RU162012U1 - TRUCK MANEUVER MANEUVER - Google Patents

Abstract

Shunting tractor locomotive containing pneumatic wheels and a railway wheel pair, the axis of which is rigidly mounted on levers, each of which is pivotally connected to the hydraulic cylinder rod and a spring-loaded rod installed in the damper body, rigidly connected to the vehicle frame with the possibility of reciprocating rod movement associated with the middle part of the lever, characterized in that the suspension of the combined stroke are mounted on the frame of the locomotive, articulated from the front and rear semi-frames, etc. for this purpose, hydraulic cylinders are mounted on the sides of the rear half frame for locking the half frames with the possibility of moving the car on the rail directly by interacting the hydraulic cylinder rods with the stops fixed on the front half frame, the suspension is equipped with a hydraulic lock installed on the outside of the hydraulic cylinder and connected by pipelines with hydraulic cylinder cavities with the possibility of locking the cylinder rod in its extreme positions, while the diameters of the rods of the hydraulic cylinders and dampers, and the damper springs increase HN is not less than 1.5 times.

Description

The utility model relates to the field of transport engineering, in particular, to vehicles with combined travel, which can move both on roads and railways and can be used as a tractor shunting tractor (MMT) for complex shunting operations and high-speed traffic on the railways of industrial enterprises, agro-industrial complexes, sea, river ports, traction on roads.

A well-known car with a combined stroke, containing pneumatic wheels and a railway wheelset mounted on a suspension bracket mounted on a car frame equipped with a mechanism for raising and lowering the wheelset in working position, the suspension is made in the form of a rack with shock absorbers, while the lifting and lowering mechanism is wheeled pair in working position is a worm gear reducer associated with a pair of wheels (Patent UA No. 42392 U, IPC B60F 1/00, dated July 21, 2008, published on July 10, 2009).

However, the use of a worm gear in a wheel pair lifting mechanism leads to its rapid failure, which affects the vehicle’s performance. This vehicle is designed for minor repair of the track, it does not have high-speed characteristics and maneuverability due to the fact that the wheelset rollers are fixed on the tubular axis, and the suspension is made in the form of a telescopic rack. At higher vehicle speeds, it can lead to a bending of a pair of wheels or a telescopic rack and the impossibility of further movement of the wheelset along a railway track. In addition, the use of a worm gear in the mechanism of raising and lowering the wheelset significantly increases the time it takes to transfer the vehicle to the rail track, complicates the maintenance and repair of this mechanism, which also limits speed capabilities, and affects the car's maneuverability.

A vehicle with a combined stroke is known, which is a tractor containing pneumatic wheels and a railway wheel pair, the axis of which is rigidly mounted on levers, each of which is pivotally connected to the hydraulic cylinder rod and a spring-loaded rod mounted in the suspension chassis of the combined stroke with the possibility of reciprocating movement rod, while the housing is rigidly connected to the frame of the vehicle, and the hydraulic cylinder housing is pivotally connected to the suspension housing of the combined x The ode, the hydraulic cylinder rod is pivotally mounted on the end of the lever, with the middle part of which the end of the spring-loaded rod is pivotally connected (Patent RU No. 149686 U1, IPC B60F 1/00, 03.24.2014, publ. 01.20.2015).

The disadvantage of this vehicle is that the rod and rod of the hydraulic cylinder are made thin, which limits the speed characteristics of the vehicle and their quick failure during shunting due to the possibility of bending. The use of rigid mounting of the body with the frame of the vehicle limits its speed characteristics and maneuverability.

The closest technical solution to the technical nature and the achieved result, and selected as a prototype, is a vehicle that is converted for movement on rails and roads, containing pneumatic wheels and a railway wheelset, the axis of which is rigidly mounted on levers, each of which is pivotally connected to the hydraulic cylinder rod and a spring-loaded rod installed in the body of the shock absorber, rigidly connected with the frame of the vehicle with the possibility of reciprocating the length of the rod, while the cylinder body is pivotally connected to the suspension element body, and the rod is pivotally connected to the middle part of the lever (Aut. St. SU No. 1248851 A1, IPC B60F 1/00, 1/04, 02.22.1985, publ. 07.08 .1986).

However, the hydraulic cylinders are made small, the stem is thin, and when the vehicle is switched to the rail, the hydraulic cylinder rod is in the most extended position, as a result of which, when the railway wheels are working, a large bending moment acts on the hydraulic cylinder rod, which leads to its bending, jamming of the hydraulic cylinders and premature failure of it. Due to the fact that the hydraulic cylinder rod is thin, the speed characteristics of the vehicle when traveling on a railway track are limited. The placement of the hydraulic lock of the suspension of the wheelset inside the hydraulic cylinder leads to the failure of the suspension elements. In addition, the use of a rigid vehicle frame limits its maneuverability.

The utility model is based on the task of increasing the speed of a motor vehicle along rails, maneuverability during shunting operations, and increasing the durability of suspension elements.

The task is achieved in that a tractor-mounted shunting motor vehicle containing pneumatic wheels and a railway wheel pair, the axis of which is rigidly mounted on levers, each of which is pivotally connected to the hydraulic cylinder rod and a spring-loaded rod mounted in the damper body, rigidly connected to the vehicle frame with the possibility of return - translational movement of the rod pivotally connected to the middle part of the lever, according to the utility model, the suspension of the combined stroke is fixed on the frame of the locomotive, hinged - articulated from the front and rear half-frames, while hydraulic cylinders are installed on the sides of the rear half-frame for locking the half-frames with the possibility of moving the truck along the rail directly through the interaction of the hydraulic cylinder rods when they extend with the stops fixed on the front half-frame, the suspension is equipped with a hydraulic lock mounted on the outside a hydraulic cylinder and connected by pipelines with hydraulic cylinder cavities with the possibility of locking the hydraulic cylinder rod in its extreme positions, while the diameters of the hydraulic cylinder rods Indres and dampers and damper springs are increased by at least 1.5 times.

Performing a suspension of the combined stroke articulated from two half-frames: front and rear, as well as securing the rear half-frame on the sides in the area of the articulated joints of the hydraulic cylinders, helps to lock the half-frames by abutting when extending the hydraulic cylinder rods into the stops fixed on the front half-frame, which allows the motor vehicle to move along the track directly, and also increases the speed and maneuverability of shunting.

The suspension is additionally equipped with a hydraulic lock, securing it on the outside of the hydraulic cylinder body and connecting it by pipelines to the hydraulic cylinder cavities provides the possibility of smooth movement of the rod in the hydraulic cylinder body under the action of the working fluid coming in through the pipeline and locking the hydraulic cylinder rod in its extreme positions, resulting in increased smoothness during installation on the rails of the wheelset of the motor vehicle, which helps to reduce the wear of the suspension elements.

The execution of the rods of hydraulic cylinders and dampers, the spring of the damper of the suspension of the combined stroke with a diameter of at least 1.5 times (ranging from 80 to 100 mm) ensures the reliability of the suspension elements, helps to increase the speed of the car to 40 km / h, allows faster carry out shunting operations.

The essence of the utility model is illustrated by drawings, where:

in FIG. 1 - shows a tractor tractor shunter for movement on roads and railways, general view;

in FIG. 2 is a view A in FIG. 1 shows a motor vehicle with a rear suspension of a combined stroke mounted on it, rear view;

in FIG. 3 - shows the frame of a motor vehicle, articulated from two half-frames - front and rear, placement on the sides of the rear half-frame in the area of articulation of hydraulic cylinders and stops on the front half-frame, side view;

in FIG. 4 - shows the frame of a motor vehicle, articulated from two half-frames - front and rear, placement on the sides of the rear half-frame in the area of articulation of two hydraulic cylinders with extended rods resting against stops fixed on the front half-frame, top view;

in FIG. 5 - shows the rear suspension of the combined stroke assembly;

in FIG. 6 is a section BB in FIG. 5, shows the rear suspension of the combined stroke with attachments to the rear half frame, the location of the hydraulic cylinder and damper of the rear suspension and their connection with the wheelset, side view;

in FIG. 7 - shows the rear suspension of the combined stroke in the working position with the wheelset lowered onto the rails;

in FIG. 8 - shows the front suspension of the combined stroke assembly;

in FIG. 9 is a view BB of FIG. 8, shows the front suspension of the combined stroke, the location of the hydraulic cylinder and damper and their connection with the wheelset, side view;

in FIG. 10 is a section GG in FIG. 6, a damper with fastenings to a half-frame and with a spring installed on the rod is shown, the diameter of the spring and rod are increased by at least 1.5 times, a longitudinal section;

in FIG. 11 is a view D in FIG. 6 shows a hydraulic cylinder with a hydraulic lock fixed to its outer side, side view;

in FIG. 12 is a section CC of FIG. 11, the connection of the hydraulic lock with the cavities of the hydraulic cylinder by means of pipelines is shown, the diameter of the rod is increased by at least 1.5 times;

The composition of a tractor shunting motor vehicle for movement on roads and railways includes the following designations in accordance with the sequence of its assembly.

1 - tractor tractor shunting vehicle (MMT)

2 - pneumowheels

3 - front frame

4 - rear frame

5 - automatic coupler

6 - rear suspension combined travel

7 - stops on the front frame

8 - front suspension combined stroke

9 - hydraulic cylinders on the rear frame

10 - a pair of suspension brackets

11 - wheel pair dampers

12 - wheel cylinders

13 - wheel pair lever

14 - damper rod

15 - a rod of a hydraulic cylinder

16 - damper spring mounted on the rod

17 - damper housing

18 - a glass of a damper

19 - bottom damper cover

20 - upper damper cover

21 - bronze sleeve in the damper, limiting the movement of the spring

22 - nut

23 - locknut

24 - an arm of fastening of a damper with a hydraulic cylinder

25 - cylinder body

26 - an arm of fastening of suspensions to a frame of a motor-car

27 - the piston of the hydraulic cylinder

28 - axle box cylinder

29 - a guide of a hydraulic cylinder

30 - wiper

31 - hydraulic lock mounted on the hydraulic cylinder

32 - pipeline connecting the hydraulic lock with the cavity of the hydraulic cylinder

33 - pipeline connecting the hydraulic lock with the cavity of the hydraulic cylinder

34 - bracket for mounting the hydraulic cylinder on the damper

A tractor-mounted tractor shunting vehicle (MMT) 1 with additional attachments ensures the movement of the vehicle along the 1520 mm and 1435 mm gauge railway tracks, shunting operations on the railway track, hydraulic drive of additional working bodies, traction work on highways (combined stroke). The truck 1 was created on the basis of the HTZ-150K tractor. The locomotive 1 contains pneumatic wheels 2 for driving on highways, additional attachments for operation on railway tracks (Fig. 1, 2). Units and units of the motor vehicle 1 are assembled on an articulated frame consisting of two half-frames: front 3 and rear 4 (Fig. 3, 4). Attachments are mounted on the rear frame 4: automatic coupler 5, on the side beams of the frame 4 opposite the stops 7 of the front frame 3, the hydraulic cylinders 9 are fixed, the rear suspension 6 is combined travel (Fig. 4-7). Attachments are fixed on the front half frame 3: an automatic coupler 5 for docking with another vehicle and shunting, the stops 7 are fixed on the side beams of the half frame 3 in the zone of the pneumatic wheels 2 and the front suspension 8 of the combined stroke (Fig. 8, 9). The hydraulic cylinders 9 serve as a lock for the half-shafts 3 and 4 to the “straight” position when the motocar 1 is moving along the rail track by abutting the rods of the hydraulic cylinders 9 in the stops 7 of the front suspension 6. The raising, lowering, and also the work of the attached equipment are controlled by video surveillance from the cab of the motocar 1 (not shown )

Combined railroad (rear 6 and front 8 suspension) is used to move the car 1 on a rail track with transport and operating speeds. The rear 6 and front 8 suspension of the combined stroke are similar in design and differ only in the size of the individual elements and weight. The composition of each of the suspensions 6 and 8 includes a pair of wheels 10, two dampers 11, two hydraulic cylinders 12. A pair of wheels 10 is movably connected to the rods 14, 15 of the dampers 11 and hydraulic cylinders 12 using levers 13. The rollers of the wheelset 10 have the ability to change the gauge rollers on a track of 1520 mm and 1435 mm by sliding them.

The dampers 11, which are part of the suspensions 6 and 8, are used to damp dynamic vibrations during the movement of the car 1 on the rails and create the necessary effort by pressing the wheelset 10 on the rails (Fig. 10). The rod 14 of the damper 11 with the spring 16 placed on it forms a spring shock absorber located in the housing 17. One end of the spring 16 abuts against the cup 18, and the other end into the bottom cover 19. The cup 18 moves in a bronze sleeve 21, pressed into the top cover 20 A thread is made in the upper part of the rod 14 of the damper 11, onto which the nut 22 and the lock nut 23 are screwed to adjust the forces created by the spring shock absorber. The transfer of dynamic forces through the rod 14, nut 22 and cup 18 to the spring 16 is carried out only in the working position of the rollers combined stroke. The rod 15 of the hydraulic cylinder 12 and the diameter of the spring 16 mounted on the rod 14 of the damper 11 are reinforced due to their thickness (Fig. 10, 12). The diameters of the rod 15 of the hydraulic cylinder 12 and the rod 14 of the damper 11 are increased by at least 1.5 times and reach a size of 80 mm to 100 mm for carrying out high-speed shunting operations and the movement of the vehicle 1 on a rail track at a speed of up to 30 km / h. The damper 11 is fastened to the hydraulic cylinder 12 by an arm 24. The brackets 26 of the damper 11 are attached to the half-frames 3 and 4 of the articulated frame of the locomotive 1 (Fig. 6, 7).

Hydraulic cylinders 12 are designed to translate the wheelset 10 in the working and transport position. The hydraulic cylinder 12 includes a housing 25, a rod 15, a piston 27, a box 28 (Fig. 11, 12). In the box 28, grooves are made for installing the guide 29 of the rod 15, the wiper 30. The rod 15 of the hydraulic cylinder 12, continuous, from 80 mm to 100 mm thick, moves along the guide 29 installed in the box 30. The piston 27 is mounted on the stem of the rod 15. The hydraulic lock 31 is fixed on the housing of the hydraulic cylinder 12, allows you to lock the piston 27 with the rod 15 of the hydraulic cylinder 12 in extreme positions. Using pipelines 32 and 33, the hydraulic lock 31 is connected to the hydraulic cylinder 12. Each hydraulic cylinder 12 is mounted on the bracket 34 of the damper 11 (Fig. 6).

Tractor shunting locomotive works as follows.

When moving the car on roads, the attachment is in the transport position. The rod 15 of the hydraulic cylinder 12 of the pair of wheels 10 is removed in the housing 25 of the hydraulic cylinder and holds in the upper position through the lever 13 of the rod 14 of the damper 11 and the pair of wheels 10. Management of the vehicle 1, the positioning of the track rollers on the railway track and its equipment is carried out from the cab, control of executive bodies carry out the instrument panel in the cabin, by visual inspection by telemetry. To work on the railway track, a motor vehicle 1 with pneumatic wheels 2 calls on the rails. To move on a rail track using hydraulic cylinders 12, the rollers of the wheelsets 10 are transferred to the working position. Check-in (congress) of the truck 1 on the rails is carried out at the “zero” place, a railway crossing or a specially equipped section, where the carriageway is approximately at the level of the rails. The locomotive 1 moves forward at low speed, drives the front pneumatic wheels 2 onto the rails. The driver from the control panel from the cab actuates the rod 15 of the hydraulic cylinder 12 and lowers it down to install the rollers of the wheelset 10 on the rails. Together with the rod 15, the levers 13, the wheelset 10 of the front suspension 8 and the rod 14 of the damper 11 are lowered down. The driver from the cab controls the transfer of the rollers of the wheel pair 10 of the combined stroke of the front suspension 8 to the rails and, at the same time, monitors the flanges through the surveillance camera to monitor rollers fell inside the rail track.

After setting the rollers of the front suspension 8 of the combined stroke onto the rails, the motor carrier 1 drives forward and drives into the rails with the rear pneumatic wheels 2. By turning the steering wheel to the right or left, the rear frame 4 is aligned to the neutral position so that the rollers of the rear suspension 6 of the combined stroke are above the rails. After that, lower the rear suspension 6 to install it on the rails, align the rollers of the wheelsets 10 of the vehicle 1 along the railway track. After setting the suspension rollers on the path (to the working position), the truck 1 drives a little forward or backward to completely align the rear 4 and front 3 semi-frames to the neutral position. To align the pneumatic wheels 2 to the “straight” position, the steering gear and the front 3 and rear 4 semi-frames are locked in the middle position. To fix the articulated frame, the rod of the hydraulic cylinder 9 of the rear half frame 4 is extended to the stop 7 on the front half frame 3 and the frame is fixed in the “straight” position for the movement of the car 1 on the rail track.

The rollers of the wheelsets 10 are put into working position, when the rollers are already mounted on the rails, they are carried out using hydraulic cylinders 12. Moreover, the rods 15 of the hydraulic cylinders 12 are extended by their full stroke: 400 mm for the front 8 suspension and 305 mm for the rear 6 suspension of the combined stroke before installing the rollers on the rails.

The rollers of the wheelset 10 are moved to the transport position (the rollers of the wheelsets 10 of the suspensions are raised) by fully retracting the rods 15 back into the housing of the hydraulic cylinders 12. When translating the rollers of the wheelsets 10 into the working or transport position, the rods 14 of the dampers 11 are respectively moved to the lower or upper position. In this case, the springs 16 create the necessary suspension damping forces or are in the unloaded state.

To transfer the rollers of the combined pair of wheels 10 to the working position, the working fluid from the pump is fed into the piston cavities of the hydraulic cylinders 12. When the working fluid is supplied into one cavity (above the piston 27), the rods 15 of the hydraulic cylinders 12 are pressurized by the hydraulic fluid supplied through the pipe 32 through the hydraulic lock 31 extend and provide lowering the rollers of the suspensions 6 and 8 of the combined stroke to the working position (on the rails of the railway. When the working fluid is supplied into the cavity under the piston 27, the rods 15 under the pressure of the working fluid flowing through the pipe 33 through the hydraulic lock 31 enter the hydraulic cylinders 12 and provide the lifting rollers of the suspensions 6 and 8 of the combined stroke to the transport position. The hydraulic lock 31 locks the piston 27 with the rod 15 of the hydraulic cylinder 12 in its extreme positions. The transfer of the suspension rollers 6 and 8 is carried out from the vehicle cabin. Check the reliable fixation of the rods 15 in the locks of the hydraulic cylinders 12 in the working position of the suspension.

The combined travel of the vehicle is transferred from the 1520 mm gauge to the 1435 mm gauge by changing the distance between the flanges of the rollers of the wheel pair 10 by moving them and the distance between the inner faces of the flanges of the rollers is set to 1351 mm for the 1435 mm gauge. After installation on rails, the motor vehicle 1 is ready to work on the railway. An autocoupling device 5, a motor vehicle 1 is joined to a train car, a compressed air hose is connected to the car braking system. After transporting the train to the destination, the car is undocked from the train.

Thus, the proposed technical solution makes it possible to adapt the tractor of the “KhTZ-150K” series as a motor transporter with additionally mounted attachments for driving along the railway track of 1520 mm and 1435 mm gauge, carrying out shunting operations on the railway line and traction works on highways, as well as provide a hydraulic drive of additional working bodies with minimal costs, which allows to increase the permissible speed of the car on rails in shunting mode up to 5 km / h, for trains mode up to 20 km / h, on roads to 30 km / h.

At present, a prototype of the suspension of a motor vehicle and articulated frame has been manufactured, which have undergone sea trials confirming receipt of design parameters and satisfying the requirements of potential customers.

Claims (1)

Shunting tractor locomotive containing pneumatic wheels and a railway wheel pair, the axis of which is rigidly mounted on levers, each of which is pivotally connected to the hydraulic cylinder rod and a spring-loaded rod installed in the damper body, rigidly connected to the vehicle frame with the possibility of reciprocating rod movement associated with the middle part of the lever, characterized in that the suspension of the combined stroke are mounted on the frame of the locomotive, articulated from the front and rear semi-frames, etc. for this purpose, hydraulic cylinders are mounted on the sides of the rear half frame for locking the half frames with the possibility of moving the car on the rail directly by interacting the hydraulic cylinder rods with the stops fixed on the front half frame, the suspension is equipped with a hydraulic lock installed on the outside of the hydraulic cylinder and connected by pipelines with hydraulic cylinder cavities with the possibility of locking the cylinder rod in its extreme positions, while the diameters of the rods of the hydraulic cylinders and dampers, and the damper springs increase HN is not less than 1.5 times.

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