RU1773768C - Side support installation for rail vehicle - Google Patents

Abstract

Usage: rail transport. SUMMARY OF THE INVENTION: The side support of a rail vehicle comprises a lower support plate 2 mounted on the frame of the carriage 1, on which the upper support plate 4 is supported through the rollers 3, and a set of rubber-metal elements 5 and 6, the upper part associated with a conical element 7 mounted on the body 8 with the possibility of rotation around the finger 9. The element 6 is made with holes 10 for installing the horizontal limiter 11, rigidly connected to the element 7. Between the lower part of the limiter 11 and the element 5, not them pilot hole, a gap 12 to provide vertical movement between the body and the bogie. 2 ill.

Description

figure 1

FIELD OF THE INVENTION The invention relates to railway transport and relates to bodies for interfacing a body with a rail vehicle trolley.

Known lateral support of the body on the trolley of a railway vehicle (autosw. No. 759368, class B 61 F 5/14), comprising a lower base plate rigidly fixed to the trolley frame, an upper base plate connected to the body, and rolling bodies located between these plates, and an elastic element in the form of a rubber-metal spring, rigidly connected to one side with the body, the other - with the upper base plate, and on the body there is a conical element restricting the movement of the spring.

The disadvantage of this design is the instability of the central position of the body on the trolleys due to the insufficient rigidity of the rubber-metal springs in the horizontal plane, which leads to increased dynamic impact on the path and intensive undercutting of the wheel tire flanges.

Also known is the lateral support of the body to the trolley (autosw. No. 1193049, class B 61 F 5/14), containing a roller kit and a rubber-metal spring, between the elements of which spacers are installed with horizontal pins located in grooves made in the conical element at an angle to its generatrix.

The disadvantage of such a support is its low reliability due to the presence of pins in conditions of operation with high dynamic loads.

Known lateral support of the body on the trolley of a railway vehicle (ed. St. No. 1720913, class B 61 F5 / 14, 08.01.90). comprising a lower support plate connected to the carriage frame, supported by an upper support plate supported by rollers and a rubber-metal elastic element, the upper end of which is connected to the body. Elastic elements are passed through holes in the rubber-metal elements in the form of rods, rigidly fixed at one end in the upper plate, and vertically moved at the other ends of the body, moreover, the rods in cross section are made in the form of ellipses, the major axes of which are perpendicular They are torn along the longitudinal axis of the trolley, and bushings of antifriction material are installed between the rubber-metal elements and the rods. Said lateral support is adopted as a prototype.

The disadvantage of the prototype is the complexity of the support structure (the presence of several holes in all rubber-metal elements, several elastic rods of elliptical cross-section and bushings of antifriction material).

The purpose of the invention is to simplify the design of the side support.

The specified goal is achieved by the fact that in

A well-known lateral support containing a roller kit and rubber-metal elements (RME) with a limiter for their horizontal movement relative to the vehicle body, passing through holes made in the rubber-metal elements, holes are made in the part of the RME, and the horizontal limiter is rigid.

0 The horizontal movement limiter prevents the shift of the RME with the holes, thus increasing the horizontal stiffness of the support, which ensures stable centering of the body

5 relative to the bogies when the vehicle is in motion, and consequently, a decrease in the dynamic impact on the path and the wear of the wheel crest flanges.

Distinctive features of the proposed technical solution do not have independent properties in isolation from other features. Comparison of the claimed solution not only with the prototype, but also with other technical solutions in this field

5 techniques did not allow them to identify features that distinguish it from the prototype; which allows us to conclude that there are significant differences between its criteria.

Figure 1 shows the proposed side support; Figure 2 shows an embodiment of a support.

The side support of the rail vehicle comprises a lower support rigidly fixed to the trolley frame 1

5 plate 2, on which the upper support plate 4 is supported through the rollers 3, and a set of RME 5 and 6, the upper part associated with a conical element 7 mounted on the body 8 with the possibility of rotation around

0 of the finger 9. In the RME 6 there are holes 10 in which a horizontal movement limiter 11 is mounted, rigidly connected to the conical element 7. Between the lower part of the limiter 11 and the RME 5 without

5 holes there is a gap 12 within the possible vertical movements between the body and the trolley.

According to the second variant of the design of the side support (figure 2), the limiter 11 connects the RME 6 and the body 8 through

hole 13 in the conical element 7. In this case, there is a gap 14 between the body and the upper part of the limiter, and the hole in the body for the limiter can be made with a replaceable antifriction sleeve 15. In both cases, the limiter is rigid.

The support works as follows.

With horizontal deviations of the body 8 relative to the trolley 1, the movement limiter 11 prevents the RME b from sliding with holes. The number of shear RMEs (RME 5) is reduced, and the shear stiffness of the RME kit is increased. An increase in the horizontal stiffness of the side support provides reliable centering of the vehicle body relative to the bogies when driving in straight sections of the track and when exiting curves and turnouts.

In the vertical plane, the horizontal movement limiter 11 does not interfere with the movement of the body relative to the trolley due to the presence of a gap 12 (see Fig. 1) or 14 (see Fig. 2). The presence of holes in the RME 8 reduces the vertical stiffness and, consequently, increases the vertical deflection of the support (and, hence, the second stage of spring suspension), which improves the performance of the vertical dynamics. In addition, when executing the support of FIG. 2, there is an additional damping of vertical vibrations due to friction of the limiter 11 along the replaceable bushings 15.

Thus, the application of the proposed design of the side support allows reliable centering of the body relative to the bogies of the rail vehicle by increasing the horizontal stiffness of the support, which reduces the dynamic impact of the crew on the path and wear of the ridges of the wheel pair of tires.

Here Нр is the height of the rubber layer under load

Nr l (h - fs.),

where n 7 is the number of RME in the support; fi email - deflection of one RME

f1el.

P h

Eszl / 4 D2 110 -0.035

19100 -l / 4 0.282

Here P 110 kN is the load on one support.

Experimental studies conducted by LTZ joint LMSI (Results of comparative bench tests of experimental and serial body supports on bogies of a 2TE121 diesel locomotive for determining performance: Report on research work / software of Voroshilovgradteplovoz; Naval Aviation Research Institute No. OIP5-83, Voroshilovgrad, 1983. - 62 s .; Integrated dynamic and on the impact on the test path of the 2TE116 diesel locomotive with modernized body supports: R&D report. Voroshilovgradteplovoz - No. 301 / KI-86.- Voroshilovgrad, 1986. - 114 pp.), It is recommended to limit the number of RME supports, working in horizontal plane, up to four.

Then, if u is denoted, the number of RMEs in the support without holes, and pa is the number of RMEs with holes, for the proposed construction of the support are u 4, and P2 3.

The rigidity of the shear support in this case

In addition, the use of the proposed design allows to slightly improve the vertical dynamics of the rail vehicle by increasing the vertical deflection of the support.

The invention is illustrated by the following examples.

For diesel locomotive 2TE116:

The diameter of the RME is D 0.28 m, its height h is 0.035 m. The shear modulus for rubber 7- RPI 1347 G 686 kN / m, the compression modulus Bezh - 19100 kN / m.

Rigidity of one shear support

Zhsdv f ° 2 G, n;

 333 kN / m.

n 4

0.28 686

4 (0.035-0.0033)

55

Determine the vertical stiffness of the support of the locomotive 2TE116:

Zszh -

P110

7 0.0033

 4762 kN / m,

where fp deflection of the entire support

fp P - fl3fl.

Since the proposed support consists of u RME without holes and P2 - with holes.

F

1

hedgehog - g, g

fpl + P2

fp ni-fi3fl 4-0.0033 0.0132 m;

fp2,

f f l1 - the deflection of one RME with a hole. P h

f 1el EoK-4 (D2-d2)

Here d is the diameter of the hole, m

Based on the strength of the RME at a given load on the support R 110 kN, the maximum possible hole diameter d is 0.1 m. For such d

, 0110-0.035

Tr - J--

19100 -Ј (0.282-0.12)

 0.0126m. Then

1

110

0.0132 + 0.0126

 4263.6 kN / m.

The obtained value of ZhSzh1 4263.6 kN / m less than ZhSzh. 4762 kN / m of basic structure support by 10.5%, which will improve the vertical dynamics of the vehicle.

Claims (1)

The formula is invented and - The lateral support of a rail vehicle, comprising a roller set and rubber-metal elements with a limiter for their horizontal movement relative to the vehicle body, passed through holes made in the rubber-metal elements, characterized in that, in order to simplify the design, the limiter is made rigid and its length is less than the height of the set of rubber elements.