- 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.
Cable shunting device LTV-NV
The cable shunting device LTV-NV is intended for rail cars shunting during their loading and unloading at dead-end tracks of railway sidings, filling stations of liquid products and terminals. It is capable according to the local conditions to set in motion and to brake the fleet of wagons of total weight of up to 2500 tons.
On the side of coupling with the set of wagons, the trolley is equipped with standard wagon buffers and the screw coupling or semi-automated drooping coupler. In case of the marketplaces, where they use automated couplers (SA3), we of course offer such particular coupling version. The inseparable part of supply is electric switch-board with control system and pre-stressing unit for rope.
The traction and braking of the set of wagons are controlled by frequency converter. The programming automatics in the technology distributor allows for logical links to existing technology equipment such as installed at the siding (filling nozzles and arms, rail scale, etc.).
The whole shunting device technology can be designed for and implemented in the environment marked with the danger of explosion.
Course of shunting using ltv-nv
- The shunting locomotive pushes the set of wagons to the shunting device location.
- The operator uncouples the set of wagons from the locomotive, which can travel away in order to perform another tasks.
- The operator, with help of local box or remote control, will shift the shunting trolley towards the first wagon from the fleet. The coupling will occur between the couplers of the trolley and the wagon.
- It moves a single wagon or more rail cars to a designated place.
- After the wagons are loaded, the operator moves them in the same manner to the place, where they can get coupled with shunting locomotive.
Is consists of welded travel frame, which through the use of anchor bolts is anchored to a concrete base where the main drive travels. The drive frame contains driving unit composed of three-phase airt-cooled electric motor and epicyclical gear with driving rope disk.
Placed on a concrete base of driving station are pulleys, guiding driven rope to the reversible station, shunting trolley and return to the station. The tightening of the transport rope takes effect in a standard manner with the help of hydraulic unit.
Consisting of welded frame with attached pulleys and lug - dead eye (in case of “three-rope system” the rope is firmly fixed to the concrete base of the reversible station).
The pulley ensures guidance of the driving rope towards the shunting trolley and back, where it is with the help of harness, dead eye and rope clamps completed. The structure is protected by the steel shield.
Carriageway and pull rope
The travel of shunting trolley LTV-NV takes effect on the siding rails themselves and the parking position of this trolley is usually at the track’s end, at the buffer stop.
An unlubricated steel pull rope is designed according to the technical standard STN EN 12385-4 with diameter pursuant to designed load. The movable part of the rope in the trackage is supported by the rollers that reduce the rope’s abrasive wear and keep it clean.
As a standard, the shunting device is controlled with use of local control box that is located on a clear spot beside the track, or from the control panel in the service staff room.
Another possibility is a remote control using radio set. The operator can handle the cars from any place along the track. The service control point is the distribution box itself, which serves only for the needs of maintenance and repairs.
Capture of coupler
The connection between the shunting trolley LTV-NV and the wagon, or the set of wagons, will occur after the trolley gets in close proximity of the wagon buffers ↓
the operator puts on the coupler hook or the semi-automated drooping coupler in contact with wagon’s hook will perform coupling on its own.
After each handling activity, the operator has to detach the hook of the screw coupler or to use the rod from outside so as to detach the coupler. The use of drooping coupler in the trolley is increasing occupational safety (the operator does not have to enter between the wagons inside the trackage) and enhancing the quickness of handling, when the operator is just disconnecting the couplers.
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|Questionnaire||Type List||Photo Gallery|
|Basic technical data LTV-NV|
|Tractive power*||15 - 160 kN|
|Electric motor output||7.5, 11, 15, 22, 30, 37, 45 kW|
|Max. velocity of trolley*||0,4 m/s – load less|
0,2 m/s – loaded
|Max. weight of shunted set*||Up to 2 500 t|
|Permissible slope of trackage||max. 3 ‰|
|Trackage||Shunting possible in arc and at adjusted crossing|
|*According to local conditions and user’s requirements|