RU2440907C2 - Freight car bogie - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: bogie mounted axle is divided into two semi-axles each equipped with axle boxes arranged on both sides of the wheel. Both parts of mounted axle are coupled at central part by their semi-axles fitted in the tube and spring. Side covers are arranged on box axles and jointed by bolster whereon set of springs is placed. Said set of springs consists of top and bottom packs of sheets. Top pack concave side is directed downward while bottom pack concave side is directed upward. Bottom pack thrusts via tribo-pair against bolster while top pack takes up car body load via bolster slide block. Every said pack features different frequency dissipation characteristics and spectra of natural oscillations. Note here that frequency characteristics of top pack are shifted toward lower frequencies. Pivot passes through coupled pack central part, bearing and thrust bearing to be locked in bolster sleeve.

EFFECT: reduced wear of bogie in motion on curves.

4 cl, 3 dwg

Description

The present invention relates to the field of car building and can be used to create carts of a railway car with an increased resource.

Known designs of trolleys for freight cars, made on the basis of a rigid wheelset, have significant disadvantages:

- restriction on the speed of movement in straight sections of the track, since when the critical value of speed is exceeded, self-oscillations of the wobble appear, which lead to an increased impact on the track, there is a danger of derailment;

- when moving in curves, significant lateral forces arise due to wheel slippage on rails when the trolley rotates due to fitting into the curves.

When the car moves along a curved path, there is increased wear of the ridge and the surface of the wheels, run-in sidewalls with disruption of the spring-friction shock absorber. To compensate for these phenomena, the speed of movement is reduced, various fundamental changes in the design of the carts are proposed.

Known truck wagon (patent RU No. 2274571, IPC B61F 5/02, filing date 03/20/2001). The design of the trolley contains a supporting frame with longitudinal and transverse beams with longitudinal sprung balancers pivotally mounted on it, at the free ends of which the axle boxes are fixed, and the central beam is equipped with a Friday assembly. In this case, the balancers are installed at an angle to the longitudinal axis and are spring-loaded with torsion bars fixed inside the hollow transverse beams. The axleboxes are made with internal sprung formed by vertical springs and inclined rubber-metal elastic elements having flexibility in six coordinates to provide the required operating conditions for axlebox bearings with radial installation of wheel pairs, as well as to ensure smoothness and impact on the path. The problem posed here is solved by excessive complexity of the design with the inevitable inertia of the adjustment processes for changing the level of impacts, including at low temperatures, on inclined rubber-metal elastic-flexible elements.

A known construction of a trolley for freight cars (patent RU No. 2058241, IPC B61F 5/38, filing date 12/29/1992), which has a reduced effect on the rail in the curved sections of the track. The goal is achieved by the fact that it is proposed to ensure the movement of the axle boxes relative to the side of the frame and the articulated linkage associated with the body. Such devices have a linkage with the body. These bogies, having less impact on the path in the curved sections of the path, are more prone to wagging in straight lines, since the rotation of one wheel pair relative to its vertical axis is coupled with the rotation of the second wheel pair, which does not interfere, but, on the contrary, facilitates the rotation of the cart relative to the path axis and is a source of intense crew vibrations in a straight line.

The design of the railway rolling stock trolley was investigated (patent RU No. 2031029, IPC B61F 5/38, claimed 07.02.1990). The essence of the invention lies in the fact that the frame of the trolley consists of a nadressornoj beam and two sidewalls with forked ends, forming rectangular openings for placing wheels in them, whose axes are secured by axle boxes in the branches of the forked ends of the sidewalls. The design of the trolley includes cross members connecting each other at the ends of the sidewalls and elastically fixed in the branches of the sidewalls with blocks with vertically arranged cylindrical surfaces made on the surfaces of the axle boxes. This composition is the closest technical solution to the problem and in this regard is proposed as a prototype.

However, a significant drawback of the investigated invention is the design of the axle box assembly, which is characterized by instability and instability in the operation of each wheel, leading to wobble (yaw) of the trolley as a whole, which was also reflected in the description of the invention, where in Fig. 3 (section A-A ) and figure 4 (sec. BB) is proposed to ensure normal operation of the wheel with two ridges. This leads to significant structural changes in the rail track, including in turnouts and other transitions.

The purpose of the proposed design of a freight wagon trolley is to reduce the wear of nodes and parts of the chassis of wagons, including when fitting into curves.

The problem is solved in that the truck of the freight car, comprising a frame from the sidewalls, a spring bar, a spring kit, wheelsets, is characterized in that the wheelset is divided into two axles and each part of the wheelset is equipped with axle boxes on both sides of the wheel, both parts of the wheelset articulated in the central part by an adder, on the axleboxes the sidewalls are located, in the lower part across the sidewalls there is a sprung beam on which the spring kit is placed.

The spring kit consists of the upper and lower fastened packages of sheets 3, interconnected by a clamp and with a pin 10 passing through the middle of the package of sheets 3 with a thrust 14 on Friday 13, located on the frame beam of the car. The ends of the packages of sheets 3 are provided with terminators 15. The upper package of sheets 3 with the concave part is located down. The lower packet of sheets 3 with the concave part is up. The lower package of sheets 3 is supported through the tribocouple 16 on the sprung beam 9 and can slide on it. The upper package of sheets 3 through sideways 11 perceives the load from the car body.

Packets of sheets have different frequency-dissipative characteristics and spectra of natural vibrations, and at the upper package of sheets the natural frequency is shifted to the region of lower frequencies.

The adder consists of right and left modules, which are inserted into the pipe, and a spring is located between them.

The design of the truck wagon is illustrated by drawings.

Figure 1 shows a diagram of a truck wagon;

figure 2 presents a wheelset with an articulation in the Central part of the adder;

figure 3 is a diagram of a combined spring kit.

Figure 1 presents: wheel 1, sidewall 2, upper and lower packages of sheets 3, axis 4 with axle boxes 5.

Figure 2 presents the articulated wheel pair of the adder.

The adder consists of modules 7, which are inserted into the pipe 8 with a length providing the gauge of the railway track, between modules 7 there is a spring 6 with a length equal to the distance between the modules 7.

The module is a half shaft passing through axle boxes 5 and wheel 1, and the diameter of the end of the half shaft is equal to the inner diameter of the pipe 8.

The presented design of the spring set of the freight car truck consists of the upper and lower fastened packages of sheets 3 (Fig. 3), interconnected by a clamp and with a pin 10 passing through the jointed middle part of the package of sheets 3 with a thrust bearing 14 on Friday 13, located on the frame beam the car, fixing in the sleeve. The ends of the packages of sheets 3 are provided with terminators 15. The upper package of sheets 3 with the concave part is located down. The lower packet of sheets 3 with the concave part is up. The lower package of sheets 3 is supported through the tribocouple 16 on the sprung beam 9 and can slide on it. The upper package of sheets 3 through sideways 11 perceives the load from the car body.

The device operates as follows. When the car moves along the irregularities of the railway track, vertical vibrations occur. First, the wheel 1 of the trolley perceives these vibrations, then the vibrations act on the axle box 5, the sidewalls 2, the sprung beam 9, the lower set of sheets 3, the upper set of sheets 3, ends with the transfer to the car body through the side bearings 11. Oscillation (in the reverse order) is from the car body with partial interaction with the oncoming wave, which contributes to vibration damping and energy dissipation in the leaf spring kit.

In this design solution, the static and dynamic effects from the body part are transferred via the side members 11 to the upper sheet package 3 of the spring kit, which, absorbing and partially absorbing the amplitude-frequency component, transfers the effect further through the hard contact of the middle part of the sheet package, additionally pulled together by a clamp, to the lower packet of sheets 3, in which the effect of depreciation with energy dissipation is also carried out. The ends of the lower package of sheets 3 by means of a terminal 15 are connected to the tribopair 16, where a dissipative process and standard transmission of the oriented action through the sidewalls 2 and axle boxes 5 to the wheel 1 and then the wheel-rail contact are also assumed. Thus, a frequency shift is achieved in order to avoid possible resonant manifestations of the system. The reverse action from the upper structure of the path passes along the same chain with the stochastic interaction of the opposing energy flows with their partial mutual absorption, depending on the settings of the system. In this case, the settings are determined by the elastic and dissipative properties of the individual parts and the structure as a whole, which provides regulated technical parameters of movement. The proposed composition allows optimization of the mode by shifting the nodes of the amplitude-frequency force interaction of structural elements.

With the complication of the track profile and speed regime, intensive wear of the ridges is manifested and, as a special case, an increased likelihood of derailment with an extended track, including jointless tracks. When the car moves on the curved sections of the railway track, complex vibrations arise, which lead to increased wear of the wheels and rails. Here, the wheels that pass along the outer rail roll at a greater angular velocity than the wheel that passes along the inner rail. In this regard, to equalize this difference, the wheel that rolls along the inner rail slides along the rail, which leads to increased wear of the rail and wheel, as well as the appearance of additional vibrations that create additional lateral effects for the car.

In the proposed design of the trolley, the wheels 1 rotate separately, and therefore, the wheel 1 rolls instead of slipping when passing along the inner rail, which reduces the likelihood of additional vibrations. At the same time, when passing through the curves, forces appear that can lead to a toe. To prevent this and mitigate (eliminate) negative power connections, an adder is built in, which at the same time retains the useful connections and effects that occur in the vehicle when passing complex profiles, including three-dimensional ones, as well as during wear and tear of nodes and parts close to the maximum permissible.

Consider the work of the adder. When passing the wheel 1 of the car curves of the railway track, there are forces directed across the track, which can lead to the descent of the wheel 1 from the rail. To prevent the wheel 1 from coming off, an adder is installed. The resulting forces through the module 7 of one wheel 1 are transmitted to the spring 6, with which the forces are transmitted to the module 7 of the other wheel, and thus the wheels are constantly at the same distance. The adder fixes the wheelset in a rut, and the pipe 8 transmits possible extreme lateral effects from one wheel 1 to another.

The proposed changes in the design of the freight wagon trolley are tested individually. In particular, the work of the spring kit and the adder with wheelsets was evaluated. It is planned in 2010 to carry out tests of the entire trolley for operability in nominal conditions.

Claims (4)

1. The truck of a freight car, comprising a frame from the sidewalls, a spring bar, a spring set, wheelsets, characterized in that the wheelset is divided into two axles, and each part is equipped with axle boxes on both sides of the wheel, both parts of the wheelset articulated in the central part with its half shafts inserted in the pipe and a spring placed between them, sidewalls are installed on the axle boxes, in the lower part they are fastened with a sprung beam on which the spring set is placed. 2. The truck of the freight car according to claim 1, characterized in that the spring set consists of an upper and lower packet of sheets, where the upper packet of sheets with the concave part is down, and the lower packet of sheets with the concave part is up, and the king pin passes through the articulated middle part of the packet sheets, a Friday and a thrust bearing, being fixed in the bush of the sprung beam, the lower package rests through the tribocouple on the sprung beam, the upper package of sheets takes up the load from the car body through the sideways. 3. The freight car truck according to claim 1, characterized in that each sheet packet has different frequency-dissipative characteristics and natural oscillation spectra, the frequency characteristic of the upper sheet packet being shifted to the lower frequency region. 4. The truck of the freight car according to claim 1, characterized in that the central part of the wheelset consists of right and left modules, which are inserted into the pipe, and a spring is located between the modules.

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