RU2286900C1 - Device for setting wheelsets of locomotive bogie for negotiating curved sections of track - Google Patents

Abstract

FIELD: transport engineering; rail vehicles.

SUBSTANCE: invention relates for setting wheelsets 1 of locomotive bogie for negotiating curved sections of track. Proposed device contains two vertical posts 2 with two arms installed for turning on bogie frame, cross tie-rod 3 and two axle-box links 4, control unit 4 with plan of track section and motion sensor of locomotive 7. Cross-rod consists of three articulated members. Each end of cross rod is hinge-coupled with first arm 9 of corresponding vertical post. Middle member 12 of cross rod is provided with self-braking reversible drive 5 installed on frame of bogie and made for translational movement in transient curve of middle member of cross rod along its longitudinal axis and provision of moving force found from mathematical formula depending on parameters of bogie and rail gauge. Each axle-box link is connected by one end with corresponding axle box of bogie wheelset, and by other end, with second arm 10 of corresponding vertical post. Control unit is electrically coupled with drive and locomotive motion sensor.

EFFECT: reduced pressure force on rail exposed by wheels flange on transient curves and exclusion of this force in circular curves.

1 tbl, 1 dwg

Description

The invention relates to railway transport, and in particular to the design of locomotive trolleys, and is intended to ensure optimal installation of the axles of the wheelsets of locomotive trolleys when moving along a curved section of a railway track.

The problem for known locomotive trolleys is the intensive lateral wear of wheel flanges and rail heads when the locomotive moves in curved sections of the track with a radius of less than 2500 m.The wear is caused by significant pressure on the outer rail of the flanges of the oncoming wheels. Wear reduction is carried out in various ways. One of the methods is to control the location of the wheelsets of the locomotive carriage when passing curved sections of the track.

It was found that when the locomotive enters the curved section of the track, the longitudinal axes of its bogies deviate from the direction of the tangent to the center line of the track, forming skew angles with the tangent. At the same time, the axles of the extreme wheelsets are rotated in each trolley, forming turning angles with the transverse axis of the trolley. Trolley warping and turning the axles of the wheel pairs in steep curves occurs in the opposite direction to the rotation of the center of mass of the trolley around the center of curvature of the rail track.

This process ends at the first meters of movement along a curved section of the path. Further steady motion of the locomotive in the curve occurs with fixed values of the skew angles of the bogies and the rotation angles of the axles of the wheelsets. In this case, the wheel flange of the front pair of wheels of each trolley acts with great effort on the outer rail. As a result, intense lateral wear of the rail head and the flange of the free wheel occurs.

The intensity of lateral wear is proportional to the force of the ridge pressure on the rail.

где k - коэффициент пропорциональности.It is known that with steady motion of a locomotive in a curve with a radius of less than 2500 m, the pressure force (N) on the rail of the ridge of the running wheel of each trolley is proportional to the algebraic sum of the skew angle (λ) of the trolley and half the rotation angles (δ ₁ ) and (δ ₂ ) ee of the front and rear wheel pairs:

where k is the coefficient of proportionality.

угла перекоса тележек и половинных значений углов разворота ее крайних колесных пар.To reduce lateral wear of wheel flanges and rail heads, it is necessary, with the steady movement of each truck in the curved sections of the track, to ensure the minimum amount of algebraic sum

the skew angle of the bogies and half the values of the turning angles of its extreme wheelsets.

угла перекоса тележек и половинных значений углов разворота ее колесных пар достигается за счет частичной взаимной компенсации значений углов разворота δ₁ и δ₂ крайних колесных пар благодаря установке их в положения, близкие к радиальным [1].A device for installing wheelsets of a locomotive trolley in a curve in which the reduction of the algebraic sum

the skew angle of the bogies and half the values of the rotation angles of its wheelsets is achieved due to partial mutual compensation of the values of the rotation angles δ ₁ and δ _{2 of the} extreme wheelsets due to their installation in positions close to radial [1].

The device is mounted on a 2-axle locomotive trolley and is a transverse articulated rod. The rod is located along the transverse axis of the cart. One hinge of the transverse rod is connected to the front wheelset, and the second hinge is connected to the rear wheelset of the trolley. The end hinges of the rod are connected to the axles of the wheel pairs by means of shoulders, each of which is perpendicular to the corresponding axis. The base of the shoulders on the axles of the wheelsets are spaced relative to each other with the formation of an antiparallelogram of the shoulders and the transverse hinge rod.

The device operates as follows.

When the locomotive trolley enters the curved section of the path, the axis of the rear wheel pair is rotated relative to the frame of the trolley by an angle δ ₂ in the direction opposite to the rotation of its center of mass around the center of curvature of the curve, causing the movement of the corresponding shoulder of the wheel pair. This movement is transmitted to the transverse hinge rod, moving it along the transverse axis of the trolley, which in turn, due to the properties of the antiparallelogram, causes the shoulder and the axis of the front wheelset to rotate at an angle δ ₁ in the direction coinciding with the rotation of its center of mass around the center of curvature of the curve. As a result, the axles of the wheel pairs of the trolley are set in positions close to radial.

они частично компенсируют друг друга.The rotation angles of the axes of the front δ ₁ and rear δ _{2 of the} wheelsets of the trolley are close in absolute value and opposite in direction, and in the algebraic sum of the angles

they partially cancel each other out.

The values of the turning angles δ ₁ and δ _{2 of the} axles of the wheelsets depend on the conditions for inscribing the locomotive into the curve and are close to zero. The small value of the angle of rotation δ _{2 of the} axis of the rear wheelset leads, in accordance with the laws of inscribing the locomotive into the curves, to increase the skew angle λ of the trolley. The pressure on the rail of the crest of the running wheel of the trolley mainly depends on the magnitude of this angle.

двух последних слагаемых.An advantage of the known device is the reduction of the pressure force H on the rail of the ridge of the running wheel of a locomotive trolley by setting the axis of each wheelset in a position close to radial, which provides a partial exception from the algebraic sum of the skew angle of the carriage and half the values of the rotation angles of the axles of its wheelsets

the last two terms.

The disadvantage of this device is the preservation of a sufficiently large pressure force H on the rail of the ridge of the running wheel, due to the increased value of the skew angle λ of the trolley, arising in accordance with the patterns of inscribing the trolley into the curves at a small turning angle δ _{2 of the} axis of the rear wheelset, and incomplete mutual compensation of the turning angles δ ₁ and δ ₂ axles of wheel sets.

достигается за счет полной взаимной компенсации значений углов разворота δ₁ и δ₂ крайних колесных пар благодаря радиальной установке осей этих колесных пар [2].The closest to the claimed solution for the maximum number of similar features and the achieved result is a device for radial installation of wheel pairs of a locomotive trolley, in which reducing the algebraic sum of the skew angle of the trolley and half the values of the rotation angles of the axles of its wheel pairs

is achieved due to the complete mutual compensation of the values of the turning angles δ ₁ and δ _{2 of the} extreme wheelsets due to the radial installation of the axes of these wheelsets [2].

A device for installing wheelsets of a locomotive carriage in a curve consists of two similar articulated link mechanisms, each of which is mounted on the front and rear wheel pairs of a 2-axle locomotive carriage, and two synchronizing mechanisms.

Each articulated link mechanism contains two vertical struts, a transverse link and two elastic longitudinal links (elastic axle boxes). Each vertical rack is mounted on the frame of the trolley with the possibility of rotation around its axis and is made with two shoulders. In this case, the shoulders of each rack are located at an angle to each other. The first shoulders of the uprights are of equal length, and the second shoulders are at least the same length as the first shoulders.

The transverse thrust is made in the form of a double-hinged rod. Each end of the transverse link is pivotally connected to the first shoulder of the corresponding vertical strut. The axis of rotation of the hinges of the transverse link are mutually parallel to each other and to the axis of rotation of the vertical strut.

Each elastic longitudinal rod is pivotally connected at one end to the corresponding axle box of the trolley wheel pair, at the other end, to the second shoulder of the corresponding vertical strut. The axis of rotation of the end joints of each longitudinal rod is perpendicular to the rod itself and is located at right angles to each other.

Each synchronizing mechanism is installed on each side of the trolley and is connected to the corresponding axle boxes of the wheelsets with the possibility of turning the axles of the wheelsets of the trucks in opposite directions.

The device operates as follows.

When a locomotive trolley enters a curved section of the path, the axis of the rear wheel pair is turned at an angle δ ₂ relative to the trolley frame in the direction opposite to the rotation of its center of mass around the center of curvature of the curve, causing the movement of synchronizing mechanisms, elastic longitudinal, transverse rods and the rotation of the vertical struts.

The synchronizing mechanisms act on the axleboxes of the front wheelset, causing a rotation of its axis by an angle δ ₁ in the direction coinciding with the rotation of its center of mass around the center of curvature of the curve. The result is a radial installation of the axles of the wheelsets of the trolley.

In this case, firstly, the rotation angles δ ₁ and δ _{2 of the} axles of the front and rear wheelsets of the trolley are equal in magnitude and opposite in direction, and in the algebraic sum of the angles they cancel each other out. Secondly, the value of the equal turning angles δ ₁ and δ _{2 of the} axles of the wheelsets depends on the conditions of inscribing the locomotive into the curve and is a value close to zero. The small value of the angle of rotation δ _{2 of the} axis of the rear wheelset leads, in accordance with the laws of inscribing the locomotive into the curves, to increase the skew angle λ of the trolley. The pressure force N on the rail of the ridge of the running wheel of the trolley depends on the magnitude of this angle.

двух последних слагаемых.The advantage of the known device is the reduction of the pressure force H on the rail of the ridge of the running wheel of a locomotive trolley due to the radial installation of the axles of the extreme wheelsets, which ensures that the torsion angle of the trolley and half the values of the rotation angles of the axles of its extreme wheelsets are excluded from the algebraic sum

the last two terms.

The disadvantage of this device is the preservation of the pressure force H on the rail of the ridge of the running wheel, due to the increased value of the skew angle λ of the trolley, arising in accordance with the laws of inscribing the trolley into the curves at a small turning angle δ _{2 of the} axis of the rear wheelset.

.The problem solved by the invention is to develop a device for installing the wheelsets of a locomotive trolley in a curve, which, when the locomotive is in steady motion in a circular curve, eliminates the pressure force H on the ridge rail of the running wheel of the trolley by ensuring the minimum algebraic sum of the skew angle of the trolley and half angles turning axles of its wheelsets

.

To solve this problem, the known device for mounting wheel pairs of a locomotive trolley in a curve, mounted on a locomotive trolley, containing two vertical racks, a transverse link and two elastic axle boxes and in which each vertical strut is mounted on the trolley frame with the possibility of rotation around its axis and is made with two shoulders, while the shoulders of each strut are at an angle to each other, the first shoulders of the struts have an equal length, and the second shoulders have at least the same length, each end along of the traction rod is pivotally connected to the first shoulder of the corresponding vertical strut, each axle link is connected at one end to the corresponding axle box of the trolley wheel pair, the other end is connected to the second shoulder of the corresponding vertical strut, while the axis of rotation of the end hinges of each leash are perpendicular to the leash and are located at right angles to each other to a friend, it is additionally equipped with a control unit with a plan of the operated track section and a locomotive displacement sensor, the transverse link is made of three articulated of these links, the axis of rotation of the end and inner hinges of which are mutually parallel with each other and the axis of rotation of the vertical strut, the middle link of the transverse thrust is made with a self-braking reversible drive mounted on the frame of the cart and made with the possibility of translational movement in the transition curve of the middle link of the transverse thrust along its longitudinal axis and providing a driving force depending on the radius of curvature of the transition curve equal to

where β is the coefficient of elastic slip of the wheel along the rail at a unit vertical load on the wheel,

N is the vertical load on each wheel of the trolley,

l is half the distance between the contact points of the wheels with the average position of the wheelset in the rail track,

l ₀ - half the distance between the centers of the axle boxes of one wheelset,

r ₁ and r ₂ are the lengths of the first and second shoulders of the upright,

and ₁ , a ₂ ... a ₆ are the coefficients of differential equations characterizing the steady motion of a locomotive trolley along a curved section of the path, determined from the relations

where φ is the conicity of the middle part of the surface of the wheel rim,

b is the nominal radius of the circumference of the wheel,

L - half the base of the trolley,

u is half of the track clearance,

C is the stiffness coefficient of the axle box assembly in the longitudinal direction,

ρ is the radius of curvature of the axial line of the rail track,

ρ ₀ is the radius of curvature of the axial line of the rail track at F (ρ) = 0,

the control unit is electrically connected to the drive and the locomotive displacement sensor.

The introduction of new elements in the device for installing the wheelset of a locomotive trolley in a curve and the resulting new interconnection and new mutual arrangement of the elements of the device indicate that the proposed solution meets the patentability criterion of “novelty”.

Thanks to the introduction of the control unit with the plan of the operated track section, the locomotive displacement sensor and the execution of transverse thrust from three articulated links with a self-braking reversible drive on the middle link mounted on the trolley frame and providing translational movement of the middle link along its longitudinal axis and driving force F (ρ) depending on the radius of curvature of the transition curve, the pressure force N on the rail of the ridge of the running wheel of the trolley is completely excluded with a steady zhenii locomotive in a circular curve.

, от которой зависит сила давления H гребня на рельс, становится равной нулю. Равенство нулю алгебраической суммы

обеспечивается за счет компенсации угла перекоса λ и половинного значения угла разворота δ₂ оси задней колесной пары только одним слагаемым этой суммы, а именно половинным значением угла разворота δ₁ оси передней колесной пары. Необходимое для компенсации значение угла δ₁ достигается действием на переднюю колесную пару дополнительного разворачивающего момента, создаваемого устройством, который влияет на угол разворота δ₁ оси передней колесной пары, но не изменяет угол перекоса λ и угол разворота оси задней колесной пары δ₂.This is due to the fact that the value of the algebraic sum of the skew angle of the cart and half the values of the rotation angles of the axles of its wheelsets

, on which the pressure force H of the ridge on the rail depends, becomes equal to zero. Equal Zero Algebraic Sum

is ensured by compensating the skew angle λ and the half value of the steering angle δ _{2 of the} axis of the rear wheel pair with only one term of this sum, namely the half value of the turning angle δ _{1 of the} axis of the front wheel pair. The angle δ ₁ required for compensation is achieved by the action on the front wheel pair of an additional turning moment created by the device, which affects the turning angle δ _{1 of the} axis of the front wheel pair, but does not change the skew angle λ and the turning angle of the axis of the rear wheel pair δ ₂ .

, влияющая на силу давления H колеса на рельс, уменьшается незначительно. Это обусловлено тем, что изменение алгебраической суммы

известных решениях достигается за счет уменьшения либо угла перекоса λ тележки, либо полусуммы углов разворота осей ее колесных пар δ₁ и δ₂. Однако уменьшение угла перекоса тележки λ в соответствии с закономерностями вписывания локомотивов в кривые приводит к возрастанию полусуммы углов разворота осей ее колесных пар δ₁ и δ₂, а уменьшение полусуммы углов разворота δ₁ и δ₂ - к увеличению угла перекоса λ. В итоге в обоих случаях алгебраическая сумма

уменьшается незначительно, что существенно не сказывается на уменьшении силы давления H гребней колес на рельсы и на снижении бокового износа.In the prior art, devices are known for mounting wheel pairs of a locomotive trolley in curves [1, 2, 3] in which the algebraic sum

, affecting the pressure force H of the wheel on the rail, decreases slightly. This is due to the fact that a change in the algebraic sum

Known solutions are achieved by reducing either the skew angle λ of the trolley or the half-sum of the rotation angles of the axles of its wheelsets δ ₁ and δ ₂ . However, a decrease in the skew angle of the trolley λ in accordance with the laws of inscribing locomotives into the curves leads to an increase in the half-sum of the rotation angles of the axles of its wheelsets δ ₁ and δ ₂ , and a decrease in the half-sum of the rotation angles δ ₁ and δ ₂ leads to an increase in the skew angle λ. As a result, in both cases the algebraic sum

decreases slightly, which does not significantly affect the decrease in the pressure force H of the wheel flanges on the rails and the decrease in lateral wear.

и исключение силы давления H гребня набегающего колеса на рельс. Наличие нового технического результата, не вытекающего из известного уровня техники, свидетельствует о соответствии заявляемого решения критерию патентоспособности «изобретательский уровень».Thus, the prior art does not contain solutions which, when locomotive carts move in curves, ensure that the algebraic sum

and the exclusion of the pressure force H of the flange on the rail. The presence of a new technical result, not arising from the prior art, indicates the conformity of the proposed solution to the patentability criterion of "inventive step".

The drawing shows in plan a device for installing wheelsets of a locomotive trolley in a curve.

A device for installing wheel pairs of a locomotive car in a curve is mounted on the front-wheel wheel pair 1 of a biaxial locomotive car to provide a turn of its axis when the locomotive moves. It contains two vertical posts 2, a transverse link 3 and two elastic axle boxes 4 and a self-braking reversible drive 5, a control unit 6 with a plan of the operated track section and a locomotive movement sensor 7.

Each vertical rack 2 is mounted on the frame of the cart 8 with the possibility of rotation around its axis. Moreover, each vertical rack 2 is made with two shoulders 9 and 10. The shoulders 9 and 10 of each rack 2 are located at an angle to each other at the same or at different heights. The first shoulders 9 of the uprights 2 are of equal length, the second shoulders 10 are either of the same length or different, satisfying dimensional constraints.

The transverse rod 3 is made of three pivotally connected links 11, 12 and 13. The axis of rotation of the end and inner hinges of the transverse rod 3 are mutually parallel to each other and to the axis of rotation of the vertical strut 2.

The middle link 12 of the transverse link 3 is made with the possibility of its translational movement in a transition curve along its longitudinal axis relative to the frame of the truck 8.

The middle link 12 is connected to a self-braking reversible drive 5 mounted on the frame of the trolley 8 and creating a driving force on the middle link, set equal to the radius of curvature of the transition curve, equal to

where β is the coefficient of elastic slip of the wheel along the rail at a unit vertical load on the wheel,

N is the vertical load on each wheel of the trolley,

l is half the distance between the contact points of the wheels with the average position of the wheelset in the rail track,

l ₀ - half the distance between the centers of the axle boxes of one wheelset,

r ₁ and r ₂ are the lengths of the first and second shoulders of the upright,

a ₁ , a ₂ ... a ₆ are the coefficients of differential equations characterizing the steady motion of a locomotive trolley along a curved section of the path, determined from the relations

where φ is the conicity of the middle part of the surface of the wheel rim,

b is the nominal radius of the circumference of the wheel,

L - half the base of the trolley,

u is half of the track clearance,

C is the stiffness coefficient of the axle box assembly in the longitudinal direction,

ρ is the radius of curvature of the axial line of the rail track,

ρ ₀ is the radius of curvature of the axial line of the rail track at F (ρ) = 0.

The parameters l ₀ , φ, b, L, s for each type of locomotive trolley have specific values, the parameters l, u, ρ for each section of the curve are given values. The parameters r ₁ and r ₂ are assigned for design reasons. The coefficient β is established in accordance with the calculation methodology for taking into account elastic slip forces [4]. The vertical load N on each wheel of the bogie is determined by calculation, depending on the operating conditions of the locomotive [5].

Self-locking reversing drive 5 is made in a known manner in the form of either a screw mechanism or a wedge mechanism.

Each extreme link 11 and 13 of the transverse link 3 is pivotally connected to the first shoulder 9 of the corresponding vertical strut 2.

The elasticity of axle boxes 4 is ensured by performing its hinges with rubber-metal bushings.

Each elastic axle box leash 4 is connected at one end to the corresponding axle box 14 of the trolley wheel pair 1, at the other end, to the second shoulder 10 of the corresponding vertical strut 2. The axis of rotation of the end hinges of each leash 4 is perpendicular to the leash itself and located at right angles to each other.

The control unit 6 is electrically connected with a self-braking reversible drive 5 and a locomotive 7 movement sensor. The control unit 6 and a locomotive 7 movement sensor are mounted on the frame of the carriage 8.

Self-braking reversible drive provides the movement of the middle link 12 of the transverse link 3 only if and in the direction of the driving force F (ρ).

When the locomotive moves in the forward and reverse directions, the device for installing wheelsets is installed on both the front and rear wheelsets, working independently, depending on the direction of travel of the locomotive.

The device operates as follows.

1. When the locomotive moves along a straight section of the track or in a gentle curve with a radius of ρ≥ρ _{0, the} wheelsets 1 of the trolley move with short-term periodic pressing of the ridges of the running wheels to the rail. The resulting pressure forces H of the ridge on the rail are small. The control unit 6 is disconnected from the drive 5, the driving force F (ρ) is equal to zero, and the device for installing the wheelset of the locomotive car in the curve is in the initial position. In this position, due to the accepted ratios of the geometric parameters of the device, the links of the transverse link 3 are located on a straight line perpendicular to the longitudinal axis of the trolley, and its center point coincides with this axis. The first shoulders 9 of the uprights 2 are parallel to the longitudinal axis of the trolley, the second shoulders are perpendicular to this axis and directed in opposite directions. Such an arrangement, the above-described elements of the device occupy both in the case of a nominal arrangement of the wheel pair 1 relative to the frame of the trolley 8, when the axle boxes 4 are parallel to the longitudinal axis of the trolley, and in the case of small displacements of the pair of wheels 1 from the nominal position, at which the resulting deformations of the axle boxes 4 are compensated by leashes 4 themselves due to their elasticity.

2. When the locomotive moves along the input transition curve, the locomotive 7 displacement sensor transmits its coordinates to the control unit 6, which compares the obtained coordinates with the plan of the operated track section and determines the radius of curvature ρ of the rail track for each locomotive position. At the initial stage of movement at ρ≥ρ _{0, the} device for installing the wheelsets of the locomotive carriage in the curve is in the initial position and does not work, as when the locomotive moves along a gentle curve.

When ρ <ρ _0, in accordance with the laws of fitting into steep curves, the wheelsets of the locomotive carriage are acted upon by moments of force that cause the cart to warp for the first time at the angle λ and primary axle turns of the front wheel pair at an angle of δ ₁ , and the rear wheel pair at an angle of 1 δ ₂ . Trolley skewing and axle turning occurs in the opposite direction of inscribing the trolley into curves.

The unfolding moment on each wheelset creates equal in magnitude and opposite in direction longitudinal forces in the elastic axle boxes 4. These forces are then transmitted through the shoulders 9, 10 of the vertical struts 2 and the extreme links 11, 13 to the middle link 12 of the transverse link 3. As a result along the axis of the link 12, a force is generated directed to the inner rail of the track, which is transmitted through the supports of the self-braking drive 5 to the frame of the carriage 8. The force on the link 12 does not depend on small deformations of the elastic leads 4 and is determined only by the value of pa rotates the torque on the wheel pair.

The initial warping of the trolley and the rotation of the axles of its wheelsets leads to the pressing of the ridge of the running wheel to the rail, creating lateral pressure of the ridge on the rail.

When ρ = ρ _0, the control unit 6 includes a drive 5, which generates a driving force F (ρ) on the middle link 12 of the transverse link 3 directed to the outer rail of the curve. This force depends on the parameters of the cart and the radius of curvature, varying in the interval ρ ₀ ≤ρ <ρ _cr , where ρ _cr is the radius of curvature of the circular curve, and is determined by the formula

where β is the coefficient of elastic slip of the wheel along the rail at a unit vertical load on the wheel,

N is the vertical load on each wheel of the trolley,

l is half the distance between the contact points of the wheels with the average position of the wheelset in the rail track,

l ₀ - half the distance between the centers of the axle boxes of one wheelset,

r ₁ and r ₂ are the lengths of the first and second shoulders of the upright,

and ₁ , a ₂ ... a ₆ are the coefficients of differential equations characterizing the steady motion of a locomotive trolley along a curved section of the path, determined from the relations

where φ is the conicity of the middle part of the surface of the wheel rim,

b is the nominal radius of the circumference of the wheel,

L - half the base of the trolley,

u is half of the track clearance,

C is the stiffness coefficient of the axle box assembly in the longitudinal direction,

ρ is the radius of curvature of the axial line of the rail track,

ρ ₀ is the radius of curvature of the axial line of the rail track at F (ρ) = 0.

Under the action of the force F (ρ), the middle link 12 moves translationally in the direction of its longitudinal axis and drives the links 11, 13 of the transverse 3, the arms 9, 10 of the vertical strut, deforms the elastic leashes 4. In this case, the middle link 12 transfers to the extreme links 11 , 13 a force equal to 0.5F (ρ), which is then transmitted through the shoulders 9, 10 of the vertical strut 2 and the elastic leash 4 to the corresponding axle box 14 of the pair of wheels 1. The forces transmitted to the axle boxes 14 form an additional turning moment on the front wheelset 1, opposite moment This reversal of the primary axle. In this case, the additional turning moment does not affect the warping of the trolley and the turning of the rear wheelset.

близка к нулю в переходной кривой и равна нулю - в конце переходной кривой.The magnitude of the additional turning moment does not depend on small displacements of the device elements and the deformations of the elastic leashes 4. The turning moment is mainly determined by the magnitude of the driving force F (ρ) and exceeds the value of the primary turning moment on the wheel pair 1. The resulting action of the two moments causes the front wheel axle to turn around. in the direction of fitting the trolley into the curve, namely in the direction opposite to the warping of the trolley and turning the axis of the rear wheelset. The resulting steering angle δ ¹ _{1 of the} front wheel pair in each position of the trolley is close in magnitude to the sum of the double tilt angle λ of the trolley and the turning angle δ _{2 of the} axis of the rear wheel pair. As a result, the algebraic sum of the skew angle of the trolley and half the values of the rotation angles of the axles of its wheelsets

close to zero in the transition curve and equal to zero at the end of the transition curve.

As a consequence of this, the pressure force H on the track flange rail in the transition curve is negligible, and the end of this curve is zero.

что полностью исключает силу давления Н на рельс гребня набегающего колеса.3. At the beginning of the circular curve with ρ = ρ _cr, the control unit 6 turns off the drive 5. The action of the force F (ρ) is terminated. In this case, the self-braking drive prevents the position of the middle link 12, which it occupied under the action of the force F (ρ), from changing. Maintaining the position of the middle link 12 ensures that the position of the elements of the device remains unchanged and the skew angle λ of the trolley and the rotation angles of the axles of the wheelsets δ ¹ ₁ and δ _{2 are} maintained throughout the movement of the trolley in a circular curve. The value of the algebraic sum of the skew angle of the trolley and half the values of the angle of rotation of the axles of its wheelsets is also kept equal to zero.

which completely excludes the force of pressure N on the rail of the ridge of the running wheel.

4. When moving along an output transition curve, the conditions for inscribing a locomotive are similar to the conditions for inscribing it when moving along an input transition curve, and the direction of the process changes.

At the beginning of the output transition curve, the control unit 6 includes a drive 5, which creates a driving force F (ρ) on the middle link 12 of the transverse thrust 3 directed to the inner rail of the track and changing in accordance with an increase in the radius of curvature in the interval ρ _cr ≥ρ≥ρ ₀ . Under the action of the force F (ρ), the elements of the device come into motion, returning the device for setting the wheelset to its original position. In this case, the force F (ρ) is transmitted to both axle boxes 14 of the front wheel pair 1, creating an additional turning moment on it, which coincides in direction with the moment of its initial turn.

в интервале изменения радиуса кривизны ρ_кр≥ρ≥ρ₀ остается близкой к нулю. Сила давления Н на рельс гребня набегающего колеса при этом незначительна.The resulting action of the primary and additional moments causes a decrease in the angle of rotation of the axis of the front wheelset δ ¹ ₁ in the direction opposite to the inscription of the truck into the curve. The skew angle λ of the trolley and the turning angle δ _{2 of the} axis of the rear wheelset have small gradually decreasing values. As a result, the algebraic sum of the skew angle of the trolley and half the values of the rotation angles of the axles of its wheelsets

in the range of variation of the radius of curvature ρ _cr ≥ρ≥ρ ₀ remains close to zero. The pressure force N on the track flange rail is negligible.

When ρ = ρ _{0, the} device for installing the wheelsets takes its initial position, the control unit 6 turns off the drive 5. The driving force F (ρ) and the additional turning moment created by it on the front wheel pair are equal to zero. At the same time, at ρ = ρ _{0, the} primary turning moments on the bogie and its wheelsets become close to zero.

принимают близкие к нулю значения. Близка к нулю и сила давления Н на рельс гребня набегающего колеса.As a result, the skew angle λ of the trolley and the rotation angles of the axles of its wheelsets δ ¹ ₁ and δ ₂ , as well as their algebraic sum

take values close to zero. Close to zero is the pressure force H on the rail of the caster of the free wheel.

These fit conditions remain until the locomotive leaves the transition curve on a straight section of the track.

For example, for an electric locomotive VL80, when moving along a circular curve ρ _cr = 300 m, the constant geometric and power parameters have the following known values [4, 5]: coefficient of elastic wheel slip on a rail with a unit vertical load on the wheel β = 21; vertical load on each wheel of the trolley N = 114.3 kN; half the distance between the contact points of the wheels with the middle position of the pair of wheels in the rail track l = 0.8028 m; half the distance between the centers of the axleboxes of one wheel pair l ₀ = 1.1 m; the conicity of the middle part of the surface of the wheel rim φ = 0,05; the nominal radius of the circumference of the wheel b = 0.625 m; half of the base of the trolley L = 1.5 m; half of the gauge gap u = 0.017 m; the stiffness coefficient of the axle box assembly in the longitudinal direction is c = 1680 kN / m.

For structural reasons, the lengths of the first and second shoulders of the upright are assumed to be equal to r ₁ = r ₂ = 0.015 m. The calculated radius of curvature of the axial line of the rail track at zero value of the driving force ρ ₀ = 2500 m

The values of the fit parameters characterizing the steady-state movement of the electric locomotive in a circular curve ρ = 300 m are shown in the table.

Fit options The inventive device Prototype device 1. The primary turning moment on the front wheelset, kN · m 5.07 5.07 2. The driving force F (ρ) in the transition curve at ρ = 300 m, kN 40.76 Absent 3. Additional turning moment on the front wheelset, kN · m -44.83 Absent 4. The skew angle of the cart λ · 10 ^-3 , rad 3.83 5.43 5. The angle of rotation of the axis of the front wheelset δ ¹ ₁ · 10 ^-3 , rad -9.78 -0.62 6. The angle of rotation of the axis of the rear wheelset δ ₂ · 10 ^-3 , rad. 2.12 0.62

рад7. Algebraic sum of angles

glad 0 5.43 8. The pressure force of the flange of the running wheel on the rail N, kN 0 52.18

Using the proposed solution allows, when inscribing in the curves of a locomotive with various types of bogies, to reduce by 2-3 times the pressure force H on the rail of the ridge of the wheel in transition curves and completely eliminate it in circular curves.

Information sources

1. The mechanical part of the traction rolling stock / Ed. I.V. Burikova. - M .: Transport, 1992. P.168.

2. Application No. 96114300 of the Russian Federation, IPC 6 B 61 F 5/38. Biaxial crew with a radial installation of wheelsets / V.V. Berezin, A.I. Kokorev, V.V. Potehin and others; Research Institute of Diesel Locomotives and Track Machines (RF). - Declared 07/11/96; Publ. 08/10/97.

3. Pat. No. 2176202 of the Russian Federation, IPC 7 B 61 F 5/38. Device for automatic control of bogies in curved sections of the track / Grigorenko V.G., Doronin V.I., Leonov E.A. and etc.; DVGUPS (RF). - Announced on 11/30/2000; Publ. 11/21/2001, Bull. No. 33.

4. Doronin S. V. Determination of the parameters for fitting electric locomotives of the VL80 series into curved sections of the track: a training manual / S.V. Doronin, A.E. Stetsyuk. - Khabarovsk: Publishing House DVGUPS, 2000. P.46.

5. Doronin V.I. The reasons for the skew installation of bogies in curves / V.I. Doronin, S.V. Doronin // Improving the efficiency of operation of rolling stock in the Far East region: Sat. scientific tr DVGUPS. - Khabarovsk: DVGUPS Publishing House, 1999, p. 61.

Claims (1)

A device for mounting wheel pairs of a locomotive trolley in a curve mounted on a locomotive trolley, comprising two vertical struts, a transverse link and two elastic axle boxes, and in which each vertical strut is mounted on the frame of the trolley with the possibility of rotation around its axis and is made with two shoulders, the shoulders of each strut are angled to each other, the first shoulders of the struts have an equal length, and the second shoulders have at least the same length, each end of the transverse link is pivotally connected to the first apart from the corresponding vertical strut, each axle box leash is connected at one end to the corresponding axle box of the trolley wheel pair and at the other end to the second shoulder of the corresponding vertical strut, while the axis of rotation of the end hinges of each leash are perpendicular to the leash and are located at right angles to each other, that it is additionally equipped with a control unit with a plan of the operated track section and a locomotive displacement sensor, the transverse link is made of three articulated links c, the axis of rotation of the end and inner joints of which are mutually parallel with each other and the axis of rotation of the vertical strut, the middle link of the transverse thrust is made with a drive mounted on the frame of the trolley and made with the possibility of translational movement in the transition curve of the middle link of the transverse thrust along its longitudinal axis and providing driving force depending on the radius of curvature of the transition curve equal to

where β is the coefficient of elastic wheel slip on the rail at a unit vertical load on the wheel; N is the vertical load on each wheel of the trolley; l is half the distance between the contact points of the wheels with the middle position of the wheelset in the rail track; l ₀ - half the distance between the centers of the axle boxes of one wheel pair; r ₁ and r ₂ are the lengths of the first and second shoulders of the upright; a ₁ , a ₂ ... a ₆ - coefficients of differential equations, characterizing the steady movement of a locomotive trolley along a curved section of the path, determined from the relations

where φ is the conicity of the middle part of the surface of the wheel rim; b is the nominal radius of the wheel; L - half the base of the trolley; u is half of the gauge gap; C is the stiffness coefficient of the axle box assembly in the longitudinal direction; ρ is the radius of curvature of the axial line of the rail track; ρ ₀ is the radius of curvature of the axial line of the rail track at F (ρ) = 0, the control unit is electrically connected to the drive and the locomotive displacement sensor.