RU216404U1 - FREIGHT CAR TROLLEY BEARING GASKET - Google Patents

Abstract

The utility model relates to railway rolling stock, in particular, to the design of a joint between a freight car frame and a bogie. Freight car bogie thrust bearing gasket is made in the form of a steel disc having a central through hole and recesses on the upper surface for filling with antifriction material. The bottom surface also contains recesses. All recesses are curvilinear, radially diverging, and have an amplitude that increases from the central through hole to the outer edge of the gasket. The recesses do not reach the outer edge of the gasket and the through central hole and have the shape of a wavy or broken curve. The recesses on the upper surface are offset relative to the recesses on the lower surface. The width of the recess increases with distance from the center of the gasket. The wear of the contact surfaces of the car center plate assembly in operation is reduced by reducing the friction coefficient and the service life of the car center plate assembly is increased. 4 w.p. f-ly, 3 ill.

Description

The utility model relates to railway rolling stock, in particular to the design of a center plate connection between a freight car frame and a running bogie.

From the prior art, the bearing surface of the center plate of a freight car is known, having a central through hole, on which recesses are located in the radial direction, filled with lubricant (RU 208359, publ. 12/15/2021).

The disadvantage is that the lubricant is applied directly to the bearing surface of the center plate, which is in direct contact with the surface of the center plate, which does not provide a sufficient degree of protection against wear and durability of parts during the operation of the car.

Known gasket for the thrust bearing of a freight car bogie, which is a steel disk having a central through hole and through holes located at different distances from the center of the disk and filled with lubricant (RU 165310, publ. 10.10.2016).

The disadvantage of the above technical solution is the low durability of the thrust bearing gasket due to the fact that the holes for retaining the lubricant are made through. This leads to the fact that during the operation of the bogie, the lubricant is shifted from the upper surface of the gasket in contact with the thrust bearing to the lower surface of the gasket in contact with the thrust bearing. Thus, in the area of contact between the gasket and the center plate, there is a threat of dry metal-to-metal friction, which leads to deformation of the parts.

A wear-resistant liner is known (US 5443015, publ. 22.08.1995), adopted as the closest analogue and made in the form of a steel disk having a central through hole and recesses for filling with lubricant in the form of concentric rings on its upper surface.

The disadvantage of the prototype is the low anti-friction ability of the wear-resistant liner due to the fact that the recesses for the lubricant are made in the form of annular grooves and only from the center plate. This leads to the fact that during the operation of the bogie (in particular, its rotation around its axis during the passage of curved sections of the path), most of the surface of the wear-resistant liner (between the annular recesses) remains without lubricant, and, accordingly, the mating surfaces of the center plate and center plate, too. This is due to the fact that during the rotation of the cart, the recesses with lubricant do not essentially change their position, leaving the remaining surfaces without lubrication, which leads to premature abrasion of the wear-resistant insert, as well as possible overheating and deformation of the center plate. In addition, the absence of similar lubrication recesses on the bottom surface of the wear bushing has an extremely negative effect on the surface of the thrust bearing. This dry metal-on-metal friction can cause parts to overheat and warp.

The technical result of the claimed utility model is the maximum reduction in wear of the contact surfaces of the center plate assembly of the car in operation by reducing the coefficient of friction, by ensuring the constant presence of antifriction (lubricant) material in the center plate assembly and its uniform distribution between the contact surfaces As a result, it leads to an increase in the service life of the car's Friday assembly.

The technical result is achieved by the fact that in the bearing pad of a freight car bogie made in the form of a steel disk having a central through hole and recesses on the upper surface for filling with antifriction material, according to improvements, the lower surface also contains recesses, and all recesses are made curvilinear, radially divergent and have an amplitude that increases from the central through hole to the outer edge of the gasket, while the recesses do not reach the outer edge of the gasket and to the through central hole. In addition, the recesses are in the form of a wavy or broken curve and on the upper surface are made with an offset relative to the recesses on the lower surface, and the width of the recess increases with distance from the center of the gasket.

The utility model is illustrated by drawings, which show:

in fig. 1 - thrust bearing gasket, top view (option with wavy recesses);

in fig. 2 - thrust bearing gasket, top view (version with recesses in the form of broken lines);

in fig. 3 - section A-A in Fig. 1;

in fig. 4 - remote element B in Fig. 2 (option for making a recess);

in fig. 5 - section B-B in Fig. 1 and in FIG. 2;

in fig. 6 - dependence of the amplitude of the recess on the radius.

The bearing pad of a freight car is a steel disk 1, in the center of which a central through hole 2 is made to accommodate a king pin (not shown). On both sides of the disk 1 on the lower surface 3 and the upper surface 4, curved recesses 5 are made, radially diverging in the direction from the central hole 2 towards the outer edge of the disk 1. Each recess 5 along the length is either a broken curve (Fig. 2) with smooth rounded corners, or a smooth wavy curve in the form of a "snake" (Fig. 1). The depression curve 5 has an amplitude α and a wavelength λ (FIG. 6). Due to the fact that the diameter of the disc 1 of the thrust bearing gasket increases as it approaches its outer edge, the amplitude α of the wave of the curve of the recesses 5 will also increase proportionally (α ₃ > α ₂ > α ₁ ), this statement is also true in the case of recesses 5 in the form of broken lines. An increase in the wavelength λ as it approaches the outer edge of the gasket is also possible, however, it practically does not have a positive dynamics in reducing the friction coefficient, since this does not achieve an increase in the amount of anti-friction material in the recesses.

The material of the gasket steel can be varied: from simple carbon steel to high-alloy steel, depending on the requirements for the pivot assembly in operation in the car. In this regard, the possible properties of the material (such as hardness or yield strength) are very diverse. So, for example, the hardness of the gasket can be from 90 to 420 HB.

In this case, surface 3 (lower) is intended for contact with the thrust bearing (not shown), and surface 4 (upper) for contact with the thrust bearing (not shown).

In the working position, the gasket is installed between the thrust bearing on the bolster and the thrust bearing fixed on the body of the freight car.

The recesses 5 of the gasket are filled with an anti-friction material, which can be a solid (for example, iron-graphite, fluoroplastic, bronze or babbit) or plastic anti-friction material (for example, CIATIM 221 made on the basis of silicone oil; CIATIM-201 made on the basis of purified oil oil; LZ-TsNII, made on the basis of low-viscosity mineral oil; VNIINP-207, made on the basis of organosilicon liquid and synthetic hydrocarbon oil).

On the lower surface 3, a chamfer 6 is made along the outer edge (Fig. 3) to prevent the gasket from biting against the thrust bearing during operation and to prevent damage to the thrust bearing by the sharp edge of the gasket.

In the process of operation, the freight trolley of the railway transport passes not only straight, but also curved sections of the track, as a result of which the details of the center plate assembly (centre plate, thrust pad and thrust pad) rotate relative to each other around the kingpin and rub against each other. Due to the limitation of the radius of the curved sections, the turn in one direction or another is no more than 7 degrees relative to the initial position.

A good solution in this case would be to use radially directed recesses instead of annular ones, like those that were used on the bearing surface of the center plate in PM # 208359. However, this solution is also not ideal, because. surfaces have a round shape, in which the diameter is greater, the further it is located from the center. Accordingly, during rotation, the sections of the recesses 5 most distant from the center of the disk will make a greater friction movement with the counterpart of the center plate assembly compared to areas located closer to the axis of rotation of the center plate assembly. This can lead to premature consumption of the antifriction material to be placed in the areas of the recesses 5 remote from the center.

The most optimal in this case is the solution of combining concentric and radial recesses. This can be done by making recesses 5 of curvilinear shape, radially diverging in the direction from the central hole 2 towards the outer edge of the gasket.

This shape of the recesses 5 implies a more uniform distribution of the antifriction material over the friction surfaces, as well as its more economical consumption. The number of recesses 5 is selected depending on the hardness of the anti-friction material used.

The number of recesses 5 on surfaces 3 and 4 can vary from eight to sixteen (Fig. 1, for example, shows eight recesses on each side, and Fig. 2 shows twelve recesses on each side).

When the number of radial recesses is less than eight, the claimed technical effect is not achieved, because in this case, the amount of antifriction material will not exceed the amount in the closest analogue, and its distribution over the entire surface of the gasket will not be achieved.

If the number of recesses 5 is more than sixteen pieces, the technical effect is not achieved due to the fact that a larger number of radial recesses 5 will reduce the strength of the gasket, which can lead to its premature fracture. The width L (Fig. 5) of the recesses 5, on surfaces 3 and 4, can vary from 2 to 15 mm, and can be either the same for everyone or different. In this case, the width L can also change within the same recess along the length from smaller to larger (Fig. 4).

The width L also depends on the number of recesses 5 on the surfaces of the gasket. So to ensure the claimed technical effect, it is necessary to strike a balance between the amount of anti-friction material and the fragility of the gasket. For example, if you make eight recesses 5, then it is most effective to make the width L equal to the maximum size of 15 mm, and if the number of recesses 5 is equal to sixteen, it is advisable to make the width L of the minimum size equal to 2 mm. It may also depend on the diameter of the gasket itself, i.e. for larger pads, the diameter of the gasket will also be correspondingly larger, and for sixteen recesses 5, a width L of not 2 mm, but 4 mm or more will be required.

Thus, the values of L, are selected depending on the number of recesses 5, which, in turn, depends on the selected anti-friction material.

Depending on the number of radial recesses 5 and the width L, the angle T between two adjacent recesses 5 can vary from 22.5 to 45 degrees.

The angle T, as well as the width L, varies to provide the claimed technical effect, i.e. it is necessary to strike a balance between the amount of anti-friction material and the fragility of the gasket. Thus, for example, with the number of radial recesses equal to eight and the angle T between them equal to 45 degrees, it is most reasonable to make the width L equal to 15 mm.

For example, when using TsIATIM-201 lubricant as an antifriction material, the number of recesses is 5, it is most effective to make it equal to twelve with a width L=8±1 mm, with an angle T=45±2 degrees. If the number of recesses 5 is increased to sixteen, then the width L can be taken equal to 2 ± 1 mm.

In this case, the recesses 5 on the upper surface 4 are offset relative to the recesses 5 on the lower surface 3 of the gasket by an amount necessary and sufficient to exclude mutual intersection of the recesses 5 on the surface 3 in the projection onto the surface 4 (Fig. 1 and Fig. 2).

The above displacement must be maintained in order not to reduce the strength of the gasket, because. if the recesses 5 are located one above the other or intersect (in the projection), then the thickness of the gasket (disk) between the recesses will be very thin and easily fractured.

The depth H (Fig. 5) of the recesses 5 is 1.5 ± 0.5 mm. This is the optimal depth, taking into account the degree of wear of the gasket and the number of recesses on it 5, calculated depending on the thickness of the gasket and the width of the recesses. A smaller value of H of the recesses is not advisable, since it will not allow to lay antifriction material in the recesses at all, which will lead to its insufficiency, and a larger value of H of the recesses will lead to the risk of gasket fracture due to an excessive reduction in the thickness of the gasket walls.

At the same time, the softer and more plastic the anti-friction material, the farther the recesses 5 should be located from the outer edge of the gasket (disk) and the edge of the through hole 2 for the kingpin, because increases the likelihood of leakage of anti-friction material into the outer perimeter of the pivot assembly and deterioration of its operation.

During the operation of the car, the center plate and the center plate rotate relative to each other on the pivot within the limits of the car bogie turn in curved sections of the track. Due to the large loads of the bearing surface of the center plate, a large friction force arises between them and, as a result, a large wear of both surfaces. To avoid this, a thrust bearing gasket is located between the center plate and the center plate of the freight car, on surfaces 3 and 4 of which there are radial recesses 5 filled with anti-friction material. As the rotation progresses, anti-friction material is delivered to the contact between the corresponding surface of the gasket and the center plate or center plate and helps to reduce abrasion of the freight car bogie parts.

The claimed design of the bearing pad of the freight car bogie makes it possible to organize the retention of anti-friction lubricant in the center plate assembly, as well as to ensure a gradual dosed supply of lubricant over the entire rubbing surface of the wagon bogie gasket, thereby eliminating the possibility of dry friction for a long time and contributing to an increase in the wear resistance of the center plate and thrust bearing, which ultimately makes it possible to increase the reliability of the Friday assembly in operation.

Claims (5)

1. A thrust bearing gasket for a freight car bogie made in the form of a steel disk having a central through hole and recesses on the upper surface for filling with antifriction material, characterized in that the lower surface also contains recesses, and all recesses are made curvilinear, radially diverging, and have an amplitude that increases from the central through hole to the outer edge of the gasket, while the recesses do not reach the outer edge of the gasket and to the through central hole. 2. Gasket according to claim 1, characterized in that the recesses on the upper surface are offset relative to the recesses on the lower surface. 3. Gasket according to claim 1, characterized in that the recess has the shape of a wavy curve. 4. Gasket according to claim 1, characterized in that the recess has the shape of a broken curve. 5. Gasket according to claim 1, characterized in that the width of the recess increases with distance from the center of the gasket.

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