail version of the Lohner-Porsche Electromobile. Each wheel driven independently by a hub-mounted motor.
I often wondered why solid axle wheelsets had persisted so long on rail vehicles; presumably because they are cheap and adequate.
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metman
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Post by metman on Nov 22, 2019 14:09:29 GMT
great to see a silver front again looks strange without the red though Reminds me of the C stock in original livery. |
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Post by underover on Nov 23, 2019 19:46:40 GMT
Adams' radial axleboxes allowed for similar movement, but using solid axles. This is a different concept altogether, though. On this system, the wheels turn independently on a stationary axle, in the same manner as on road motors. It's a rail version of the Lohner-Porsche Electromobile. Each wheel driven independently by a hub-mounted motor. I often wondered why solid axle wheelsets had persisted so long on rail vehicles; presumably because they are cheap and adequate. Maybe its to do with the size of the power plant required to get the wheel spinning with a reasonable amount of grunt behind it. With electric motor technology being improved upon as rapidly as it currently is, maybe its only now a concept like this is only just possible? |
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Post by brigham on Nov 25, 2019 8:36:19 GMT
It's possibly to do with the rapid development of the Lynch permanent-magnet motor, which has made this type feasible for traction purposes, as spectacularly demonstrated by the inventor at the first Isle of Man electric TT.
The previous major user as far as rail is concerned was Hornby.
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Post by jimbo on Nov 27, 2019 3:15:53 GMT
It has long been hoped that the next Bakerloo line trains will have actively steered bogies. What does that involve, and how would it compare with this innovation?
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Post by underover on Dec 4, 2019 15:37:34 GMT
There is a article about this in RailEngineer magazine, which explains the system much better than the video above. Not found an online copy of it though to link too.
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Post by billbedford on Dec 5, 2019 12:12:32 GMT
The full on-line edition of RailEngineer with that article is here |
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