RU2274571C2 - Rail car bogie - Google Patents

Abstract

FIELD: railway transport.

SUBSTANCE: invention relates to devices for setting wheelset axles of bogies when negotiating curved sections of track. Proposed bogie of rail car contains carrying frame with longitudinal and cross beams with hinge-mounted longitudinal spring loaded bogie arms on free ends of which wheelset axle boxes are secured, and central beam is furnished with pivot bearing unit. Arms are installed at angle to longitudinal axis of bogie in vertical plane and are spring-loaded by torsion bars secured inside hollow cross beams. Axle boxes of wheelsets whose axles are arranged lower than axles of rotation of arms are provided with inner cushioning formed by vertical springs and inclined rubber-metal elastic members pliable in all six coordinates. Summary vertical rigidity of torsion bar and axle box suspension is found from mathematical relation of parameters of rail vehicle and track. Central beam is hinge suspended from frame by means of diverging levers installed at angle to vertical and provided with elastic coupling with frame.

EFFECT: reduced dynamic loads, resistance to movement when negotiating curved sections of track, reduced wear of wheel flanges and rails.

6 dwg

Description

The invention relates to rolling stock of railway transport, in particular, freight.

When a railway carriage moves along a curved path, an additional centrifugal force begins to act on it, under the influence of which the car, due to its design, tilts from the center of rotation. In order for this roll to not exceed the permissible values, they reduce the speed of the curves, which is unprofitable, and arrange special turns, i.e. tilt the plane of the path to the center of rotation. However, in the latter case, when a train stops at a turn, its floor is inclined, and even more than the inclination of the track. This is fraught with the displacement of the cargo in the car, the uneven loading of the sides, which affects the stability of movement, increases the uneven effect on the path.

To combat this phenomenon, various methods are used to stabilize railroad carts (see the journal “Railways of the World”, No. 9, 1990 [1]).

A known method and device for transmitting lateral horizontal forces from the body to two bogies of a rail vehicle (RF patent No. 20155048 [2]). In this invention, the transverse forces arising upon entering into a turn are evenly distributed between the first and second bogies using a special torsion shaft.

The disadvantage of this device is that it does not redistribute the transverse loads between the sides of the cart.

Trolleys with a radial installation of wheel sets are known, for example, an S-2-HD trolley equipped with a Frame Brace device, which, due to flexibility in axle boxes, can rotate axles in a direction approaching the radial one (US Pat. No. 4,570,544, [3]).

However, this turn is not sufficient for the full implementation of the method of reducing the dynamic load on the path in a curved section.

A similar drawback is inherent in the carriage of the company ABB Traktion (Sweden), where two levers are used that connect the side frame to the nadresornoy beam and provide a radial fit in the curves [4].

Known truck wagon inventor R. Panagin [5], which provides a radial installation of wheelsets in curves and has a spring suspension with a variable load-dependent stiffness. The wagon body rests on a trolley through a spherical thrust bearing and side bearings. The main load is perceived by the side siders. The thrust bearing rests on the sprung beam through rubber elements. The axle of the rotary beams (balancers) are also installed in the sprung beam, which are connected in pairs on each side of the cart by longitudinal rods on which coil springs with constant stiffness are installed. The free end of each balancer rests on a cylindrical axle box through an annular rubber element. Bearings with barrel-shaped rollers are installed in the axle boxes, allowing the condition of movement between the axle of the wheel pair and the longitudinal balancer without additional loading of the axle box rubber element. The angle of rotation of the wheelsets depends on the mass of the car, the height of its center of mass and the magnitude of centrifugal acceleration. In the curves, the magnitude of the overload on the outer side of the trolley and the corresponding unloading of the inner side determine the divergence of the rotary beams, on the one hand, and the convergence on the other, which ensures the radial installation of the wheel pairs in the curves. This reduces the forces acting on the guide wheel pair.

The disadvantage of the design is that, despite the possibility of radial installation of the axles of the wheelsets during the passage of curved sections of the track, the car body tilts outward, in the direction opposite to the center of curvature. In this case, the floor of the car is tilted to the side opposite to the center of rotation, which leads to the displacement of the load, especially bulk. In this case, one side is overloaded. The radial alignment of the axes is also maintained in a straight section, where the driving conditions only worsen, even compared to conventional bogies, i.e. the positive effect turns into its opposite. Despite its shortcomings, the latter device can serve as a prototype.

The proposed device provides a solution to the following tasks:

- reduction of the dynamic loading of the track and the cargo carried;

- decrease in resistance to movement in curves;

- reduced wear on flanges of wheels and rails.

To solve these problems, a railway carriage trolley construction has been proposed, comprising a supporting frame with longitudinal and transverse beams with longitudinal sprung balancers pivotally mounted on it, the axle boxes of wheelsets are fixed at their free ends, and the central beam is equipped with a Friday assembly, with the balancers being set at an angle to the longitudinal axis and equipped with torsion bars fixed inside the hollow transverse beams, axle box axle boxes are made with internal suspension formed by vertical springs s and inclined elastic elements. Moreover, the inclined elastic elements (see Fig. 1) have different flexibility along six coordinates to provide the required working conditions for axlebox bearings with radial installation of wheel pairs, as well as to ensure optimal smoothness and impact on the path.

Figure 1, 2, 3 shows a General view of a cargo trolley. Figures 4 and 5 illustrate the method of radial installation of the axles of the wheelsets of the trolley and the tilt of the body under the action of inertial forces. 6 illustrates the calculation of the rational parameters of the suspension of the Central beam.

The trolley consists of a supporting welded frame 1, two wheelsets 3, on which the balancers 2 are supported through the inclined elastic elements 4 and the spring 9. The balancers are pivotally mounted in the frame and are additionally connected with it by elastic elements - torsions. The wagon rests on a thrust bearing 6 located on the central beam 5, which, in turn, is suspended on the tilt arms 7. Traction and braking forces are transmitted from the frame of the trolley to the central beam using leashes 8 having elastic joints at the ends.

The device allows to reduce the dynamic loading of the track and the transported load due to two-stage suspension (elastic inclined elements above the axle box and torsion along the balancer axis) and suspension of the central beam on the inclined levers. The reduction of the resistance to movement in the curves is provided due to the rational angle of the balancers and the installation of the axles of the wheelsets along the radius of the curve. In this case, the angle of rolling in of the wheel decreases and, therefore, the wear of flanges and rails is reduced.

The rotation of the axles of the wheelsets along the radius of the curve using the balancer suspension is possible with a rational ratio of the angle of installation of the balancer "γ", the length of the balancer "r" and the vertical stiffness reduced to the axis of the wheelset "C _z ".

The offset of the wheel axis relative to the transverse axis of symmetry of the trolley is determined by the dependence (see figure 4):

Δl = f (L; B; r; γ _st ; R),

where L is the base of the trolley;

B - the width of the trolley in axle box suspension (usually 2036 mm);

r is the radius (length) of the balancer;

γ _st - static angle;

R is the radius of the curve.

The value Δl, at which the axles of the wheelsets are set along the radius of the curve, are determined from the expression

At the same time, Δl depending on the "r" of the balancer and the static angle γ _st is determined by the expression

From expression (2), γ and a possible deflection Δh are determined (see Fig. 4)

Based on the overall mass characteristics of the car and the elastic characteristics of the suspension

where N _c.m. - the height of the center of gravity of the car from the rail heads;

m _in - the mass of the car (without trolleys);

V is the speed of movement in the curve;

In - the width of the trolley axle suspension;

R is the radius of the curve;

With _z - vertical stiffness reduced to one axle box.

From the expression (4), the necessary value “C _z ” is determined to ensure the exhibition of the axles of the wheelsets along the radius of the curve

Substituting the value Δh into expression (5), we obtain

The transverse rigidity of the suspension of the car is implemented in the levers of suspension of the Central beam to the frame of the truck (see figure 5). Moreover, the suspension arms with a length of "l _n " are installed at an angle "α" to the vertical. The relationship between the length of the lever "l _n " and the angle of its installation "α" should provide the necessary restoring force at the maximum displacement of the floor of the car relative to the axis of symmetry and with a minimum transverse displacement of the center of gravity of the body. In addition, turning the floor of the car inside the curve reduces the lateral (centrifugal) acceleration acting on the load.

The intermediate positions of the suspension lever of the Central beam are presented in Fig.6.

For the center of gravity of the car to be the center of swing on the levers, the condition must be met

where B is the distance between the suspension points on the central beam (across the car),

H is the distance from the line connecting the hinges of the suspension of the central beam to the center of gravity of the body.

Since the conditional rigidity of the connection of the bogie with the car in the transverse direction is inversely proportional to the length of the lever "l _n ", to ensure the required smoothness of movement it is necessary that the relationship between l _n = f (C _y ) is determined by the expression

Expressions (6, 7, and 8) determine the rational ratio of the device parameters, in which the reduction in movement resistance, the reduction in wheel flange wear, and the increase in the allowable car speed in curves are most fully realized.

Information sources

1. The journal "Railways of the world", No. 9, 1990

2. Pat. RF №2105048, 1994

3. Pat. US No. 4570544.

4. Report on research work of the Ministry of Railways of the Russian Federation “Overview of the designs of existing types of freight carriage trolleys”, part 1, 1999

5. Ingegneria Ferroviaria, 1986, No. 9, p.628-655 (prototype).

Claims (1)

A railway carriage trolley containing a supporting frame with longitudinal and transverse beams with longitudinal sprung balancers pivotally mounted on it, at the free ends of which axle boxes are fixed, and the central beam is equipped with a Friday assembly, characterized in that the balancers are mounted at an angle to the longitudinal axis of the trolley in vertical plane and spring-loaded with torsion bars fixed inside hollow transverse beams, and axle box axle boxes, whose axes are located below the axes of rotation of the balancers, are made with Cored oil springing system formed by vertical and inclined springs rubber-elastic elements having pliability on all six coordinates, wherein the total vertical stiffness of the torsion pedestal and the suspension is determined from the ratio

and the central beam is hinged to the frame by means of diverging levers mounted at an angle α to the vertical and having an elastic connection with the frame, in the following ratio of parameters:

where N _c.t. - the height of the center of gravity of the car from the rail heads, m; m _in - the mass of the car, kg; V is the linear velocity in the curve, m / s; L is the base of the trolley; In - the width of the cart axle suspension, m; R is the radius of the curve, m; With _z - the total vertical stiffness of the torsion bar and axle suspension, kg / mm; With _y is the transverse stiffness of the connection of the trolley with the car, kg / mm; r is the length of the balancer, m; γ _article - the static angle of the balancer; α is the installation angle of the suspension arms of the car body to the vertical, rad; G _in - the weight of the car, kg; l _n is the length of the lever; H is the distance from the line connecting the hinges of the suspension of the central beam to the center of gravity of the car from the rail heads.

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