RU208361U1 - Tractor shunting locomotive - Google Patents

Abstract

The utility model relates to vehicles on a combined course, having the ability to move both on roads and by rail, and can be used as a tractor shunting locomotive. Tractor shunting locomotive (1) contains pneumatic wheels (2) and railway wheelset (10) of suspensions. The axle of the wheelset (10) is rigidly fixed on the levers (13) with an anti-derailment device (14) in the form of a support. Each lever (13) with anti-derailment device (14) is pivotally connected to the rod (16) of the hydraulic cylinder (12) and the spring-loaded rod (15) installed in the body (18) of the damper (11). The damper (11) is rigidly connected to the vehicle frame. The stem (15) is pivotally connected to the middle part of the lever (13) with an anti-derailment device (14). Suspensions (7), (8) of the combined travel are fixed on the frame of the locomotive (1), articulated from the front (3) and rear (4) semi-frames. On the sides of the rear half-frame (4) there are hydraulic cylinders (9) for locking the half-frames (3), (4) with the possibility of driving the locomotive along the rail track straight. Hydraulic cylinders (9) interact with the extension of their rods with stops (6) fixed on the front half-frame (3). Each suspension (7), (8) is equipped with a hydraulic lock (31) installed on the outer side of the hydraulic cylinder (12). The hydraulic lock (31) is connected by pipelines (32), (33) with the cavities of the hydraulic cylinder (12) with the possibility of locking the rod (16) of the hydraulic cylinder in its extreme positions. The lever (13) with the anti-derailment device (14) is pivotally connected to the rod (16) of the hydraulic cylinder (12) and is rigidly fixed to the axle of the wheelset (10). EFFECT: increased durability of the suspension elements by preventing the front or rear rollers of the combined travel from getting into the intersleeper space during high-speed shunting and the movement of the locomotive along the rail track. 14 ill.

Description

The utility model relates to the field of transport engineering, in particular to vehicles on a combined track, which can move both on roads and by rail, and can be used as a tractor locomotive (MMT) to perform complex shunting operations and high-speed traffic on the railway tracks of industrial enterprises, agro-industrial complexes, sea and river ports, or traction work on highways.

Known vehicle, converted for movement on rails and highways, containing pneumatic wheels, front and rear suspension of the combined stroke in the form of a railway wheel pair, the axis of which is rigidly fixed on the levers, each of which is pivotally connected with a hydraulic cylinder rod and a spring-loaded rod installed in the housing shock absorber rigidly connected to the frame of the vehicle with the possibility of reciprocating movement of the rod, while the body of the hydraulic cylinder is pivotally connected to the body of the suspension element, and the rod is pivotally connected to the middle part of the lever (Author's name SU No. 1248851 A1, IPC B60F1 / 00, 1/04, priority from 22.02.1985, publ. 07.08.1986).

The closest technical solution in terms of the technical essence and the achieved result, and selected as a prototype, is a shunting tractor locomotive containing pneumatic wheels, a railway wheelset, the axis of which is rigidly fixed on levers, each of which is hingedly connected to a hydraulic cylinder rod and a spring-loaded rod installed in the damper body rigidly connected to the vehicle frame with the possibility of reciprocating movement of the rod, pivotally connected to the middle part of the lever, the combined stroke suspension is fixed on the motor vehicle frame, articulated from the front and rear half-frames, while on the sides of the rear half-frame there are hydraulic cylinders for locking the semi-frames with the possibility of movement of the rail car along the rail track directly by means of the interaction of the hydraulic cylinder rods when they are extended with stops fixed on the front semi-frame, the suspension is equipped with a hydraulic lock installed on the outer side of the hydraulic cylinder and connected by a pipe waters with cavities of the hydraulic cylinder with the possibility of locking the rod of the hydraulic cylinder in its extreme positions (Patent RU No. 162012 U1, IPC B60F 1/04, priority dated 08/28/2015, publ. 05/20/2016).

However, the known vehicles do not have devices that prevent the rollers of the combined course from getting into the inter-sleep space in motion, as a result of which the durability of the units and assemblies of the means is reduced.

The technical problem to be solved by the claimed utility model is to increase the durability of the design of the components and assemblies of the railroad car by eliminating the front or rear rollers of the combined course from entering the interslip space during high-speed shunting operations and the movement of the railroad car along the rail track.

The technical problem is solved by the fact that a shunting tractor locomotive containing pneumatic wheels and a railway wheelset, the axis of which is rigidly fixed to the 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 - translational movement of the rod, pivotally connected with the middle part of the lever, the suspension of the combined stroke are fixed on the frame of the rail car, articulated from the front and rear half frames, while on the sides of the rear frame there are hydraulic cylinders for locking the half frames with the possibility of movement of the rail car along the rail track directly by means of interaction of the hydraulic cylinder rods, when they are extended with stops fixed on the front half-frame, the suspension is equipped with a hydraulic lock installed on the outer side of the hydraulic cylinder and connected by pipelines with the cavities of the hydraulic cylinder with the possibility of locking the hydraulic cylinder rod in its extreme According to the utility model, the levers of the wheelset are all-welded with holes for the axles of the wheelset, an anti-derailment device is installed in the front of each arm in the form of a support with the possibility of installing it on the plane of the rail head and keeping the axle of the wheelset from being hit by the front or rear rollers of the combined stroke in the inter-sleep space in motion.

The implementation of the wheelset levers are all-welded with holes for the axles of the wheelset, and the installation of an anti-derailment device in the front of each lever in the form of a support, can significantly reduce the cases of breakdown and deformation of units and assemblies of the combined course in emergency situations when the locomotive derails from the rails, holds the wheelset, rigidly fixed on the levers, on the plane of the rail head from the front or rear rollers of the combined course getting into the inter-sleep space in motion, which allows to significantly increase the resource of trouble-free operation of the combined course of the rail car, to increase the durability of the structures of the components and assemblies of the rail car.

At the same time, the location of the support in the front part of the combined stroke lever allows the roller to slide along the rail head and to unload it, preventing the collapsed wheelset from getting into the space between sleepers, and the unloaded roller jumps over the sleepers.

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

in fig. 1 - shows a shunting tractor locomotive for movement on roads and railways, general view;

in fig. 2 - view A in Fig. 1, a diesel locomotive is shown with a rear suspension of the combined travel mounted on it, a rear view;

in fig. 3 - shows the motor vehicle frame, articulated of two half-frames - front and rear, positioned on the sides of the rear half-frame in the area of the articulated joint of the hydraulic cylinders opposite the stops on the front half-frame, side view;

in fig. 4 - shows the frame of the rail car, articulated from the front and rear half-frames, placement on the sides of the rear half-frame in the area of the articulated joint of two hydraulic cylinders with extended rods, abutting against the stops fixed on the front half-frame, top view;

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

in fig. 6 - section b-b 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 the damper of the rear suspension and their connection to the wheelset and a lever with an anti-derailment device in the form of a support, a lever with holes for installing the axle of the wheelset and pins for fixing the hydraulic cylinder and the damper rod, side view;

in fig. 7 shows the rear suspension of the combined stroke in the working position with the wheel pair lowered onto the rails;

in fig. 8 shows a combined travel front suspension assembly;

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

in fig. 10 - section G-G in Fig. 6, shows a damper with attachments to the semi-frame and with a spring installed on the rod, longitudinal section;

in fig. 11 - view D in Fig. 6, shows a hydraulic cylinder with a hydraulic lock fixed on its outer side, side view;

in fig. 12 - section C-C in Fig. 11 shows the connection of the hydraulic lock with the cavities of the hydraulic cylinder by means of pipelines;

in fig. 13 - shows an all-welded front suspension arm with holes for the axle of the wheelset and fingers, an anti-derailment device in the form of a support in its front part;

in fig. 14 shows an all-welded rear suspension arm with holes for mounting the wheelset axle and pins, an anti-derailment device in the form of a support in its front part.

The following designations are included in the structure of a shunting tractor motor car for movement on roads and railways:

1 - tractor shunting railroad car

2 - pneumatic wheels

3 - front semi-frame

4 - rear semi-frame

5 - automatic coupler

6 - stops on the side beams of the front half-frame

7 - front suspension of the combined course

8 - rear suspension of the combined course

9 - hydraulic cylinders on the rear semi-frame

10 - suspension wheelset

11 - wheelset dampers

12 - wheel pair hydraulic cylinders

13 - wheel pair lever

14 - anti-derailment device

15 - damper rod

16 - hydraulic cylinder rod

17 - damper spring mounted on the rod

18 - damper body

19 - damper glass

20 - lower damper cover

21 - a bronze bushing in the damper, limiting the movement of the spring

22 - upper damper cover

23 - nut

24 - lock nut

25 - a damper mounting bracket with a hydraulic cylinder

26 - the body of the hydraulic cylinder

27 - the piston of the hydraulic cylinder

28 - hydraulic cylinder axle box

29 - hydraulic cylinder guide

30 - wiper

31 - hydraulic lock attached to the hydraulic cylinder

32 - pipeline connecting the hydraulic lock with the cavity of the hydraulic cylinder (rod cavity)

33 - pipeline connecting the hydraulic lock with the cavity of the hydraulic cylinder (piston cavity)

34 - bracket for attaching the hydraulic cylinder to the damper

35 - bracket for fastening the suspension to the rail car frame

A shunting tractor locomotive 1 contains pneumatic wheels 2 for driving and performing traction work on roads (combined course) and attachments for carrying out shunting operations on a railway track, a hydraulic drive of additional working bodies (Figs. 1, 2). Units and assemblies of the locomotive 1 are assembled on an articulated frame, consisting of two semi-frames: front 3 and rear 4 (Fig. 3, 4). Attached equipment is fixed on the front half-frame 3: an automatic coupler 5 for docking with another vehicle and carrying out shunting operations, stops 6 on the side beams of the half-frame 3 in the area of pneumatic wheels 2, and a front suspension 7 of combined travel. Attached equipment is mounted on the rear half-frame 4: automatic coupler 5, rear suspension 8 of the combined stroke, hydraulic cylinders 9 fixed on the side beams of the half-frame 4 opposite the installed stops 6 of the front half-frame 3. Hydraulic cylinders 9 serve to lock the half frames 3 and 4 in the "straight" position when driving the locomotive 1 on the rail track by abutting the rods of the hydraulic cylinders 9 against the stops 6 on the side beams of the semi-frame 3 of the front suspension 7 of the combined stroke. Raising, lowering, as well as the operation of the attachment is monitored by video surveillance from the cab of the locomotive 1 (not shown).

Combined rail travel (front 7 and rear 8 suspensions) is used to move the locomotive 1 along the rail track at transport and operating speeds. Front 7 and rear 8 suspension of the combined stroke are similar in design and differ only in the size of individual elements and weight. Each of the suspensions 7 and 8 includes a wheel pair 10, two dampers 11, two hydraulic cylinders 12 (Fig. 5-9). The rollers of the wheelset 10 have the ability to change the track width of the rollers on the track of 1520 mm and 1435 mm by shifting them. Dampers 11, which are part of the suspensions 7 and 8, serve to damp dynamic vibrations during the movement of the locomotive 1 on the rails and create the necessary pressing force by the wheel pair 10 on the rails. The wheelset 10 with the help of levers 13 (Fig. 6-8, 13-14), equipped with an anti-derailment device 14, is movably connected to the rod 15 of the damper 11 and the rod 16 of the hydraulic cylinder 12. The lever 13 of the wheelset 10 is made all-welded L-shaped with holes for the axle of the wheelset 10 and pins. In the front part of the lever 13, an anti-derailment device 14 is fixed in the form of a support. The lever 13 with the anti-derailment device 14 serves to keep the axle of the wheelset on the plane of the rail head from the front or rear rollers of the combined stroke getting into the inter-sleep space in motion.

The rod 15 of the damper 11 with the spring 17 placed on it (Fig. 10), form a spring shock absorber located in the housing 18. One end of the spring 17 abuts against the damper glass 19, and the other end against the lower cover 20. The glass 19 moves in a bronze bushing 21, pressed into the upper cover 22. In the upper part of the rod 15 of the damper 11, a thread is made, onto which the nut 23 and the locknut 24 are screwed to adjust the forces generated by the spring damper. The transfer of dynamic forces through the rod 15, the nut 23 and the glass 19 to the spring 17 is carried out only in the working position of the rollers of the combined stroke. The rod 16 of the hydraulic cylinder 12 and the diameter of the spring 17 mounted on the rod 15 of the damper 11 are reinforced due to their thickness (Fig. 9, 10, 12). The damper 11 is fastened to the hydraulic cylinder 12 by the bracket 25. The hydraulic cylinder 12 contains a housing 26, a rod 16, a piston 27, an axle box 28 (Fig. 11, 12). Hydraulic cylinders 12 are designed to transfer the wheel pair 10 to the working and transport position. In the axle box 28, grooves are made for installing the guide 29 of the hydraulic cylinder rod 16, the wiper 30. The rod 16 of the hydraulic cylinder 12 is solid, with a thickness of 80 mm to 100 mm, moves along the guide 29 installed in the axle box 28, the piston 27 of the hydraulic cylinder 12 is put on the shank of the rod 16. The hydraulic lock 31 is fixed on the body of the hydraulic cylinder 12, allows you to lock the piston 27 with the rod 16 of the hydraulic cylinder 12 in extreme positions. By means of pipelines 32 and 33, the hydraulic lock 31 is connected to the hydraulic cylinder 12. When the hydraulic lock 31 is connected by the pipeline 32 to the cavity of the hydraulic cylinder 12, a rod cavity is formed. When connecting the pipeline 33 hydraulic lock 31 with the cavity of the hydraulic cylinder 12, a piston cavity is formed. Each hydraulic cylinder 12 is attached to the arm 34 of the damper 11 (Fig. 6). Bracket 35 is used for attaching hangers 7 and 8 to the frame of the rail car 1.

The shunting tractor locomotive works as follows.

The principle of operation is based on the exclusion of the front or rear rollers of the wheelset 10 of the combined stroke from getting into the inter-sleep space in motion due to the partial unloading of the combined stroke and keeping the axis of the wheelset 10 with levers 13 on the plane of the rail head. During the descent of the rollers of the wheel pair 10 of the combined stroke from the track, the axle of the rollers slides along the rail head on one side, and on the other hand, the roller, falling into the inter-sleep space, rests on the sleeper. At the same time, an anti-derailment device 14 in the form of a support is installed in the front part of the combined stroke levers 13. The support of the lever 13 slides over the rail head, thereby preventing the fallen roller from getting into the inter-sleep space, and the unloaded roller jumps over the sleepers. The reasons for the hit of the combined course in the inter-sleeper space can be malfunctions of the superstructure of the railway track, incorrect adjustment of the dampers of the combined course (weight distribution), excessive slipping of the drive wheels, an exorbitant boundary weight taken on the traction, violation of the speed limit, violation of the rules for crossing a railroad car.

The locomotive equipped with an anti-derailment device 14 in the form of a support, fixed on the lever 13, can significantly reduce the cases of breakage and deformation of units and assemblies of the combined course in emergency situations when the locomotive derails from the rails.

When moving the rail car 1 on the road, the attachment is in the transport position. The rod 16 of the hydraulic cylinder 12 of the wheel pair 10 is retracted into the body 26 of the hydraulic cylinder and holds the rod 15 of the damper 11 and the wheel pair 10 in the extreme upper position through the lever 13. Control over the executive bodies is carried out on the instrument panel in the cockpit by means of visual control by means of telemetry. To work on the railway track, the locomotive 1 with pneumatic wheels 2 drives into the rails. To move along the rail track, the rollers of the wheel pairs 10 are transferred to the operating position using hydraulic cylinders 12. The entry (exit) of the locomotive 1 onto the rails is carried out at a "zero" place, a railway crossing or a specially equipped section, where the carriageway of the road is approximately at the level of the rails. The locomotive 1 moves forward at a low speed, drives into the rails with the front pneumatic wheels 2. The driver from the control panel from the cab actuates the rod 16 of the hydraulic cylinder 12 and lowers it down until the 10 wheelset rollers are installed on the rails. Together with the rod 16, the levers 13 with an anti-derailment device 14 in the form of a support, the wheel pair 10 of the front suspension 7 and the rod 15 of the damper are lowered. video surveillance on the monitor monitors that the roller flanges fall into the rail track.

After setting the rollers of the front suspension 7 of the combined stroke on the rails, the locomotive 1 drives forward and the rear pneumatic wheels 2 drives onto the rails. By turning the steering wheel to the right or left, the rear half-frame 4 is aligned to the neutral position so that the rollers of the rear suspension 8 of the combined stroke are above the rails. After that, the rear suspension 8 is lowered until it is installed on the rails, the rollers of the wheel pairs 10 of the locomotive 1 are aligned along the railway track. After setting the rollers of the suspensions 7 and 8 on the track (in the working position), the locomotive 1 drives a little forward or backward to completely align the front 3 and rear 4 half frames in the neutral position. To align the pneumatic wheels 2 to the "straight" position, the steering mechanism is fixed and the front 3 and rear 4 half 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 pushed out to the stop 6 on the side beams of the front half-frame 3 and the frame is fixed to the "straight" position for the rail locomotive 1 to move along the rail track.

The transfer of the rollers of the wheel pairs 10 to the working position, when the rollers are already installed on the rails, is carried out using hydraulic cylinders 12. In this case, the rods 16 of the hydraulic cylinders 12 are extended by the amount of their full stroke: 400 mm for the front 7 suspension and 305 mm for the rear 8 suspension of the combined stroke before installing the rollers on the rails.

The transfer of the rollers of the wheelset 10 to the transport position (the rollers of the wheelsets 10 of the suspensions are raised) is carried out by full retraction of the rods 16 back into the housing of the hydraulic cylinders 12. When the rollers of the wheelset 10 are transferred to the working or transport position, the rods 15 of the dampers 11 are respectively moved to the lower or upper position. In this case, the springs 17 create the necessary damping forces of the suspension or are in an unloaded state.

To transfer the rollers of the wheelset 10 of the combined stroke 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 16 of the hydraulic cylinders 12 under the pressure of the working fluid flowing through the pipeline 32 through the hydraulic lock 31 , extend and lower the rollers of the hangers 7 and 8 of the combined stroke into the working position (on the rails of the railroad track). When the working fluid is supplied to the cavity under the piston 27, the rods 16 under the pressure of the working fluid supplied through the pipeline 33 through the hydraulic lock 31 enter the hydraulic cylinders 12 and provide the lifting of the rollers of the suspensions 7 and 8 of the combined stroke to the transport position. The hydraulic lock 31 locks the piston 27 with the rod 16 of the hydraulic cylinder 12 in its extreme positions. The transfer of the rollers of the suspensions 7 and 8 is carried out from the cab of the vehicle. Check the reliable fixation of the rods 16 in the locks of the hydraulic cylinders 12 in the working position of the suspension.

The transfer of the combined travel of the vehicle from the 1520 mm track to the 1435 mm track is carried out by changing the distance between the roller flanges of the wheelset 10 by shifting them and setting the distance between the inner edges of the roller flanges equal to 1351 mm for the 1435 mm track. After installation on the rails, the locomotive 1 is ready for operation on the railroad track. The auto-coupler device 5 connects the motor vehicle 1 with the train car, the compressed air hose is connected to the car braking system. After transporting the train to its destination, the car is undocked from the train.

Thus, the proposed technical solution makes it possible to adapt a tractor of the "XT3-150K" series as a locomotive with additionally mounted attachments for movement on a 1520 mm and 1435 mm gauge railway track, for carrying out shunting work on a railway track and traction work on highways, as well as to provide a hydraulic drive of additional working bodies with minimal costs, which makes it possible to increase the permissible speed of the rail car on rails in shunting mode up to 5 km / h, in train mode up to 20 km / h, on roads up to 30 km / h, increase the durability of components and assemblies the rail car by eliminating the front or rear rollers of the combined course from getting into the inter-sleep space in motion.

At the present time, a prototype of the suspension of the rail car and the articulated frame, levers with an anti-derailment device in the form of a support has been manufactured, which have passed sea trials, confirming the receipt of the design parameters and meeting the requirements of potential customers.

Claims (1)

A shunting tractor locomotive containing pneumatic wheels and a railway wheelset, the axis of which is rigidly fixed on levers, each of which is pivotally connected to a hydraulic cylinder rod and a spring-loaded rod installed in a damper body rigidly connected to the vehicle frame with the possibility of reciprocating the rod, pivotally connected with the middle part of the lever, the suspension of the combined stroke is fixed on the frame of the rail car, articulated from the front and rear half frames, while on the sides of the rear frame there are hydraulic cylinders for locking the half frames with the possibility of movement of the rail car along the rail track directly by means of the interaction of the hydraulic cylinder rods when they are extended with with stops fixed on the front semi-frame, the suspension is equipped with a hydraulic lock installed on the outer side of the hydraulic cylinder and connected by pipelines with the cavities of the hydraulic cylinder with the possibility of locking the hydraulic cylinder rod in its extreme positions, characterized in that the levers of the wheelset are made all-welded with holes for the axles of the wheelset, in the front of each lever there is an anti-derailment device in the form of a support with the possibility of installing it on the plane of the rail head and keeping the axle of the wheelset from getting the front or rear rollers of the combined stroke into the sleep space in motion.

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