RU200948U1 - Torsion bar assembly of the anti-roll bar of the vehicle body - Google Patents

Abstract

The utility model relates to the field of transport engineering (mainly to the rolling stock on the railway), specifically to the anti-roll bars of railway, mainly passenger, cars. The torsion bar assembly of the anti-roll bar of the vehicle body (in particular, a railway carriage) contains a torsion bar (1) mounted on the bogie frame transversely to its longitudinal axis of symmetry by means of two spaced bearing supports (2, 3). The latter cover the cylindrical ends of the torsion shaft (1). The shaft (1) is connected to the vehicle body by the left (4) and right (5) levers, covering it (without turning) in front of the bearing supports (2, 3), and the rods (not shown) vertically oriented in the transverse plane. Bearing assemblies and pins (not shown) are built into the rod ends. The bearings of the supports (2, 3) of the torsion shaft (1) are spherical and installed with a spur with the possibility of compensating for the skew when the shaft (1) is twisted. Additional design features are provided. The use of the utility model improves the technical and operational characteristics of the stabilizer. 3 C.p. f-crystals, 4 dwg

Description

This utility model relates to the field of transport engineering (mainly to rolling stock on the railroad), specifically to anti-roll bars (lateral tilt) of railroad, mainly double-deck passenger cars, as well as trackless vehicles.

Known torsion stabilizers in the wheel carts of trams and railway rolling stock with a torsion device in the secondary suspension system. The torsion bar, by means of bearing (radial sliding bearings) supports, is connected to the longitudinal beams of the bogie. Two link systems are rigidly attached to the torsion shaft, preferably a press fit with a key. The rods (suspension) pivotally attached to the arms are connected to the bolster.

A similar system, in which on the sprung frame of the bogie along the longitudinal axis of the bolster on both sides it is located along the torsion shaft (torsion bar) with the ends rigidly fixed to the longitudinal beams skew-symmetrically relative to the transverse axis of the bogie, and to the other ends of the torsion shafts inserted into the hinge supports, also skew-symmetrically relative to the bogie transverse axis, drive levers are rigidly attached, pivotally connected through rods to the end parts of the bolster, while the rods are connected on one side with the levers through longitudinal grooves made in them, and the other side is hingedly connected to the end parts of the bolster, patented by the Kryukov Carriage Works (UA) [1. RU 2376181 C2, B61F 5/00, 10.08.2009].

The disadvantages of such torsion stabilizers include the inconvenience of carrying out maintenance and repairs (MRO), which have to be carried out from under the car or after dismantling the bogie, as well as insufficiently high performance indicators of the cylindrical sliding bearings of the torsion shaft support (torsion shafts) and hinge units.

The foreign torsion stabilizer described in the source [2. Soiutions. - URL: https://www.ferrabyrne.co.uk/solutions/ (published date 25.02.2020)].

Also known in mechanical engineering:

- terminal connections of the levers with the shaft [3. Anuryev V.I. Handbook of the constructor-mechanical engineer. In 3 volumes. Volume 2. Ed. 5th rev. and add. - M .: Mechanical Engineering, 1980. - S. 516-517, fig. nine];

- mortise screws with a tapered or cylindrical end to fix the angular position of parts on the shaft [4. Orlov P.I. Basics of design. Reference and methodological manual in 3 books. Book. 3. Ed. 2nd revised and add. - M .: Mechanical Engineering, 1977. - S. 60-61, fig. 129 X; fig. 134 III, V)];

- tight-fitting bolts, including conical ones, and, accordingly, bolted installation joints for transmitting torque, for example, from a shaft to a plug-on part (See source [4], pp. 75-77, Fig. 168 I-IV)), which is of interest from the standpoint of the subject of the claimed invention.

However, the applicant has not found such connections in application to a movable power unit with the end (head) of the torsion shaft (including the torsion bar stabilizer of the rolling stock), at least in their combination.

A torsion bar assembly of the anti-roll bar (lateral tilt) of the car body (as part of the bogie of a double-deck passenger vehicle), which is mounted on the bogie frame transversely to its longitudinal axis of symmetry, is quite close to the claimed device and a set of essential design features is bearing supports, torsion shaft, the ends of which are connected to the body by left and right levers and rods ("suspensions") [5. RU 2688453 C2, B61F 5/02, 17.01.2019].

In it, the torsion shaft is mounted on plain bearings (bronze bushings), the bearing supports are organized behind the connection of the levers with the ends of the torsion shaft, and the rods (suspensions) are installed with an inclination (at an acute angle) in the transverse plane.

However, at the same time, the distribution of loads in the nodes is not rational enough and access to the bearing arrangements is difficult.

The closest analogue (prototype) to the claimed device (prototype) for its purpose and a set of essential design features is the torsion bar assembly of the anti-roll bar of the vehicle body, containing a torsion shaft mounted on the bogie frame transversely to its longitudinal axis of symmetry, by means of two spaced bearing supports covering its cylindrical ends , and connected to the vehicle body by the left and right levers, without turning the torsion shaft in front of the said bearing supports, and vertically oriented in the transverse plane with the bearing assemblies and pins in their ends [6. RU 2220863 C2, B61F 5/00, 10.01.2004, JSC "Kryukov Carriage Works" (UA)].

In it, the bearings of the torsion shaft supports are made in the form of cylindrical bushings and the protection of the bearings of the supports and the torsion shaft itself from external mechanical and atmospheric influences is insufficient.

However, with all its positive qualities, the prototype is still not perfect enough, it is limited in its technical and operational capabilities and characteristics:

firstly, the irrational distribution of dynamic loads in the system;

secondly, there is an increased wear of cylindrical plain bearings (bushings) and an obstacle on their side due to axial fixation (deceleration of the adjacency) to the natural shortening of the torsion shaft and its misalignment (along the piecewise polynomial in accordance with the elastic line of the torsion shaft) during its working twisting;

thirdly, the service life of the mentioned hinge assemblies and interconnection assemblies of the torsion shaft and levers is insufficient (from operating experience).

The problem to be solved by the claimed utility model (device) is to develop (design) a torsion unit and a stabilizer as a whole with improved technical and operational characteristics (TEH).

The planned technical result of the use is the improvement of the thermoelectric characteristic of the torsion unit of the stabilizer due to (for example, a double-deck passenger railway carriage). If the group of mechanical design is M26 according to GOST 30631.

The solution to the indicated problem (task) is achieved by the fact that in the torsion bar assembly of the anti-roll bar of the vehicle body, containing a torsion bar mounted on the bogie frame transversely to its longitudinal axis of symmetry, by means of two spaced bearing supports covering its cylindrical ends, and connected to the vehicle body means with left and right levers, without turning the torsion shaft in front of the said bearing supports, and rods vertically oriented in the transverse plane with bearing assemblies and pins in their ends, according to the claimed utility model, the bearings of the torsion shaft supports are spherical and installed with a spindle with the possibility of compensating for misalignment when twisting it.

Particular sets of essential features of the device are also aimed at solving the problem posed within the framework of the basic set of its features, formulated in the previous paragraph and further in the formula of the utility model, namely:

- standard radial spherical plain bearings can be used in the bearings of the torsion shaft (this significantly increases the manufacturability of the design and expands the possibilities of serial production of stabilizers);

- the connection of the torsion shaft to each lever can be made by a combined terminal-bolt connection, with the parallel use of the main terminal connection and an additional connection in the form of mortise bolts / screws with tapered fixing ends installed radially on the thread in the lever hub and entering blind radial smooth holes in body of the torsion shaft with the ability to transmit torque from the lever to the end of the torsion shaft (this additionally increases the reliability of the connection of the levers to the shaft);

- on the cylindrical sections of the torsion shaft between each bearing support of the torsion shaft and the lever closest to it, a protective sleeve with an end V-shaped seal can be installed (this will make an additional contribution to the achievement of a positive technical result of using the claimed utility model, specifically - protecting the bearing and shaft from damage, contamination and loss of lubrication, with a relatively small increase in the geometric dimensions and weight of the device, labor costs of installation and dismantling work and the cost of the product);

Among the array of known devices, no such were found, the set of essential features of which would coincide with the stated set of features. At the same time, it is due to the latter that a new technical result is achieved, which determines the presence in the claimed device of the first qualification feature - “the world level of novelty”.

The second qualification feature, industrial applicability, is also indisputable and follows from the vast world experience of car building, the availability of a prototype device successfully tested by the authors, as well as the fragment of the list of purchased basic components of the device, the production of which is industrially mastered, given below.

The essence of the utility model (using the example of a double-deck passenger railway car as a priority object of implementation) is disclosed in more detail in the examples below, illustrated by Figures 1-4:

in fig. 1 shows the torsion bar assembly of the stabilizer, top view (in plan);

in fig. 2 - section a-a in Fig. 1;

in fig. 3 - section B-B in Fig. 1 (device of the torsion shaft bearing support), where P - radial spherical bearing;

in fig. 4 - stabilizer rod (with tips), general view.

The torsion bar assembly of the anti-roll bar (lateral tilt) of the railway car body (in this example) or other vehicle (trackless) contains a torsion bar 1 mounted on the bogie frame (not shown) transversely to its longitudinal axis of symmetry, by means of two spaced bearing supports 2 and 3 (see Fig. 1). The latter cover the cylindrical ends 4 and 5, respectively, of the torsion shaft 1. Shaft 1 is connected to the vehicle body by the left 6 and right 7 levers (see Fig. 1), covering it (without turning) in front of the bearing supports 2 and 3, and vertically oriented in transverse plane by rods 8 and 9 (see Fig. 4). Bearing assemblies and pins / axles (not shown) are built into the ends 10 and 11 of the rods 8 and 9 (see Fig. 4).

The bearings P of the supports 2 and 3 of the torsion shaft 1 are made spherical with an inner convex and an outer concave ring-rings) and are installed with a raspor (see Fig. 3) with the possibility of compensating for the skew when it is twisted.

In the bearing arrangements 2 and 3 of the torsion shaft 1, preferably standard radial spherical plain bearings (GE 50 ES (SKF) - see Fig. 3) are used.

The connection of the torsion shaft 1 with each lever 6, 7 is made, mainly, a combined terminal (terminal) -bolt, with the parallel use of the main terminal connection 12, 13 and an additional connection in the form of mortise bolts / screws 14 with tapered fixing ends installed radially on the thread in the hub of the lever 6, 7 and entering the blind radial smooth holes 15 in the body of the torsion shaft 1 with the possibility of transmitting torque from the lever 6, 7 to the cylindrical section of the torsion shaft 1 covered by the terminals 12, 13 (see Fig. 1, 2).

The terminal connection 12, 13 is a covering half of the hub of the lever 6, 7 with the actual terminals (12, 13), tightened by three (in a row) terminal bolts / screws 16 (see Fig. 2). Moreover, with sufficient friction from rotation between the inner surfaces of the lever hub halves 6, 7 and the cylindrical surface of the shaft 1 (with a margin of about 20%).

Now about the mentioned additional (functional safety) connection of the lever 6, 7 with the shaft 1.

In the first special case (for example), in the bolt / screw mortise connection of the lever hub 6, 7 with the section of the shaft 1 covered by it, bolts / screws 14 can be used with the thread removed at their end on a taper, with the possibility of crushing the thread on the tapered section when screwing into the previously mentioned blind smooth holes 15 (synonyms: "mating holes-nests", "samples", "round grooves"). This solution is illustrated in FIG. 2.

For the second (alternative) special case (for example), in the bolt / screw mortise connection of the lever hub 6, 7 with the shaft 1, fit bolts 14 can be used, fixing the tapered ends of which correspond to the profile of the blind holes 15 in the shaft 1 (also on a taper). Such a technical solution is not illustrated by an enlarged view of a fragment with "close-fitting" interaction due to the sufficiency of a verbal description for engineers.

In the bolt mortise connection of the hub of the lever 6, 7 with the shaft 1, pairs of mortise bolts / screws 14 can be used with their opposite arrangement, that is, with an angular displacement from each other by 180 ° (not shown).

Otherwise, the bolts / screws 14 are not installed oppositely, but in a row, preferably at the top (like the bolts / screws 16), in accordance with FIG. 2.

On the cylindrical sections of the torsion shaft between each bearing support 2 and 3 of the shaft 1 and the closest lever 6, 7 there is a protective non-metallic sleeve 17, 18 with an end V-shaped seal 19 (see Fig. 3).

Other particular design solutions are possible within the framework of the claimed basic set of design features of the utility model.

An example of the implementation of the stabilizer uses concrete, modern components mastered by the industry (which additionally convinces of the fulfillment of the patented criterion of the utility model "industrial applicability"), in particular standard products: bolts (screws), nuts, washers, cotter pins, grease fittings, conical plugs (according to the relevant GOST and TU), spherical radial bearings GE 50 ES (SKF), sleeve 40 U75-3 TU 0056016-87. mechanical V-shaped seals 55 VF R (SKF). Original parts (6, 9, 10, etc.) in production do not require any non-existent technologies.

The claimed torsion unit as part of the stabilizer operates as follows.

With lateral tilts of the body, the torsion shaft 1 elastically twists and creates a force on the levers 6, 7, preventing this tilt and tending to return the body to its original position. The total force of these two forces tends to return the body (and hence the car) to the equilibrium position.

However, from the point of view of the claimed invention, the following features and physical processes (effects) are of particular interest.

Firstly, the arrangement with the organization of the bearing supports 2, 3 of the torsion shaft 1 at its ends 4, 5 improves the operating conditions of both the bearings P and the rods 8, 9, streamlines the distribution of loads in the stabilizer, provides direct access to the bearings P during routine maintenance.

Secondly, in the spherical bearings P of the supports 2, 3 of the torsion shaft 1, compensation for the bending of its (1) elastic line occurs (due to the gaps and sphericity). This means that the adjacency is released, increased wear of the bearing supports 2, 3 is prevented.

Thirdly, the use of "purchased" products - serial bearings P, especially of domestic production, significantly expands the possibilities of large-scale production of stabilizers.

Fourthly, the nature of the relationship between the torsion shaft 1 and the levers 6, 7 (more precisely, with their hubs) using a combined terminal-bolt connection 12, 13, the essence is two overlapping interconnections that fix the levers 6, 7 from turning on the shaft 1 provides shock-free, reliable transmission of torque. And as a result - reduction of distortions, deformations and wear of bearings D) and the shaft itself 1.

In the first example of such a mortise connection, at the end of the twisting of the bolts / screws 14, the thread sections converging on a taper are crushed, providing a tight connection (which was incorporated into the design and which was already mentioned above).

In the second example (with fit bolts 14), a tight connection is provided by “fit” sections.

In any of these two designs, in case of failure to maintain torque by the main connection - terminal 12, 13, the described mortise bolt / screw “14-1” is triggered (hence its characteristic as “parallel”, “safety”).

Sleeves 17, 18, reliably fixed by mechanical V-shaped seals in the "undercut" of the ends of the bearing supports 2 and 3, protect the sections of the torsion shaft 1 from destructive influences from the outside (mainly from below), and the bearings П are isolated from the external environment from the rear side, in accordance with the definition of "protective".

In the case of vertical vibrations of the body (oscillations of galloping or jumping), the torsion shaft 1 of the stabilizer rotates freely, co-directionally in bearings P (and the suspension in its own) and the device as a stabilizer does not participate in the operation of the running gears of the car (bogies) - the torsion shaft 1 does not twist.

Thus, a technical solution is proposed that solves the problem. The use of such a stabilizer will improve the TEC of the torsion unit and the torsion stabilizer as a whole (for example, a railway carriage) due to:

- increased reliability due to reduced wear both in the bearings of the torsion shaft and the interconnection unit of the torsion shaft and levers;

- an increase in the mean time between failures (for the reasons stated in the previous paragraph);

- reaching the assigned full service life of at least 16 years and the guaranteed service life of at least 8 years or 2,400,000 km of the car's mileage (also for the above reasons),

While maintaining the possibility of carrying out maintenance and repair of the bearing supports outside - on the side of the car (ease of access) and in compliance with the group of mechanical design M26 in accordance with GOST 30631

Claims (4)

1. Torsion bar assembly of the anti-roll bar of the vehicle body, containing a torsion bar mounted on the bogie frame transversely to its longitudinal axis of symmetry by means of two spaced bearing supports, covering its cylindrical ends, and connected to the vehicle body by left and right levers, covering the torsion bar without turning a shaft in front of the said bearing supports, and rods vertically oriented in the transverse plane with bearing assemblies and pins in their ends, characterized in that the bearings of the torsion shaft supports are spherical and installed with a spindle with the possibility of compensating for the skew when it is twisted. 2. Torsion unit according to claim 1, characterized in that standard radial spherical plain bearings are used in the bearings of the torsion shaft. 3. Torsion unit according to claim 1, characterized in that the connection of the torsion shaft to each lever is made by a combined terminal-bolt connection, with the parallel use of the main terminal connection and an additional connection in the form of mortise bolts / screws with tapered fixing ends installed radially on the thread in the hub of the lever and entering the blind radial smooth holes in the body of the torsion shaft with the possibility of transmitting torque from the lever to the end of the torsion shaft. 4. Torsion unit according to claim 1, characterized in that on the cylindrical sections of the torsion shaft between each bearing support of the torsion shaft and the lever closest to it, a protective sleeve with a face V-shaped seal is installed.

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