RU2065823C1 - Rail vehicle-to-bogie connection unit - Google Patents

Abstract

FIELD: railway transport. SUBSTANCE: unit has thrust bearing 8 in form of support plate with cylinder secured on body frame 3. Cylinder accommodates rod 5 hinge-coupled with support 7 engaging with bogie thrust bearing 8. Bevels made in lower portion of support 7 form flat for engagement of support 7 with thrust bearing 8 in direction square to longitudinal axis of bogie. Width of flat is defined by value of maximum tolerable axial load and designed load and by coefficient of nonuniform distribution of loads between wheelsets. Height of bevel in lower portion of support 7 is defined by angle of tilting between plane of frame thrust bearing 8 and plane of bogie thrust bearing 8. Support is fixed from turning relative to bogie thrust bearing 8 by means of L-shaped fasteners. Bogie turns relative to body over plane between frame step bearing 8 and upper surface of support 7. EFFECT: optimization of axial loads of bogie wheelsets by reducing arm of action of load force. 2 cl, 6 dwg

Description

 The invention relates to railway transport and relates to the construction of nodes for interfacing a vehicle body with a trolley.

 A well-known pivot assembly of a carriage comprising a Friday mounted on a body beam in the form of a base plate, supported by the thrust bearing of the trolley and placed in the holes of the Friday and the thrust bearing pin. The base plate is made with pins forming swivel joints with holes in the brackets rigidly fixed to the pivot beam of the body. The axles of the pivots of the base plate and the holes of the brackets are located in the longitudinal vertical plane of the car (ed. St. USSR N 1135683, class B 61 F 5 \ 16, published. 23.01.85).

 Such a design of the pivot assembly solves a particular problem, since it provides contact of the surface of the pyatnik with the surface of the thrust bearing during lateral vibrations of the car, thus eliminating edge loading (bearing) in the said assembly. In all other cases of interaction between the body and the bogies, both in a static position and during movement, this design does not exclude edge loading. In addition, for a Friday in the form of a base plate with pins forming articulated joints with holes in the brackets located in the longitudinal vertical plane of the car, elastic side bearings (lateral elastic supports) are required.

 The purpose of the invention is the optimization of axial loads between the wheel pairs of the trolley by reducing the shoulder action of the force of regional support.

,
где S ширина площадки;
Q расстояние между центрами концевого пятника и центрального подпятника соединительной балки тележки;
[g] максимально допустимая осевая нагрузка, установленная из условия безопасности движения транспортного средства по рельсовым путям;
g расчетная осевая нагрузка, определяемая как масса транспортного средства с тележками, отнесенная к числу его осей;
Р масса 4-осной тележки;
K коэффициент, учитывающий перераспределение нагрузок между колесными парами 2-осной тележки из-за наличия сухого трения в центральном рессорном подвешивании, а также технологических допусков и конструктивных зазоров.The goal is achieved by the fact that in the known site, the thrust bearing is fixedly mounted on the body frame in the form of a base plate with a cylinder, inside which there is a rod pivotally connected to the support and interacting with the trolley thrust bearing, bevels are made in the lower part of the support, forming in the direction perpendicular to the longitudinal the axis of the cart, the platform for the interaction of the support with the thrust bearing, the width of which is determined by the dependence

,
where S is the width of the site;
Q is the distance between the centers of the end Friday and the central thrust of the connecting beam of the trolley;
[g] the maximum permissible axial load established from the condition for the safe movement of the vehicle on rail tracks;
g is the estimated axial load, defined as the mass of the vehicle with bogies, referred to the number of its axles;
P is the mass of a 4-axle trolley;
K coefficient taking into account the redistribution of loads between the wheel pairs of a 2-axle trolley due to the presence of dry friction in the central spring suspension, as well as technological tolerances and structural clearances.

где D диаметр центрального подпятника;
S ширина площадки, ограниченной скосами;
H глубина центрального подпятника;
α расчетный максимально возможный угол наклона между плоскостью центрального подпятника тележки и плоскостью пятника рамы транспортного средства, обусловленный деформацией кузова от груза, технологическими и конструктивными допусками при сборке и изготовлении кузова и тележек.The bevel height of the lower part of the support is determined by the expression

where D is the diameter of the central thrust bearing;
S is the width of the area bounded by bevels;
H depth of the central thrust bearing;
α the estimated maximum possible angle of inclination between the plane of the central thrust of the trolley and the plane of the heel of the vehicle frame, due to deformation of the body from the load, technological and design tolerances in the assembly and manufacture of the body and trolleys.

 The conclusion of the above formulas for determining S and h is set forth in "Calculation of the width of the platform for the interaction of the support with the thrust bearing and the height of the bevel of the lower part of the support."

 The support is fixedly fixed from rotation relative to the trolley's thrust bearing with the help of latches with the possibility of rotation of the trolley relative to the body on a plane between the frame fifth and the upper surface of the support.

 In addition, the latches are made in the form of L-shaped strips, in which one branch is located between the vertical walls of the thrust bearing and the support, and the other is fixed to the trolley by means of stops.

 The above distinguishing features during the patent search were not found in other sources of information (see "Information on patent research").

 Due to the beveling in the lower part of the support, a platform is formed in the direction perpendicular to the longitudinal axis of the trolley. The platform width S, determined by the aforementioned dependence, reduces the shoulder of the force of edge support to such a value that the optimal axial loads in the 4-axle carriage are realized, which are less than the maximum allowable for any combination of factors.

 The selected bevel height h provides contact of the support with the plane of the trolley's bearing plate within the width S in any cases. On the other hand, to ensure the transmission of the longitudinal load from the vehicle body to the trolley, which is carried out by the shoulder of the thrust bearing, the height of the bevel h should be less than the depth H of the bearing.

 The support is fixed motionless from rotation with respect to the trolley foot with latches in the form of L-shaped strips so that a platform of width S formed by bevels is always located perpendicular to the longitudinal axis of the trolley, and the trolley is rotated relative to the vehicle body in a plane between the frame top and the top support surface.

 The analysis of the essential features of the claimed site shows that they distinguish the alleged invention from the prototype and determine the compliance of this decision with the criterion of "novelty."

In addition, the features of the alleged invention in comparison with the features of the closest analogues (according to the node of the author St. N 1135683) have significant differences from them and allow the following:
to realize the optimal axial load of the wheel pairs of bogies;
abandon the use of elastic side bearings in the design of the trolley.

 A comparative analysis of the properties of the proposed node and known similar solutions has established that the proposed solution has properties that do not coincide with the properties of these known solutions.

 The authors did not find solutions with similar features in the scientific and technical literature and technical documentation, therefore, the proposed technical solution meets the criterion of "significant differences".

 The essence of the alleged invention is illustrated by drawings, where in FIG. 1 shows a vehicle; in FIG. 2 section aa in figure 1; in FIG. 3 is a view B in FIG. 2 with a partial cut; in FIG. 4, section BB in FIG. 2; in FIG. 5 is a view of D in FIG. 3; in FIG. 6 design scheme.

 The proposed node pairing the body 1 of the vehicle with the trolley 2 contains made in the form of a base plate, the thrust bearing 3 of the frame with a cylinder 4, inside which the rod 5 is placed.

 The lower part of the rod 5 through a separable spherical bearing 6 is connected to a support 7, interacting with the thrust bearing 8 of the trolley.

 In the lower part of the support, bevels 9 are formed, forming a platform 10. In the end part 7 of the support 7, flats 11 are made parallel to the longitudinal axis of the trolley. The support 7 from rotation relative to the thrust bearing 8 is held by L-shaped clamps 12, in which one branch interacts with the vertical wall of the flat 11 and the other is fixedly mounted on the connecting beam of the trolley by means of stops 13. Bolts 14 ensure that the clips 12 are pressed against the connecting beam. To exclude a break in the support from oscillations of the side rolling of the body relative to the trolley, bevels 15 are made in it.

 The rotation of the truck 2 relative to the body 1 occurs along the plane E.

The application of the proposed site in comparison with the prototype will allow:
to increase the safety of movement on rail tracks from the point of view of eliminating peak loads on the wheelsets of the bogies;
reduce the time of transportation of goods by fulfilling the requirements for the speed of their circulation on railways;
to improve the dynamic interaction between the upper track structure and the vehicle chassis;
reduce the likelihood of defects on the surface of the wheels during operation. YYY2 YYY4

Claims (2)

1. The node connecting the body of a railway vehicle with a trolley, containing at least one thrust bearing fixed to the body frame in the form of a base plate with a cylinder, inside which a rod connected to the support is placed, interacting with a thrust bearing mounted on the trolley, characterized in that , in order to increase efficiency by optimizing axial loads between the wheel pairs of the bogies, bevels are made in the lower part of the support, forming in the direction perpendicular to the longitudinal axis of the bogie a platform for interaction with glide bearings, the width S is less than

where a is the distance between the centers of the end thrust bearing and the central thrust bearing of the connected beam of the trolley;
[g] maximum permissible axial load;
g estimated axial load;
P is the mass of the four-axle trolley;
K coefficient taking into account the redistribution of loads between the wheel pairs of a biaxial trolley,
and the height h of the bevel of the lower part of the support is determined by the dependence

where H is the depth of the thrust of the four-axle trolley;
D the diameter of the thrust bearing;
α the angle of inclination between the plane of the thrust plate of the truck and the plane of the thrust plane of the vehicle body frame due to deformation from the load,
wherein the support is fixedly fixed from rotation relative to the trolley's thrust bearing by means of clamps, and is mounted with the possibility of rotation together with the trolley relative to the body along a plane between the thrust bearing of the frame and the upper surface of the support.  2. The node according to claim 1, characterized in that the latches are made in the form of L-shaped strips, in which one part is located between the vertical walls of the thrust bearing and the support, and the other is fixed to the trolley by means of stops.

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