RU148062U1 - RAILWAY CAR VEHICLE FRAME - Google Patents

Abstract

1. The frame of the trolley of a railway vehicle having an H-shape, including box-shaped longitudinal and transverse beams, characterized in that the box-shaped section of the longitudinal beam is formed by a steel bent welded closed profile of rectangular cross section, the upper and lower belts of which are reinforced with plates of sheet steel, and the transverse beams are made of sheet steel and are joined by their upper sheets end-to-end to the overlays of the upper and lower profile belts, and by vertical sheets through transition elements to the vert Kalnoy profilya.2 wall. The trolley frame according to claim 1, characterized in that the weld of a steel bent welded closed profile is located in the middle of its vertical wall. 3. Trolley frame 1 and 2, characterized in that the transition elements are made in the form of bent corners, the shelves of which are bent at an angle close to 90 °. 4. Trolley frame 1 and 2, characterized in that the transition elements are made in the form of rectangular platens.

Description

The utility model relates to railway transport and relates to the design of the frame of the railway trolley.

The KVZ-I2 trolley frame is known, comprising two lateral longitudinal beams of box-shaped section, two transverse beams of box-shaped section for hanging the cradle, two end transverse and four longitudinal beams for suspending the brake linkage (“Wagons”, Moscow “Transport” 1979, I. F. Skiba, p. 107). The frame of this trolley is H-shaped. The longitudinal beams of the frame are formed by butt welded with their horizontal shelves of channels. To strengthen the upper and lower zones of the longitudinal beams, in the middle part, between the internal spintons, plates made of sheet steel are installed. Cross beams combine longitudinal beams, in their middle part, and are welded with their upper and lower sheets end-to-end to the upper and lower overlays of the longitudinal beams, and vertical sheets to the vertical wall of the channels of the longitudinal beams.

In the design described above, the longitudinal beams are made of two channels welded together by flanges with continuous butt welds. In this case, the welds are located in a vertical plane in the zone of maximum tensile and compressive stresses, which reduces the fatigue strength of the longitudinal beam and the frame of the trolley as a whole and leads to a limitation of the carrying capacity and structural speed of the railway trolley.

The technical solution closest to the proposed utility model is the carriage carriage frame, which has an H-shape, including longitudinal box beams, each of which is assembled from two channels, the shelves of which are butt-welded with longitudinal welds, reinforcing stiffeners and a box-shaped transverse beam (patent RF for utility model No. 39560). The walls of the longitudinal beam of the frame are formed by shelves of channels, the walls of which are overlapped by welding with the horizontal scarves of the box-like assembly of the said beams, and the welds of the butt-joined flanges are located on the lateral surfaces of the longitudinal beam at the level of its longitudinal axis. The disadvantage of this design is the need to perform long longitudinal welds, which leads to an increase in manufacturing time. At the same time, the design of the box-shaped unit for connecting the longitudinal and transverse beams provides for the exact manufacture of bent vertical sheets, the mismatch of the shape of which leads to an increase in the gaps, which in turn complicates the assembly and welding process.

The technical result of the claimed utility model is to increase the reliability of the frame and reduce costs in its manufacture.

To achieve the specified technical result in the design of the longitudinal beam, instead of butt welded channels with channels, a steel bent welded closed rectangular profile was used. The horizontal sides of the profile form the upper and lower zones, on which reinforcing steel sheets are installed by welding. A weld, a closing profile, is located outside the longitudinal beam in the middle of its vertical side in the zone of the neutral fiber, where tensile and compressive stresses during vertical longitudinal bending of the longitudinal beam are zero. In this case, the welds connecting the bottom sheet with a rectangular profile and located in the zone of tensile stresses, in order to increase fatigue strength, are subjected to surface hardening with a multi-tool or, as an option, argon-arc treatment. The connection of the vertical walls of the transverse beams with the vertical walls of a rectangular profile is made through a transition element in the form of a corner, the shelves of which are bent at an angle close in value to 90 °, or in the form of a rectangular plate. The upper and lower sheets of the transverse beams are butt welded to the reinforcing steel sheets of the longitudinal beams, and the lower connection, which experiences tensile stresses under the action of a bending moment from the vertical force, is made at an angle close in value to 45 °. The utility model is illustrated by drawings:

FIG. 1 - frame, fig. 2 - longitudinal beam, FIG. 3 is a view along arrow A of FIG. 2, FIG. 4 - transverse beam, fig. 5 is a view G of FIG. 1, FIG. 6 is a section DD of FIG. 2, FIG. 7 is a view B from FIG. 6, FIG. 8 is a view B from FIG. 6.

In the drawings, the following notation:

1 - a longitudinal beam;

2 - transverse beam;

3 - overlay;

4 - emphasis;

5 - transition element;

6 - closed profile;

7 - top sheet;

8 - bottom sheet;

9 - invoice sheet;

10, 11, 12, 13 — oblong hole;

14, 15 - weld;

16 - vertical rib;

17 - sleeve;

18 - the upper sheet of the transverse beam;

19 - overlay of the transverse beam;

20 - bottom sheet of the transverse beam.

The frame of the railroad vehicle trolley (Fig. 1) consists of two longitudinal beams 1, two transverse beams 2, plates 3 for fastening the spintons, stops 4, transition elements 5. The longitudinal beam 1 is made in the form of a steel bent welded closed profile 6 (Fig. 1). 2) a rectangular section with reinforcing steel plates: the upper sheet 7, the lower sheet 8 and the overlay sheet 9. At the end parts of the upper sheet 7 and the lower sheet 8, oblong holes 10 (Fig. 1) and 11 (Fig. 3) are made, respectively. The bottom sheet 8 and the patch sheet 9 on the curved cantilever parts located on the inner side of the longitudinal beam have oblong holes 12 and 13 (Fig. 3), respectively, with the holes 12 of the bottom sheet 8 being smaller than the holes 13 of the patch sheet 9. This provides convenience access when performing a weld along the perimeter of the hole. The top sheet 7 is connected to the profile 6 using welds 14 (Fig. 6) and standard welds made along the perimeter of elongated holes 10 (Fig. 1). The bottom sheet 8 is connected to the profile 6 using welds 15 (Fig. 8) and standard welds made around the perimeter of elongated holes 11 (Fig. 3). The weld 15 is subjected to surface hardening with a multi-roll tool or, as an option, argon-arc treatment, resulting in smooth transitions of radius R between the weld metal and the base metal of the lower sheet and pipe (Fig. 8). The patch sheet 9 (Fig. 3) is connected to the bottom sheet 8 by standard welds made along the outer contour of the patch sheet 9 and along the perimeter of the elongated holes 13. The transverse beam contains vertical ribs 16 (Fig. 4) into which the bushings 17 are installed, the upper sheet 18, the bend of which is reinforced by the plate 19 and the lower sheet 20. The vertical ribs 16 of the transverse beams 2 are connected by welding with transition elements, which, in turn, are connected to the vertical wall of the profile 6 of the longitudinal beam 1. Transition elements enes as corners 5 (FIG. 5), which flange bent at an angle close to 90 ° or in the form of rectangular shelfplasty (Fig. not shown).

The oblong holes 10 and 11, made in the upper sheet 7 and the lower sheet 8, provide a smoother change in the cross section of the longitudinal beam 1 along its length, which leads to a more uniform distribution of stresses in the end parts of the upper and lower sheets when the beam is bent. Smooth transitions of radius R between the weld metal 15 and the base metal of the bottom sheet 8 and profile 6 reduce the stress concentration level in these zones, thereby increasing the fatigue strength of the whole structure. The use of a profile 6 of a rectangular section instead of two channels welded into a box section allows to reduce, compared with the prototype, the total length of the welds by ~ 30%. The corners 5 at the junction of the longitudinal beams 1 and the transverse beams 2 provide a reduction in stress concentration during bending of the structure due to the spacing of the locations of the welds.

Claims (4)

1. The frame of the trolley of a railway vehicle having an H-shape, including box-shaped longitudinal and transverse beams, characterized in that the box-shaped section of the longitudinal beam is formed by a steel bent welded closed profile of rectangular cross section, the upper and lower belts of which are reinforced with plates of sheet steel, and the transverse beams are made of sheet steel and are joined by their upper sheets end-to-end to the overlays of the upper and lower profile belts, and by vertical sheets through transition elements to the vert Kalnoy wall profile. 2. The frame of the trolley according to claim 1, characterized in that the weld of a steel bent welded closed profile is located in the middle of its vertical wall. 3. The frame of the trolley according to paragraphs. 1 and 2, characterized in that the transition elements are made in the form of bent corners, the shelves of which are bent at an angle close to 90 °. 4. The frame of the trolley according to paragraphs. 1 and 2, characterized in that the transition elements are made in the form of rectangular platens.

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