RU2227102C2 - Rail bogie - Google Patents

Abstract

FIELD: railway transport; high-speed rail vehicles. SUBSTANCE: proposed rail bogie contains two wheelsets with wheels rigidly fitted on shaft and resting on rails, guide traction rail being placed in middle between wheels. Said third rail is rotor of linear motor. Each of four wheels is rigidly fitted on its double-arm shaft engaging with bogie frame at ends through bearing units and independent spring suspension of each wheel. Bogie frame interacts with vehicle frame. Moreover, each wheel is made with cylindrical working surface and is furnished with two flanges engaging with rail head when linear electric motor is switch off. EFFECT: improved reliability of track and running vehicle at speeds up to 500 km/h. 1 dwg

Description

The invention relates to high-speed rail wheeled rail transport, both for freight and passenger.

Known biaxial railway carriage with a rigid base, comprising 2.74 parts of the diameter of the wheel [1, p. 7, Fig. 2]. This trolley has two wheelsets suspended from its frame on springs. Each of the wheelsets has two wheels with internal flanges on the brace, and the wheels are rigidly mounted on a common shaft.

The rolling surface of the wheels on the rail has a complex multicone profile that interacts with the convex profile of the rail head not only by the rolling surface, but also by the ridge.

In rail transport, a pair of wheels and a rail track are parts of a single mechanism and are inseparable. We take a well-known solution for the analogue. In an analogue, the wheel-rail mechanism works mediocre, which is confirmed by numerous crashes in the railway transport caused by the fall of the wheel pairs between the rails. This is clearly illustrated by a drawing from the book by M. Frischman. [2, Fig. 109]. Often the amount of wheel support on the rail is completely insufficient!

In addition, and this is the main drawback, the analogue has a fundamental design flaw, which was originally laid down in it - the hard landing of a pair of wheels on a common shaft.

This flaw is invisible at a low speed of the composition. It provokes excessive maintenance costs for railways at high speed, and for high-speed highways, the existing mechanism - the wheelset is unacceptable.

The flaw is the so-called wagging movement of the wheelset, which in this movement can be likened to a hammer sending side impacts on a rail with great force and high frequency. It is easy to imagine what complex and, therefore, expensive engineering solutions have to be opposed to these dynamic loads.

Over the past decades, the rate of wear of wheels, rolling stock and rails has progressed. An abnormal phenomenon has become typical when wheels and rails interact through wheel flanges and are mutually abraded, as when grinding on a machine [3, p. 36].

This defect, which was originally incorporated in the wheel-rail mechanism, is that it is programmed to perform three functions simultaneously: a supporting-bearing, a guide and a differential function. What came out of this and continues to be obtained was said above: at a high speed of the rolling stock, an unacceptable mode of operation is obtained.

The wheel-rail mechanism is likened to a hammer and a peeling machine with all the ensuing consequences:

- there is slippage of the wheels, especially on the curved sections of the track, which leads to intensive wear of the wheels, rails and frustrates the track; in addition, the complex profile of the skating surface is violated very quickly;

- due to the conicity of the wheels, the rails are placed not vertically, but with a slope inward, which complicates the design of the fasteners and increases the cost of maintaining the track;

- with a wagging movement, the wheel pairs pass a greater distance along the rail per unit time than the crew itself, which causes accelerated wear of the rubbing surfaces of the wheel-rail mechanism.

The technical result of the invention is improving the reliability of the track and rolling stock at speeds up to 500 km / h.

The technical result is achieved by the fact that the design of the trolley is significantly simplified while increasing its operational capabilities. A railway trolley contains two wheelsets with wheels rigidly mounted on the shaft, supported by rails. In the middle between them is placed the third guide traction rail, which is the rotor of the linear electric motor.

The difference is that each of the four wheels is rigidly mounted on its own two-arm shaft, interacting at the ends through the bearing units and independent for each wheel spring suspension with the frame of the trolley.

The frame of the trolley interacts with the frame of the crew, and each wheel has a cylindrical shape of the working surface and is equipped with two ridges interacting with the rail head when the linear motor is switched off.

A drawback in the wheel-rail mechanism has been eliminated in the railway trolley: the wheelset is divided, replaced by two cylindrical double-flange wheels with independent suspension, and the guiding function is assigned to the traction guide rail and to the linear electric motor.

In addition, the weight of the trolley is reduced. Instead of two massive wheelsets and two gear reducers, there are two half shafts with small diameter wheels, and the linear motor is completely sprung: the stator part of the electric motor is suspended from the car, and the rotor part is fixed on the rail, as a result of which the dynamic stability of the rolling stock is improved and working conditions are improved rail track. In addition, in a uniaxial trolley there is no rigid base, and this increases its fit into rounded sections of the track.

A comparison of the developed trolley with an analogue shows its significant differences:

- the trolley is biaxial and there is no rigid base, which greatly simplifies the design and provides ease of fitting it into the curved sections of the track with minimal friction;

- eliminated the lateral horizontal forces T on the rail, and the longitudinal traction forces and braking forces perceives the average traction guide rail;

- the profile of the bandage is simplified, the contact area of the rail head with it is significantly increased and uniform wear of the contacting surfaces of the wheel and rail is ensured;

- eliminated the rolling stock from the rails and ensured smooth movement without wobbling;

- the diameter of the wheels of the railway carriage is reduced, and this reduces the center of gravity of the crew and the cargo carried.

In the drawing, in two projections, the proposed biaxial railway carriage 1 is shown, comprising four independently suspended wheels a, rigidly mounted on its two-arm shaft b. Each of the shoulders of the shaft b is supported by a bearing assembly c, elastically interacting through the springs d with an independent wheel frame e. The biaxial railway carriage 1 interacts with the frame of the crew. The springs d are mounted on the frame of the wheel e and interact with the railway carriage 1 from the bottom up.

Two ridges of the cylindrical rim of the wheel a interact with the rail in emergency situations, for example, when the linear motor is switched off, and the wheel does not get off the rails 3. During the operation of the linear electric motor, during normal movement of the train, the wheel ridges do not contact and do not participate in the transmission traction and braking longitudinal forces and do not serve as guides in the normal mode of movement of the composition. Rail 3 is fixed on the supporting base 4.

The proposed truck uses a perspective electric motor in all respects, providing a speed of up to 500 km / h.

The stator part 5 of the electric motor is fixed on the frame 2 of the crew and thereby completely sprung, and the conductive rail 6 of the rotor part of the electric motor is fixed on the base 4.

It should be especially noted that the proposed highway does not have a single intersection of tracks at the same level, which are carried out at different levels of the terrain.

The laying of the main line is based on the straightness of the rail tracks, and forced rounding is carried out with a radius of R = 800 ... 1500 m.

When carrying out cargo, container transportation with loading and unloading of containers at special cargo terminals is offered.

Biaxial railway trolley operates as follows. When the primary stator winding of the linear electric motor is connected to the electric network, a linearly running magnetic field appears in it, inducing an electromotive force and currents in the secondary winding - the rotor of the electric motor.

As a result of the interaction of the linearly running magnetic field of the stator with currents in the rotor, a traction force arises, resulting in a linear movement of the trolley along the track. The traction force and speed are controlled by changes in the parameters of the stator winding and the magnitude of the voltage and frequency of the supply current supplied to the linear electric motor.

The guiding function is assigned to the linear electric motor, to its stator and rotor parts. The wheel flanges have a safety role.

The economic effect was achieved due to:

- increase the reliability of the wheel-rail mechanism several times, due to the exclusion of the possibility of derailment of the composition from the rails;

- simplicity of design, a significant reduction in material consumption and dimensions of the trolley;

- simplification of the manufacture of the trolley and, most importantly, of the impressive reduction in operating costs for the current maintenance of the wheel-rail mechanism, which ceases to be similar to the work of the hammer and peeling machine [3];

- reduce the friction forces that impede the movement of the composition, and, as a result, reduce the wear of the rails.

List of references

1. AC electric trains. Textbook for vocational schools / M.M. Avdeev and others. M .: Transport, 1985, 386 p.

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

3. Nikiforov BD, academician / Railway transport, 1995, N10.

Claims (1)

A railway trolley containing two wheelsets with wheels fixed rigidly on the shaft, supported by rails, and in the middle between them there is a third guide traction rail, which is the rotor of a linear electric motor, characterized in that each of the four wheels is rigidly mounted on its two-arm shaft, interacting at the ends through the bearing units and independent for each wheel spring suspension with a trolley frame interacting with the crew frame, and each wheel has a cylindrical working surface It is equipped with two ridges interacting with the rail head when the linear electric motor is switched off.