RU2194639C2 - Rail-and-wheel mechanism - Google Patents

Abstract

FIELD: railway transport; metro. SUBSTANCE: invention relates to rail transport of high-speed and intensive mode of operation. Proposed device has wheels inclined at angle of 45^° to vertical and resting on rail head with two rolling surfaces for wheels. Wheels are provided with external flanges which, together with wheel rolling surfaces, enclose rail head from four sides preventing derailing of wheels. Three necks adjoin head. Central neck is arranged vertically along axis of symmetry of rail, and two side necks are inclined relative to vertical. Each side neck is provided with horizontally orientated pivot by means of which neck is connected with structure arranged below. EFFECT: improved reliability of rail tracks at intensive high-speed traffic. 3 dwg

Description

 The invention relates to vehicles, railway and special with high-speed and intensive operation. For example, metro vehicles.

 Known railway and special crane rails [1, p. 270] and railway and crane balancing trolleys [2, p. 96 and 3, fig. 30], in which wheels with one or two flanges interact with the rail in a vertical plane. We take well-known solutions for the analogue.

The disadvantages of the analogue are as follows:
When the rail track is upset and the rails and wheels are worn out, cases of high-speed trains coming off the rail are not uncommon. The derailments of passenger trains, which lead to the death of a large number of people, are especially tragic.

 The prior art rail-wheel mechanism disclosed in US 3525306, CL. 61 61/02, 1970, which we take as a prototype.

 The technical result of the invention is to increase the reliability of rail tracks with heavy high-speed movement.

The result was achieved by changing the structural shape of the rail and the design of the balancing vehicle trolleys with a change in the number of wheels and their spatial orientation of the placement and interaction with the head of the rail. The head of the rail has two surfaces for rolling the wheels, inclined at an angle of 45 ^o to the vertical, and each of the surfaces is supported by one of the wheels of a two-wheeled trolley rotating in mutually perpendicular planes. The wheels are equipped with external flanges, which together with the rolling surfaces of the wheels cover the rail head on four sides, thereby preventing the wheels from coming off the rail, and there is some clearance between the flanges and the rail, with three necks adjoining the rail head, the central of which is vertically aligned the axis of symmetry of the rail, and the two side ones are inclined to the vertical, each of the side necks being provided with a horizontally oriented fifth that is connected to the underlying structure.

Comparison with an analogue shows that the proposed design differs significantly from it:
1. On the balancing trolley, the planes of rotation of the wheels are placed in two mutually perpendicular planes, equipped with external ridges, which together with the rolling surfaces of the wheels cover the rail head on four sides, thereby preventing the wheels from coming off the rail.

2. The head of the rail is equipped with two rolling surfaces inclined to the vertical at an angle of 45 ^o .

 3. The center of gravity of the vehicle is lowered, since the height of the vertical projection of the wheels is reduced by 1.4 times. Stability is increased.

 4. The floor level of passenger cars is lowered and the entrance to them is therefore easier.

 5. The width of the rail is much greater than its height than its good stability.

 6. The rail is coupled to the underlying structure.

 Figure 1 shows the cross section of the rail and the wheels of the balancing trolley interacting with its head. (Trolley frame not shown); figure 2 - a view of figure 1; figure 3 - rail base.

 The device comprises a rail 1 with a head a, equipped with two surfaces for rolling the wheels 2 interconnected therebetween. The plane of rotation of the wheels can be either mutually orthogonal or at some angle to each other.

 Wheels 2 are provided with external safety flanges. The ridges interact with the rail only in an emergency. The mutually orthogonal surfaces of the two mating wheels and their flanges cover the rail head on four sides. This wheel alignment 2 from rail 1 is excluded.

The rail 1 contains the main chapter a, equipped with two surfaces for rolling wheels, inclined, for example, at an angle of 45 ^o to the vertical.

Chapter a is equipped with three necks: vertical b along the axis of symmetry and two external c, inclined to the vertical, for example, at an angle of 45 ^o and perpendicular to the rolling surfaces of the wheels. Each of the outer necks is provided with a heel b oriented horizontally.

 The central neck b may not be present in light vehicles.

 Each of the heels d is connected shear-resistant to the underlying structure or continuous along the length of the rail under-rail lining 3 [4].

Device operation
The wheels 2 of the vehicle transmit to the head of the rail mutually balanced forces P, inclined to the vertical, for example, at an angle of 45 ^o , that is, in the plane of the outer necks of the rail 1.

 The vertical projection of forces is perceived by the rail and distributed on the underlying structure or on the rail base for a greater or lesser length of the section, depending on the power of the rail.

 The wear of the rails is sharply reduced, since the contact interactions are halved and the interaction of the ridge with the head of the rail is eliminated. The main wear in the prototype arises precisely from the interaction of the ridges with the head of the rail.

 In our case, there is some gap δ between the rail and the safety ridge. The flanges are included in the operation only in an emergency situation and exclude wheel derailment.

The economic effect of the developed design is achieved due to:
- exceptions to the derailment of the wheels of a high-speed train and saving lives;
- increase the stability of the vehicle, as the center of gravity is lowered. Facilitating exits and entry of people from wagons;
- increasing the stability of the rail, as its width is increased;
- reducing wear of rails and wheels, since there is a gap δ between the ridges and the head of the rail. The greatest effect and ease of implementation is achieved in the subway.

List of references
1. Vasilchenko V.T. et al. Handbook of the designer of metal structures - Kiev: Budivelnik, 1980. - 288 p.

 2. Frishman M.A. How the track works under trains. M .: Transport, 1983-168 p.

 3. Boginsky KS and others. Bridge and metallurgical cranes. M .: Engineering, 1970, 300 p.

 4. Nezhdanov K.K., Nezhdanov S.K. Rail track. Patent of Russia 1745804, M. Cl. E 01 B 23/1011 Bull. 25, 1992. Valid from 10/27/1993.

Claims (1)

The rail-wheel mechanism, including the head of the rail, having two surfaces for rolling the wheels, inclined at an angle of 45 ^o to the vertical, moreover, each of the surfaces is supported by one of the wheels of the two-wheeled cart, rotating in mutually perpendicular planes, characterized in that the wheels are provided with external ridges, which together with the rolling surfaces of the wheels, they cover the head of the rail on four sides, thereby preventing the wheels from coming off the rail, and there is a certain gap between the ridges and the rail, while t is adjacent to the head of the rail ш necks, the central of which is located vertically along the axis of symmetry of the rail, and the two side ones are inclined to the vertical, each of the side necks being provided with a horizontally oriented heel, which is connected to the underlying structure.

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