RU2504492C1 - Method to up wheel-to-rail adhesion - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to rail way transport and aims at increasing locomotive traction under actual operating conditions, for example, at open-cast mines. Proposed method consists in that, on winder, sand is fed to contact zone, preheated by, for example, and induction heater. Said heating magnitude is defined with due allowance of ambient air (rail). Reduced slip results in reduction in wear of wheel tires and rails which allows avoiding power losses related with slippage. Because of versatility, this method can be used for whatever rail-mounted vehicle irrespective of mounted axle drive types: electric and diesel locomotives, various track-mounted machines and track mounted machines used in mining.

EFFECT: higher adhesion and traction.

2 cl, 1 dwg

Description

The invention relates to railway transport, and in particular to methods of increasing the traction force of a locomotive when a train moves on a rail in real operating conditions, for example, in quarries in the mining industry in winter conditions.

On the railways of the Northern region and Siberia in winter conditions an ice crust appears on the rails in the form of the so-called “black coating”, the thickness of which can reach up to 1 mm. The name of the ice crust is due to the presence in its structure of finely dispersed wear products of wheels, rails, brake pads of rolling stock and lubricant particles [1].

In the process of rolling stock movement at elevated angles of elevation of the track in industrial quarries (up to 60-80 ppm), locomotive wheel pairs in the presence of ice crust on the rails can slip, which will lead to a decrease in traction and, consequently, to a decrease in traction locomotive.

A known method of increasing the adhesion of a locomotive wheel to a rail, which consists in supplying dry sand to the points of contact of the wheels with the rails [2]. This method is not suitable for use in winter conditions, since it is continuously supplied, while in the contact zone the amount of sand significantly exceeds the required amount and its excess clogs the track. In addition, it is necessary to take into account the conditions of the winter climate, which lasts in Russia for several months at a temperature of -25 ° ... -40 ° C, and the elevated elevation angles of the career rail track.

There is a method of increasing the adhesion of a locomotive wheel to a rail, which consists in applying an adjustable pulsed feed of sand into the contact zone of the wheel and rail [3]. In this method, by controlling the amount of sand supply, its consumption is somewhat reduced, however, it also does not provide an increase in the coefficient of adhesion of wheels to rails in winter conditions and a significant reduction in sand consumption.

It should be noted that if there is a significant layer of sand on the rails in the zone of their contact with the wheels, their interaction is not carried out directly according to the metal-metal scheme, but with the participation of a multilayer sand layer. In this case, the transfer of load from the wheel to the rail occurs when sand particles interact with each other, which leads to a decrease in the traction characteristics of the locomotive.

There is also a method of increasing the adhesion of a locomotive wheel to a rail, which consists in the use of additional nozzles and electro-pneumatic valves adjusted to a different supply of sand [4]. The technical result of the known method is a solution that provides an adjustable amount of sand supplied under the wheels of a locomotive. This technical decision was made by us as a prototype. The disadvantage of the prototype when implementing this method is the inability to provide increased traction of the wheel with the rail in winter conditions.

The technical result of the invention is to increase the adhesion of the wheel to the rail and increase the traction of the locomotive in winter conditions.

Figure 1 shows a diagram of an implementation of a method of increasing the adhesion of a wheel to a rail in winter conditions.

A way to increase the adhesion of the wheel to the rail and increase the traction of the locomotive in winter conditions is as follows.

Abrasive material, for example dry quartz sand, is transferred from the hopper 1 to the inductor 2, heated to the required temperature, transported through nozzles 3 adjusted for different amounts of sand supply, fed to the contact zone of 4 wheels 5 with rail 6 via pipelines 7, 8, 9 through nozzle 10. Then, heated sand, having fallen into zone 4 on an ice crust in front of wheel 5 on the surface of rail 6, intensively melts it and creates conditions for ensuring normal conditions for the interaction of heated sand particles with the wheel and rail.

Depending on the operating conditions, the required amount of sand is fed into zone 4 by switching on a particular nozzle using electro-pneumatic valves 11, 12, 13. By pressing buttons 14, 15, 16, air from the supply line 17 through the uncoupling valve 18 and the corresponding electro-pneumatic valves is connected to sand nozzles.

The temperature of the sand in the inductor 2 is determined based on the following considerations. According to the available information, when the surface is heated by 18 ... 20 ° C above the ambient temperature, intense dry sublimation of ice occurs [1], (p. 82). Here is the formula for determining the rail heating temperature t _p .

where t _in - air temperature in ° C.

Given the above, taking the temperature of the heated rail equal to the temperature of the sand, the formula (1) can be represented as

where t _n is the temperature of the sand, ° C;

K _p - coefficient taking into account heat losses due to adiabatic expansion of air-sand mixture coming from pipeline 3 during sand delivery through sand supply pipes 7, 8, 9 from inductor 2 to nozzle 10. Coefficient K _p also depends on the technical characteristics of the device that implements sand supply according to this method. On average, K _p can be taken equal to 1.2 ... 1.5.

For example, at an air temperature of -30 °, taking K _p = 1.35 according to formula (2), we obtain t _n = 1.16 · (-30) + 1.35 · 16 = -13.2.

Thus, at an air temperature of -30 ° C, it is enough to bring the sand temperature to -13.2 ° C. The value of the coefficient K _p should be clarified depending on the actual parameters of the heater-transporting sand-conveying system.

The present invention allows to increase the coefficient of adhesion and, consequently, increase the traction of the locomotive. As a result of reducing slippage of the wheelsets, the wear of the tires of the wheelsets of the traction equipment and the rails will be reduced, which will avoid additional energy losses associated with slipping. In addition, heating the sand reduces the likelihood of freezing in the sand supply system in winter conditions.

Due to its versatility, this method can be applied to all types of railway vehicles, regardless of the type of drive mechanism of the wheelset: locomotives with electric and thermal traction, various traveling machines used in railway transport, as well as for traction units used in the mining industry.

Information sources

1. Kosikov S.I. Frictional properties of railway rails. M., Science, 1967, 111 pp.

2. Filonov S.P., Gibalov A.I. and others. Locomotive 2TE116. Sand system. M., Transport, 1985.

3. The method of regulating the supply of sand under the wheels of the rail rolling stock, and.with. 935356, cl. B61C 15/10, B60B 39/04.

4. A device for feeding sand under the wheels of a locomotive, and.with. 1507619, B 61 C 15/10.

Claims (2)

1. A method of increasing the adhesion of the wheel to the rail, which consists in the fact that dry sand is fed into the contact zone of the wheel with the rail, characterized in that in order to ensure the functioning of the wheel-rail pair in winter, sand is fed into the contact zone preheated, for example, when using an induction heater. 2. The method according to claim 1, characterized in that the amount of sand heating is determined taking into account the ambient temperature (rail) and heat loss of the heater-transporting sand-pipe system.