RU223717U1 - THREE-AXLE FREIGHT CAR TROLLEY - Google Patents

Abstract

The utility model relates to railway transport and concerns the design of a three-axle freight car bogie and its spring suspension in particular. Three-axle freight car bogie with spring suspension, consisting of four spring sets (8). Each spring set (8) is installed in the middle part of one of the side frames (4) or (5) and is located under one of the ends of the bolster (6). A pivot beam (7) is installed on the bolsters (6). Each spring set (8) of the spring suspension includes three double-row springs, consisting of three outer compression springs (9) and three inner compression springs (10), and a friction vibration damper (11) located inside the fourth outer compression spring (9). All springs (9) and (10) of the spring sets (8) are made of cylindrical screws and have working and support coils. The outer springs (9) have an average coil diameter ranging from 175 mm to 181 mm. The internal springs (10) have an average coil diameter ranging from 107 mm to 113 mm. The sum of the indices of the outer spring (9) and the inner spring (10) is in the range from 11.757 to 12.383. The winding pitch of the working coils of the outer springs (9) is in the range from 56.10 mm to 59.00 mm. The winding pitch of the working coils of the internal springs (10) is in the range from 52.13 mm to 56.89 mm. The height of the outer springs (9) in the free state is equal to the height of the inner springs (10) in the free state and ranges from 260 mm to 272 mm. The claimed utility model makes it possible to create a design for a three-axle freight car bogie that, with a maximum design static axle load of 22 tf and a design speed of up to 120 km/h, ensures safe operation on public railway tracks. 1 salary f-ly, 4 ill.

Description

The utility model relates to railway transport and concerns the design of a three-axle freight car bogie and its spring suspension in particular.

A three-axle bogie is known from the prior art [utility model patent RU 176097, B61F 5/38, published on December 28, 2017], containing a spring suspension consisting of four non-linear spring sets, each of which consists of eight double-row springs, two of which located under the friction wedges, and the remaining six under the bolster. The height of the external springs is lower than the internal ones, the difference in the heights of the external and internal springs is equal to the sum of the deflections of the internal springs under the weight of the minimum container of the car, the maximum deflections of the internal springs when the car oscillates and the tolerance values for deviations in the static deflection of the internal springs and deviations in the height of the external springs. With a static deflection of 18-30 mm under the container, the difference in the heights of the outer and inner wedge springs is no less than 5 and no more than 51 mm, and the difference in the heights of the outer and inner springs under the bolster is no less than 35 mm and no more than 51 mm.

A significant disadvantage of this design is the presence in the spring set of four different springs, varying in free height, rod diameter and average diameter. This design version increases the range of parts for the spring kit, which in turn increases the cost of the spring kit in a new product and leads to an increase in the cost of repairing the unit in operation. Also, four different standard sizes of springs in a spring set increase the complexity of assembling three-axle bogies of freight cars, primarily associated with the selection of springs in the set according to height.

The design of a three-axle bogie UVZ-11A with an axle load on the rails of up to 25,000 kgf is also known [Loginov A.I., Afanaskin N.E. Dump cars - M.: Mashinostroenie, 1975, pp. 134-136], which are equipped with six-axle dump cars 2ВС-105 with a lifting capacity of 105 tons, containing three wheel pairs, four side frames (two right and two left), two bolsters , a pivot beam, two middle axle axle balancers, six axle boxes, four spring sets (two right and two left) and a lever transmission. Each spring set contains three double-row springs, consisting of an inner and outer spring, and a fourth outer spring, inside of which a friction shock absorber is located.

This design was chosen as a prototype for the proposed utility model.

The disadvantage of this design of a three-axle bogie is the limitation of its use, namely, the operation of loaded cars on these bogies is only possible when moving along non-public tracks (paths of industrial enterprises) at a speed of up to 70 km/h. The dynamic linear load on the railway track from the specified bogie in the car with the maximum calculated static axial load when moving along public tracks at a design speed of up to 120 km/h, established by GOST 34763.1-2021, exceeds the permissible value of the dynamic linear load from the bogie 168 kN/m in accordance with GOST 34759-2021, which does not allow the operation of cars on these bogies when loaded on public railways.

Reducing the maximum calculated static axial load in the specified three-axle bogie to 22 tf will also not provide the required value of the dynamic linear load on the railway track from the bogie when operating loaded cars on these bogies at a design speed of up to 120 km/h on public tracks due to insufficient the deflection value of the spring suspension.

The problem to be solved by the claimed utility model is to create a design for a three-axle freight car bogie in accordance with the requirements of GOST 34763.1-2021 “Three- and four-axle bogies for railway freight cars. General technical requirements", which, when a loaded car moves along public tracks with a design speed of up to 120 km/h and a maximum calculated static axial load of 22 tf, will comply with the standards for permissible impact on the railway track in terms of the value of the dynamic linear load from the bogie, established in GOST 34759 -2021 “Railway rolling stock. Standards of permissible impact on the railway track and test methods”, ensuring the safe operation of rolling stock on these three-axle bogies.

The problem is solved due to the fact that the design of a three-axle freight car bogie contains four spring sets, in which each of the four external cylindrical screw compression springs has an average coil diameter in the range from 175 mm to 181 mm, each of the three internal cylindrical screw compression springs has the average coil diameter is in the range from 107 mm to 113 mm, the sum of the indices of the outer and inner springs, defined as the sum of the ratios of the average coil diameter to the diameter of the spring rod, is in the range from 11.757 to 12.383, while the winding pitch of the working coils of the outer springs is in the range from 56.10 mm to 59.00 mm, the winding pitch of the working turns of the internal springs is in the range from 52.13 mm to 56.89 mm, the height of the external springs in the free state is equal to the height of the internal springs in the free state and is in the range from 260 mm to 272 mm.

These technical characteristics of the spring sets of the proposed three-axle bogie make it possible to increase the value of the calculated static deflection of the spring suspension of the bogie, which contributes to the achievement of dynamic linear load on the railway track from the bogie, not exceeding the permissible value of 168 kN/m, thereby ensuring the safe operation of a freight car on these triaxial trolleys on public railway tracks.

In addition, an increase in the value of the calculated static deflection of the spring suspension makes it possible to obtain improved indicators of the maximum coefficient of dynamic addition of the sprung parts of the car, indicating a reduction in the dynamic loads arising in the parts and assemblies of the bogie during operation and, as a consequence, reduces the likelihood of the formation of nodes of defects that can lead to failure of the triaxial bogie and derailment of the rolling stock, thereby increasing the safety of operation of a freight car installed on triaxial bogies of the proposed design.

Making the springs of spring sets from steel with a yield strength of at least 1325 MPa ensures a margin of stress in them from operational loads to permissible stress values ranging from 12.2% to 34.2%, while reducing the likelihood of spring rods breaking and failure spring suspension of a three-axle bogie, which also has a positive effect on the safety of car operation on three-axle bogies of the proposed design.

The essence of the claimed utility model is that the three-axle bogie of a freight car contains two outer wheel pairs with axlebox units, one middle wheel pair with balancers, two right side frames, two left side frames, two bolsters, a pivot beam and a spring suspension, consisting of four spring sets, each of which is installed under one of the ends of the bolster and includes three double-row springs, consisting of three outer springs and three inner compression springs, and a friction vibration damper, which is located inside the fourth outer compression spring, each spring is cylindrical screw, with working and support coils, in addition, each outer spring of the spring sets has an average coil diameter in the range from 175 mm to 181 mm, each internal spring has an average coil diameter in the range from 107 mm to 113 mm, the sum of the outer and inner indices springs, defined as the sum of the ratios of the average coil diameter to the diameter of the spring rod, is in the range from 11.757 to 12.383, the winding pitch of the working coils of the outer springs is in the range from 56.10 mm to 59.00 mm, the coiling pitch of the working coils of the internal springs is in range from 52.13 mm to 56.89 mm, the height of the outer springs in the free state is equal to the height of the inner springs in the free state and is in the range from 260 mm to 272 mm.

The springs are made of steel with a yield strength of at least 1325 MPa.

The essence of the proposed design of a three-axle freight car bogie is illustrated by drawings:

Fig. 1 - three-axle bogie of a freight car;

Fig. 2 - three-axle bogie of a freight car, top view;

Fig. 3 - spring kit (type A);

Fig. 4 - spring set (section B-B).

The three-axle bogie of a freight car, shown in figures 1-4, includes two outer wheel pairs 1 and 2 with axlebox units, a middle wheel pair 3 with balancers, two right side frames 4 and two left side frames 5. Frames 4 and 5 in one the end with the jaw is installed on the axle box assembly of one of the outer wheel pairs 1 or 2, and the other end is installed on the balancer of the middle wheel pair 3. The bogie also includes a spring suspension consisting of four spring sets 8. Each spring set 8 is installed in the middle part of one of side frames 4 or 5 and is located under one of the ends of the bolster 6. A pivot beam 7 is installed on the bolsters 6, designed to interact with the body of the freight car. Each spring set 8 of the spring suspension includes three double-row springs, consisting of three outer compression springs 9 and three internal compression springs 10, and a friction vibration damper 11 located inside the fourth outer compression spring 9. All compression springs 9 and 10 of the spring sets 8 are cylindrical screw, each of which is a beam, the axis of which is parallel to the helical line of the cylinder generatrix and has working and support turns. The outer springs 9 have an average coil diameter D _n =175 mm. Internal springs 10 have an average coil diameter D ₌ 113 mm. The sum of the indices of the outer spring 9 and the inner spring 10 is Σc=12.063. The winding pitch of the working turns of the outer springs 9 is t _n =58.97 mm. The winding pitch of the working turns of the internal springs 10 is equal to _t = 52.98 mm. The height of the outer springs 9 and the inner springs 10 in the free state is ℓ=265 mm.

The technical result consists in creating a design for a three-axle bogie of a freight railway car with a maximum design static axle load of 22 tf and a design speed of up to 120 km/h, ensuring safe operation on public railway tracks and meeting the requirements of current regulatory documentation.

In confirmation of the above, Table 1 shows the parameter values obtained from the calculations of several possible examples of the implementation of spring sets of the proposed design of a three-axle bogie (options 3-12), and also shows calculations for a spring set of a three-axle bogie specified as a prototype (options 1- 2).

Table 1 - Calculation results Geometric parameters of springs and yield strength of spring material Dynamic linear load on the railway track from the bogie, maximum coefficient of dynamic addition of sprung parts Stress in springs in mode I τ, MPa Voltage margin up to permissible values Δ, % Outer spring Inner spring Estimated value Allowed value Outer spring Inner spring Outer spring Inner spring Maximum design static axial load P _O =25 tf,
minimum design weight 50⋅10 ³ kg, design speed 120 km/h Option 1 D _n =180 mm,
t _n =60.16 mm,
ℓ _n =265 mm, D _in =100 mm,
t _in =31.35 mm,
ℓ _in =265 mm, q _dyn = 188.7 kN/m,
K _d =0.436 [q _dyn ]=168 kN/m,
[K _d ]=0.65 593.8 509.9 20.8 32.0 Σc=9.045,
R _in =1175 MPa Maximum design static axial load P _O =22 tf/axle,
minimum design weight 40⋅10 ³ kg, design speed 120 km/h Option 2 D _n =180 mm,
t _n =60.16 mm,
ℓ _n =265 mm, D _in =100 mm,
t _in =31.35 mm,
ℓ _in =265 mm, q _dyn = 172.0 kN/m,
K _d =0.488 [q _dyn ]=168 kN/m,
[K _d ]=0.65 515.0 442.3 31.3 41.0 Σc=9.045,
R _in =1175 MPa Option 3 D _n =178 mm,
t _n =56.97 mm,
ℓ _n =265 mm, D _in =110 mm,
t _in =52.98 mm,
ℓ _in =265 mm, q _dyn =153.1 kN/m,
K _d =0.324 [q _dyn ]=168 kN/m,
[K _d ]=0.65 737.6 675.1 1.7 10.0 Σc=11.819,
R _in =1175 MPa Option 4 D _n =178 mm,
t _n =56.97 mm,
ℓ _n =265 mm, D _in =110 mm,
t _in =52.98 mm,
ℓ _in =265 mm, q _dyn =153.1 kN/m,
K _d =0.324 [q _dyn ]=168 kN/m,
[K _d ]=0.65 737.6 675.1 18.0 25.0 Σc=11.819,
R _in =1325 MPa Option 5 D _n =175 mm,
t _n =58.97 mm,
ℓ _n =265 mm, D _in =113 mm,
t _in =52.98 mm,
ℓ _in =265 mm, q _dyn =152.2 kN/m,
K _d =0.316 [q _dyn ]=168 kN/m,
[K _d ]=0.65 790.3 661.4 12.2 26.5 Σc=12.063,
R _in =1325 MPa Option 6 D _n =181 mm,
t _n =59.00 mm,
ℓ _n =272 mm, D _in =112 mm,
t _in =56.89 mm,
ℓ _in =272 mm, q _dyn =151.9 kN/m,
K _d =0.314 [q _dyn ]=168 kN/m,
[K _d ]=0.65 744.6 705.5 17.3 21.6 Σc=12.028,
R _in =1325 MPa Option 7 D _n =175 mm,
t _n =57.07 mm,
ℓ _n =270 mm, D _in =107 mm,
t _in =53.13 mm,
ℓ _in =270 mm, q _dyn =153.3 kN/m,
K _d =0.326 [q _dyn ]=168 kN/m,
[K _d ]=0.65 742.7 642.4 17.5 28.6 Σc=11.994,
R _in =1325 MPa Continuation of Table 1 Geometric parameters of springs and yield strength of spring material Dynamic linear load on the railway track from the bogie, maximum coefficient of dynamic addition of sprung parts Stress in springs in mode I τ, MPa Voltage margin up to permissible values Δ, % Outer spring Inner spring Estimated value Allowed value Outer spring Inner spring Outer spring Inner spring Option 8 D _n =178 mm,
t _n =57.44 mm,
ℓ _n =260 mm, D _in =110 mm,
t _in =52.13 mm,
ℓ _in =260 mm, q _dyn =153.2 kN/m,
K _d =0.325 [q _dyn ]=168 kN/m,
[K _d ]=0.65 755.5 622.4 16.1 30.8 Σc=12.278,
R _in =1325 MPa Option 9 D _n =177 mm,
t _n =57.75 mm,
ℓ _n =267 mm, D _in =112 mm,
t _in =53.40 mm,
ℓ _in =267 mm, q _dyn =153.4 kN/m,
K _d =0.327 [q _dyn ]=168 kN/m,
[K _d ]=0.65 739.5 640.0 17.8 28.9 Σc=11.917,
R _in =1325 MPa Option 10 D _n =177 mm,
t _n =58.21 mm,
ℓ _n =263 mm, D _in =112 mm,
t _in =52.77 mm,
ℓ _in =263 mm, q _dyn =153.5 kN/m,
K _d =0.328 [q _dyn ]=168 kN/m,
[K _d ]=0.65 756.0 591.8 16.0 34.2 Σc=12.383,
R _in =1325 MPa Option 11 D _n =178 mm,
t _n =57.25 mm,
ℓ _n =265 mm, D _in =109 mm,
t _in =52.98 mm,
ℓ _in =265 mm, q _dyn =153.2 kN/m,
K _d =0.325 [q _dyn ]=168 kN/m,
[K _d ]=0.65 736.0 683.6 18.2 24.0 Σc=11.757,
R _in =1325 MPa Option 12 D _n =175 mm,
t _n =56.10 mm,
ℓ _n =266 mm, D _in =107 mm,
t _in =55.78 mm,
ℓ _in =266 mm, q _dyn =153.5 kN/m,
K _d =0.328 [q _dyn ]=168 kN/m,
[K _d ]=0.65 739.0 680.0 17.9 24.4 Σc=11.994,
R _in =1325 MPa D is the average diameter of the spring coil;
t is the winding pitch of the working coils of the spring;
ℓ - height of the spring in the free state;
Σc is the sum of the indices of the outer and inner springs;
R _in - yield strength of the steel from which the springs are made;
q _din - dynamic linear load on the railway track from the bogie;
K _d - maximum coefficient of dynamic addition of sprung parts.

From the values obtained from the calculation results presented in Table 1, it is clear that the dynamic linear load on the railway track from the bogie for the design of the three-axle bogie used as a prototype exceeds the permissible value of 168 kN/m as with a maximum calculated static axial load of 25 tf /axle (q _dyn =188.7 kN/m), and at 22 tf/axle (q _dyn =172.0 kN/m), which does not allow its operation on public roads in a loaded state at a design speed of up to 120 km/h

One can also see a multiple increase in the stress margin up to the permissible values in the springs of the proposed design when using steel with a yield strength of 1325 MPa in comparison with steel with a yield strength of 1175 MPa.

Currently, design documentation has been developed for the proposed utility model and comprehensive tests of prototypes have been carried out.

Claims (2)

1. A three-axle bogie of a freight car, containing two outer wheel pairs with axlebox units, one middle wheel pair with balancers, two right side frames, two left side frames, two bolsters, a pivot beam and a spring suspension consisting of four spring sets, each of which is installed under one of the ends of the bolster and includes three double-row springs, consisting of three external springs and three internal compression springs, and a friction vibration damper located inside the fourth external compression spring, in addition, each spring is made of a cylindrical screw, with working and support coils, characterized in that each outer spring of the spring sets has an average coil diameter in the range from 175 mm to 181 mm, each internal spring has an average coil diameter in the range from 107 mm to 113 mm, the sum of the indices of the outer and inner springs, defined as the sum of the ratios of the average diameter of the coil to the diameter of the spring rod is in the range from 11.757 to 12.383, the winding pitch of the working coils of the outer springs of the spring suspension is in the range from 56.10 mm to 59.00 mm, the coiling pitch of the working coils of the internal springs is in the range from 52.13 mm to 56.89 mm, while the height of the outer springs in the free state is equal to the height of the inner springs in the free state and ranges from 260 mm to 272 mm. 2. The three-axle bogie of a freight railway car according to claim 1, characterized in that the outer springs and inner springs of the spring suspension are made of steel with a yield strength of at least 1325 MPa.