RU2294295C1 - Railway car four-wheel bogie - Google Patents

Abstract

FIELD: rail vehicles; four-wheel bogies of cargo cars.

SUBSTANCE: proposed bogie has above-spring beam with step bearing seat 2. Above-spring beam 1 is engageable with friction wedges 5 by means of inserts. Radius of generatrix of curvilinear surface of each insert and its curvature exceeds respective radius and curvature of inclined surface of each wedge. V-shaped multi-layer elastic members 9 of axle box suspension 8 are located at angle relative to longitudinal axis of side frame 3; they possess torsional rigidity relative to axis Z. Construction of adapter and faces of axle box apertures of bogie side frames are so constructed that relative elastic motion of axle box unit of wheel pair in axle box aperture is strictly limited by scheduled clearances.

EFFECT: improved riding characteristics of bogie; maintainability of above-spring beam.

3 cl, 6 dwg

Description

The invention relates to railway transport and relates to two-axle bogies of freight cars with improved driving performance and improved maintainability of the sprung beams.

Three-element carts with a central single-stage spring suspension, the frame of which consists of a nadressornoj beam containing an upper belt with a thrust seat, which includes a flat base plate and a thrust ring collar, two side frames, are widely used as freight chassis for freight cars. Bearing on bearing units of wheel sets.

Such designs include, for example, the Motion Control M-976 Truck System (USA), QCZ ₅₆ (China), ICF and MD45 / 52 (Germany), 18-100, 18-131, 18-578, 18-597 ( Russia) and 18-7020, 18-755, 18-781 (Ukraine) and others. Three-element trolleys, simple in design and maintenance, have a number of characteristic drawbacks, the main of which are increased wear of the wheels (undercutting of the ridges) and rails caused by the skew of the frame in plan and “running-in” of the side frames due to their insufficient “connectedness”, and low durability of the rubbing surfaces of the nadressornoj beams, in particular persistent annular drill that of the thrust bearing and inclined working surfaces under the wedge.

Known technical solutions [1] - [12] aimed at eliminating these drawbacks by elasticly fixing the axleboxes of the wheelsets in the jaws of the side frames and restoring the thrust shoulder and inclined working surfaces under the wedge of the pressure beam by applying metal surfacing with subsequent machining.

Information on the results of tests of freight carts with elastic fastening of wheel pairs indicate the need for their further improvement in order to achieve higher dynamic, strength and operational qualities. In addition, the restoration of the persistent shoulder of the thrust bearing and the inclined working surfaces under the wedge of the nadressor beam has a high cost of work and leads to undesirable structural changes in the surface layer.

The technical result of the present invention is to improve the rideability of the trolley and maintainability of the sprung beams.

The proposed trolley consists of a nadressornoj beam 1 (figure 1), made in the form of a box-shaped beam of equal bending resistance, and contains an upper belt with a beneath the Friday spot 2, including a flat base plate 14 (figure 2) and a persistent circular shoulder 15. The thrust plate of the thrust bearing is made in the same plane with the upper horizontal belt of the nadressornogo beam, which allows the removal of the worn thrust collar (figure 4), followed by welding of the thrust ring 17 (figure 5) with internal dimensions corresponding to the landscape hedgehogs of the thrust bearing, and the outer dimensions depend on the axial load and the required strength parameters. In cross section, the welded ring of the thrust shoulder has the form of a rectangle or an isosceles trapezoid with a chamfer along the outer lower edge.

The nadressornoj beam 1 (figure 1) is supported by the supporting surfaces 13 (figure 2) through the spring sets on the side frames 3 (figure 1) in the Central spring opening 4. The Central spring set consists of double-row springs of increased flexibility. Between the nadressornoj beam and the vertical struts of the Central spring aperture of the side frames are spring-loaded friction wedges 5. The friction wedge has an inclined curved plane for interaction with the inclined curved plane of the nadressorno beam. Special recesses 6 are made in the nadressornoj beam in the contact zone with the wedge 6. Special inserts 16 are welded to the inclined surface of these recesses (FIG. 3), in which the curved working surface, which is in contact with the wedge, is guaranteed to have larger generatrix radii than the radius of the working surface wedge.

The side frames 3 (Fig. 1) are supported by the bearing assemblies of the wheel pairs 7 through the axle box suspension 8. The elastic elements 9 of the axle box suspension having a V-shape are located at an angle to the longitudinal axis 11 of the side frame 3. The multilayer elastic elements have elastic properties in the direction of the X, Y, and Z axes, as well as torsional elasticity with respect to the Z axis. Torsional elasticity with respect to the Z axis (Сρ) depends on the allowable amount of “running-in” of the side frames of the trolley relative to each other during movement.

The lateral and angular stiffnesses of multilayer elastic blocks are selected from the conditions for ensuring minimum frame forces and achieving a straightening moment necessary to realize the effect of passive orientation of wheel pairs in curved sections of the track.

The skew of the wheelsets relative to the side frames is limited by stops. The amount of skew of the wheel pairs is selected based on the permissible mutual displacement of the side frames of the trolley in plan when moving along straight sections of the track and when the trolley passes curves.

When the trolley moves in straight sections of the track (Fig. 1), when the longitudinal axes 11 of the side frames 3 are perpendicular to the longitudinal axes 10 and 12 of the nadressornoj beam 1 and wheel pairs 7, and the supporting surface 13 of the nadressornoj beam 1 (Fig.2) is parallel to the supporting surface of the spring set 4 (figure 1) of the side frame 3, there is a force on the wedges 5 and the elastic elements 9 along the axial line 11.

During the passage of the curved sections of the track (Fig. 6), when the wheel of the first pair of wheelset 7 interacts with the outer rail head with its crest, forces and moments arise that tend to shift the frame elements of the trolley in the horizontal plane relative to the normal, as shown in FIG. 1, the location of the nadressornoj beams, side frames and wheelsets.

Due to the curvilinear generatrix of the mating surfaces of the nadressornoj beam and the wedge and the fact that the curvature of the mating surface of the nadressornoj beam is greater than the curvature of the mating surface of the wedge, when the angular displacements of the nadressornoj beam and side frame in the horizontal plane occur, the contact point of the nadressorno beam and the wedge is shifted along the generatrix of the contact surface of the wedge relative to the axis 11. The resulting force F wherein _n directed to the center of the radius forming surface, on the friction surface "wedge-frame Lateral "decomposed on the surface of normal force and frictional force F F _T acting in the plane of friction. Thus, an equilibrium position of the wedge is achieved in the system “nadressornaya-wedge-frame-side frame” and a moment arises that resists the mutual movement of the side carriage frames.

In turn, due to the elastic elements of the axle box spring suspension, having a V-shape and located at an angle to the longitudinal axis of the side frame, having a given torsional rigidity relative to the Z axis (Сρ), there is an elastic-dissipative resistance to the skew of the wheel pairs and side frames caused by the forces and moments.

The proposed elastic-dissipative connection of the side frame with the wheelset, as well as the dissipative connection with the sprung beam, makes it possible to increase the “connectedness” of the frame elements of the trolley and reduce the skew of the frame in plan and the “running” of the side frames, reduces the dynamic effect of the car on the track, thereby reducing wheel wear and rails, simultaneously reduces the resistance to the movement of cars and the likelihood of them coming off the rails

In addition, when repairing the nadressor beam, it is possible to remove the worn thrust ring of the thrust bearing and the liner of the tilted surface of the nadressor beam, and weld new ones in their place, which provides lower repair costs and minimizes the thermal effect on the surface of the base plate and the tilted surface of the nadressor beam .

The above design features have found application in the model 18-4129 trolley designed by the Separate Design Bureau of OJSC DVM. This biaxial trolley is designed for freight cars of 1520 mm gauge railways with a maximum static axle load of 245 kN and a design speed of 120 km / h.

Brief Description of the Drawings

Figure 1 - normal position of the elements of a biaxial trolley of a railway carriage in straight sections of the track, top view.

Figure 2 - nadressornoj beam with a base plate made in the same plane with the upper horizontal belt and a persistent circular shoulder, side view.

Figure 3 is a cross-section of the nadressornoj beams in a vertical plane in place of the nests under the friction wedge with the liner installed on BB-B of figure 2.

Figure 4 - removal of a worn-out persistent circular collar in the thrust bearing of the overpressor beam, view A of figure 2.

Figure 5 - installation of the thrust ring in the thrust bearing of the nadressornoj beam, view A of figure 2.

6 is a position of the elements of a biaxial trolley of a railway carriage when passing curved sections of the track, top view.

Information sources

1. D. Vikas, Dynamics of biaxial bogies, pp. 17-21, magazine “Railways of the world” No. 11/97, Moscow.

2. L.D. Kuzmin, A.B.Survillo, V.M. Barbashov, V.D. Zuckerman. The study of the dynamic qualities of experimental KrVZ carts for freight cars with an axial load of 245 kN. - Proceedings of the VNIIvagonostroeniya, 1980, issue 42, p. 39-49.

3. Not Quyonq. New trolleys for freight cars (China). Chinese Railway, 1997, No. 2, pp. 42-47.

4. Motion Control M-976 Truck System. www.ASFGLOBAL.com.

5. Trolley for railway cars. Buckeye steel castings Co. US patent 97 858672 05/19/97; EP 98 98308243 10/09/98.

6. Railway trolley. Federal State Unitary Enterprise "PO Uralvagonzavod" Patent RU 42992 U1.

7. Truck carriage. OJSC Altaivagonzavod. Patent RU 2224673 C2.

8. E. Andersson. The cart with the elastic direction of wheel sets for freight cars. Glasers Annalen, 1988, No. 9. S.315-318.

9. The cart of the railway carriage. State Unitary Enterprise "PO Uralvagonzavod". Patent RU 2200681 C2.

10. Railway freight trolley for higher speeds. FSUE "TsKB TM". Patent RU 39558 U1.

11. The biaxial cart for freight railway cars of a track of 1520 mm. GUP "UO VNIIZHT". Patent RU 42991 U1.

12. A method of restoring a thrust bearing of a wagon carriage and a device for its implementation. Patent RU 99125474 A.

Claims (3)

1. A biaxial trolley of a railway carriage containing a nadressornoj beam, which is made in the form of a box-shaped beam of equal section resistance to bending and has an upper belt with a thrust bearing, which includes a nadressornoj beam made in the same plane as the upper horizontal belt, a base plate and a persistent circular collar as well as welded liners in the inclined surfaces of the nests for friction wedges, while the nadressorno beam is installed supporting surfaces on the spring sets, including two row springs of increased flexibility, two of which are installed under friction wedges having inclined curved surfaces for interacting with inclined curved surfaces of the liners of the overpressure beam, having guaranteed larger radii than those forming the radii of the working surfaces of the wedges, and vertical surfaces interacting via planks of wear-resistant material with corresponding surfaces in the central openings of the side frames, supported by axle box openings without V-shaped multilayer elastic elements of axle box suspension and adapters interacting with them on bearing units of wheelsets braked by brake shoes mounted on shoes, characterized in that the curvature of the generatrix of the curved surface of each liner, through which the mating spring interacts with them frictional wedges, more than the curvature of the generatrix of the curved surface of each friction wedge, and V-shaped multilayer elastic elements of the axle box suspension The wedges are located at an angle to the longitudinal axis of the side frame and have the specified torsional rigidity relative to the Z axis, while the adapter and the sides of the axle openings of the side frames of the trolley are made so that the mutual elastic movement of the axle box of the wheel pair in the axle opening of the side carriage frame is strictly limited to regulated clearances. 2. A biaxial trolley of a railway carriage according to claim 1, characterized in that the thrust plate of the thrust bearing is made in the same plane with the upper horizontal belt of the nadressor beam. 3. The biaxial trolley of a railway carriage according to claim 1, characterized in that the inserts of the nadressornoj beams are removable.

Images