RU2602006C2 - High-speed freight car bogie by bodrov - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: invention relates to railway transport, particularly, to high-speed freight cars bogies. High-speed freight cars bogie includes two mounted wheels with possibility of wheels independent rotation, braking system and two rigidly connected side frames. Side frames rigid connection is made by horizontal frame. Brake system is made in form of acting on wheel rims side surfaces and partially on their rolling surfaces clamping brake with two pairs of brake pads horizontal holders. Holders ends are supported on horizontal frame with possibility of mutual displacement along bogie and connected with possibility of holders with brake pads arranged in vertical plane oppositely directed transverse displacement. Bell cranks long arms are articulated with car braking system tie rod, and short arms are articulated with holders. On horizontal frame there are means of wobble oscillations suppressing devices. Bell crank axis is fixed in horizontal frame one of transverse beams middle part.

EFFECT: enabling reducing vibrations of bogie.

1 cl, 8 dwg

Description

The device relates to rail vehicles, in particular to the undercarriage of freight cars.

A freight wagon truck consists of two wheelsets, side frames, a spring kit, a sprung beam and a lever brake transmission and is made disconnected - it has an elastic friction connection between the side frames and the sprung beam in the horizontal plane only due to the transverse elasticity of the spring suspension springs and the horizontal friction forces of the wedge friction vibration damper. Moreover, the transverse stiffness of the connection and the level of connectivity of the frames relative to each other are insufficient to ensure the rectangular shape of the frame in terms of path. As a result of this, as well as installing the side frame on the axle box with gaps between the axle boxes and the jaws of the sidewalls in the transverse and longitudinal directions, it is possible to displace one sidewall relative to the other by the amount of the gap in the longitudinal (running) and transverse (skew) directions. For this reason, and also because of the rigid connection of the wheels in the wheel pair, sliding friction occurs in the wheel-rail pair in the sections of the path curves (wear of the tread surface, cutting of the wheel flanges), free entry of the trolleys into the mode of self-oscillation of the wobble (cutting of the wheel flanges, increase at times the dynamics of horizontal loads on wheelsets and side frame elements).

In the passport data of the cart 18-100 and all other well-known carts of freight cars indicated "design speed" of 120 or more km / h, that is, a guarantee that when rolling a new cart at a specified speed, it will not collapse. But the trolley doesn’t ride on its own, it rides an uncomfortable loaded wagon, which, firstly, at the “design speed”, swirling air flows are guaranteed to enter into uncontrollable wobble self-oscillations, and secondly, this wagon must be stopped on an acceptable braking path, which guaranteed to overheat the rolling surface up to cracking and other extremely undesirable residual phenomena [1]. Therefore, the brake operating instructions [2] limit the speed of loaded wagons to a value of 90 km / h, and the speed of trains including empty wagons is limited to 60 km / h to prevent them from entering the wobble auto-oscillation mode with a possible emergency outcome [3].

In this regard, a large number of various design solutions have been proposed aimed at solving individual narrow problems of carts. Among them:

- To suppress wobble fluctuations, a solution having no analogues was proposed - Bodrov's anti-virus [4] with Bodrov's pneumatic shock absorbers [5];

- to transfer the friction surface from the rolling surface to the relatively lightly loaded lateral surfaces of the wheel rim, Bodrov’s brake was proposed [6];

- to minimize the unsprung mass of the elements of the bogies and the independent rotation of the wheels in the wheelset, the Bodrov railway wheel was proposed [7].

The marked designs are also not without drawbacks.

The anti-fork includes a rigid horizontal frame external to the trolley of two longitudinal and two transverse beams with adjustable means of limiting the longitudinal and transverse movement of the side frames of the trolley and means of suppressing wobble, containing at least one, and preferably two two-arm levers, the vertical axes of which are rigidly fixed to centers of the transverse beams of the outer frame, the short shoulder of each lever enters the rocker joint with a vertical cylindrical unit rigidly fixed to the spinal beam of the body set, and the long arms are pivotally connected to be pivotable about a vertical axis to one end of two identical pnevmoamortizatorov, with air injection into their Rodless cavity with controlled leakage.

The pneumatic shock absorber (hereinafter PA) includes a cylinder with a bottom and a cover and a piston with a rod. An inlet with a non-return valve is made in the cap, a bypass port with a non-return valve in the piston, and a through hole of small diameter in the bottom.

When the piston moves towards the bottom, air is sucked into the rod cavity, and is compressed in the rodless cavity and is pushed out with a small flow out through the hole in the bottom. When the piston moves in the opposite direction, the non-return valve at the inlet closes the air outlet, the pressure in the rod cavity rises and air flows into the rodless cavity through the hole in the piston. In a straight path, the piston is in the center of the cylinder; when turning into a curve, it moves a maximum of half the maximum swing amplitude, depending on the radius of the path curve. Some resistance to the bogie rotation is slightly compressed by air. But in the oscillation mode, the piston movement doubles and becomes continuous, the air injection into the rodless cavities is an order of magnitude greater than the outward discharge, respectively, the pressure rapidly increases and prevents the rod from being pressed into the cylinder.

In anti-virus, the axis of the middle hinge of the two-arm levers is fixed on its frame, and the short shoulders are rocker-mounted with an emphasis on the spinal frame, therefore, when the trolley is rotated, the two-arm levers turn, and the ratio of the lengths of their shoulders determines the amount of movement of the PA pistons.

The disadvantages of this anti-virus design are as follows.

- As noted above, some resistance to the rotation of the cart with anti-fork even with a one-time rolling of the piston (entering the path curve and leaving it) takes place.

- The need for vertical cylindrical stops rigidly fixed to the spine beam requires a set of work on the body frame before installing the anti-roll on the trolley.

- Rigid fastening of the horizontal frame to not rigidly fastened side frames makes it difficult, but does not exclude the possibility of increasing the wobble, for example, on uneven paths. Moreover, even the rigid connection of the side frames does not completely exclude the possibility of wobble fluctuations.

- The vertical axis of the hinged mounts of the two shoulders of the lever and the PA to the horizontal frame means their horizontal position and the placement of the PA in its plane next to the nadressornoy beam and with the brakes of the brake system, which limits the diameter and length of the PA, therefore, their locking ability, therefore, the design includes mainly four PA, two two-arm levers and two vertical rods on the spine beam, and this excludes the use of such anti-vinyl in four-axle bogies.

- The pressure forces of the PA pistons are directed in opposite directions, therefore their horizontal components partially neutralize each other.

The brake, in which the lateral surfaces of the rim are clamped between the brake pads, includes a pair of holders with brake pads, two fingers supporting the holders with the ability to move them to and from the brake surface, a spring return actuator made in the form of a pneumatic cylinder pivotally connected to the holder and with a screw lever forming at least one, and preferably two, screw pairs with holders pivotally connected to the trolley and to the screw pair nut, and the middle part to the brake shoe.

Its most significant shortcomings.

- An individual pneumatic cylinder for each wheel. There should be eight of them in a four-axle wagon with appropriate wiring of the air ducts and possible pressure losses at the joints. At the same time, part of the air ducts to the articulated pneumatic cylinders must be flexible - less reliable and durable than metal ones.

- This design of the brake can only be used as an additional to the existing brake system, since it does not contain a connection with the mandatory manual parking brake, which means a significant complication of the general brake system.

- A helical gear is difficult to manufacture, has a coefficient of efficiency (efficiency) of less than 30% due to the large specific pressure on the sliding surface of the screw-nut (circular wedge) and, accordingly, large friction losses of the transmitted force and rotational energy.

The railway wheel includes a hub with a disk and a rim with a rolling surface and a ridge, connected to the hub with the possibility of independent rotation. The disk near the outer radius is made with a thickening in the form of a short cylindrical ring. Between this disk ring and the cylindrical inner surface of the rim without gaps, an annular gasket of elastic material with high wear resistance and low friction coefficient, for example, of polyurethane modified with colloidal graphite, is installed. The width of the annular gasket is equal to the thickness of the rim on the sliding surface. The end surface of the annular gasket on the side of the rim flange abuts against the disk, and on the other hand, on the sidewall connected to the disk by bolts passing through the end surfaces of the annular gasket. The rim is made with thrust surfaces, the radius of which is at least one and a half times larger than its inner radius and greater than the outer radius of the sidewall and disc by the allowable radial displacement at maximum load and is rigidly connected to the brake disc equipped with brake linings and a device for pressing them.

In addition, a powder of a highly conductive soft antifriction material, for example graphite, is deposited on the sliding surface of the elastic ring, a sleeve made of metal with a low coefficient of dry sliding friction on steel is placed between adjacent surfaces of the ring and the rim, the bolts connecting the sidewall to the disk are equipped with spacers made of highly heat-conducting metal, the length of the bushings is equal to the thickness of the rim between the sidewall and the disk, and the brake disk is mounted on the end surface of the rim from the opposite side second ridge. The purpose of the elastic ring (hereinafter the ring) and powder lubrication is self-explanatory.

Separation of the rim and ring surfaces by an anti-friction metal sleeve eliminates additional heating of the gasket surface from friction, but the abrasion resistance of polyurethanes is significantly higher than that of many steel grades and all grades of metals such as brass and bronze, so it is not known which sliding surface option for long-term operation more effective.

The equality of the ring diameters to the corresponding diameters of the hub and the disk ring, and its width — the rim thickness and the distance between the sidewall and the disk means the closed volume of the ring, which, firstly, significantly increases the apparent stiffness of the material of the ring — when the wheel rotates at each moment of time, deformation occurs by moving the material from the instant bottom to the instant top of the cavity around the disk ring and bolts, that is, with increased deformation resistance at a constant volume, and secondly, provides maximum heat giving the surfaces of the ring, in which, when the carriage moving continuously converted into heat about 40% shear strain energy of an incompressible material and extending through the ring bolts with bushings high heat discharged outwardly from the heat volume of the material. In addition, in an incompressible material, the pressure of the lower part of the rim is transmitted to the sidewall and disk. This load is closed by bolts, and spacer sleeves provide a snug fit without squeezing the sidewall and the disk to the rim - minimize steel friction on steel with continuous radial movement and relative rotation of the rim in curved paths.

Design flaws.

- A hub with a disk having an annular thickening, with holes for bolts, is laborious to manufacture, the organization of its mass production is very problematic.

- The brake disc has a small mass, therefore, when braking, it will heat up to high temperature and quickly become unusable, which will lead to frequent downtime of the bogies to replace it.

- Due to some displacement of the axis of the rim relative to the axis of the hub of a standing car, the beginning of its acceleration requires increased traction.

- Bolted joints in a structure subject to vibration and forces of various directions and sizes are unreliable.

Elimination of most of the shortcomings of these technical solutions and combining them in one design of the trolley allows you to eliminate in principle the main problems that would arise during its operation at speeds of about 120 km / h.

By the number of matching essential features, the design of the trolley, consisting of two wheelsets, a standard brake linkage and two side frames, in which a frame is installed between the side frames, which is a solid or box-shaped, welded or cast structure, whose long transverse parts made in the form of a return beam.

In addition, the axis of the wheelset consists of two axle parts inserted one into the other, and due to the presence of a cylindrical cavity in one of the parts using a polymer insert inside this cavity, which allows the hemispheres of the other part of the axis to slip in it, the friction between the half shafts decreases, when independent rotation of one wheel relative to another [8].

Along with the main advantages of the prototype - the rigid connection of the side frames and the possibility of independent rotation of the wheels in a pair of wheels, it has the following disadvantages as a trolley of a high-speed freight car.

- Rigid fastening of the side frames by transverse beams does not guarantee not only protection against wobble fluctuations, but also the duration of fastening the beams to the frames.

- The standard brake transmission of the trolley when braking the car at a speed of 120 km / h will stop it, but with a braking distance of twice as large and with severe consequences for the surfaces of the wheels.

- Achieving independence of rotation of wheels in a pair of wheels by assembling an axle from two independently rotating axle shafts is possible in principle, but the mass production of prefabricated axles requires the development of technology and lines of technological equipment, test methods, standards and other things.

The objective of the invention is a trolley guaranteed to be protected from entering auto-oscillation mode in all directions, with a brake system that does not destroy the wheel surface at twice the braking intensity, with the least possible unsprung mass.

The problem is solved due to the fact that in the trolley of a high-speed freight car, including two wheelsets with the possibility of independent rotation of the wheels, the brake system and two rigidly connected side frames, according to the invention, the rigid connection of the side frames is made by a horizontal frame, the brake system is made in the form of acting on the side the surface of the wheel rims and partially on their rolling surface of the clamping brake with two pairs of holders of horizontal brake pads, the ends of the holders rest on the transverse beams horizontal frame with the possibility of mutual movement along the trolley and are connected with the possibility of multidirectional lateral movement of the holders with brake pads located in the vertical plane, the mechanism of multidirectional lateral movement of each pair of holders is made in the form of four L-shaped or T-shaped two-arm levers, the long shoulders of which are pivotally connected to traction of the braking system of the car, and short shoulders are pivotally connected to the holders; on the horizontal frame there are means for suppressing wobble fluctuations containing two pneumatic shock absorbers with the possibility of pumping air into rodless cavities with adjustable leakage, whose bodies are pivotally connected to the longitudinal beams of the horizontal frame, and the connecting rods - with the long shoulder of the vertical two-shouldered lever, the axis of the two-shouldered lever is fixed in the middle part one of the transverse beams of the horizontal frame, and the short shoulder is engaged in the rocker engagement with the spinal beam of the car, rodless cavities congestion are interconnected and with cylinders rigidly clamped on a horizontal frame of pneumatic clamps, the maximum extended rods of which touch on both sides of the spine beam in a direct path; the wheels are capable of independent rotation of the rim relative to the hub and with an elastically elastic ring between the rim and the hub, the difference between the radii of the outer and inner cylindrical surfaces of the elastic ring is in the range 0.003-0.01 of the diameter of the wheel rolling surface at a Shore hardness of 60-80A, the hub is made in the form wheel center, in accordance with the standard for wheel centers, rolled or cast, for railway rolling stock, wheel rim, elastic ring and wheel center inens in the assembly unit with a retaining ring.

In addition, the wheel rim is made with an annular groove on the ridge side and with a radial stop on the opposite side on the inner radius, for example, of a standard commercially available band for rolling stock of railways, a sleeve made of metal with a low coefficient is located between adjacent surfaces of the elastic ring and the rim dry sliding friction on steel, on the outer surface of the sleeve a powder of highly conductive soft antifriction material is applied, the radial section of the wheel assembly is full sits in a radial section of a standard solid-rolled wheel of a wide gauge railway rolling stock.

The fastening of the side frames with a narrow frame in the form of a return beam, as in the prototype, does not allow you to place additional equipment on it, providing the trolley with "high-speed" capabilities, so the side frames are rigidly fastened with a horizontal frame longer than the trolley.

Braking by clamping the wheel rim between a pair of horizontal brake pads (hereinafter referred to as horizontal pads) makes it possible to double the total pressing force of the pads in comparison with the applied brakes, which approximately doubles the braking efficiency without significantly affecting the riding surface. Each pair of holders clamps two on one side of the trolley between their horizontal blocks, which minimizes the number of pairs of holders on the trolley. The possibility of free mutual movement of the pairs of holders along the horizontal frame in the longitudinal direction and the connection of the ends of the pairs of holders with arc brake pads located in the vertical plane (hereinafter vertical pads) allows to transmit friction forces in horizontal pads not on the carriage frames, but on the skating surface during braking wheels than to further increase braking efficiency due to the friction forces themselves. The possibility of multidirectional lateral movement of the holders in connection with vertical blocks allows you to hold them against the rolling surfaces, regardless of the lateral movement of the holders during braking. The implementation of the mechanism of the counter-movement of the holders in the form of G- or T-shaped (which is different in shape, but identical in the kinematic sense) of the two-arm levers provides the transformation of the longitudinal movement of the brake rod into the lateral movement of the holders, and the articulation of different holders of the pair with different ends of the short shoulder is two-shouldered the lever provides when it is rotated, the lateral movement of the holders in the opposite direction. Four two-arm levers of each pair of holders (one on each side of each wheel) minimize bending stresses in the holders, and therefore their weight.

When the trolley enters or leaves the curved path, the pistons of the pneumatic rams (hereinafter referred to as the PA) move, but the total volume of the rodless cavities of the PA connected by the pipeline practically does not change and the pressure in them practically does not increase, therefore the means of suppressing wobble fluctuations (hereinafter referred to as anti-fork) It resists the normal movement of the car. In the event of intense fluctuations in the wobble, the PA sucks in an order of magnitude more air than is vented through small-diameter holes (adjustable leakage), the pressure in rodless cavities and in the pneumatic clamp cylinders connected to them increases rapidly, and the vibration energy is partially expended in compressing the air in the PA. With increasing air pressure in the pneumatic clamp cylinders when the bogie rotates, the pressure force on their pistons creates a torque aimed at returning the rotated bogie to its original position, suppressing its fluctuations.

An elastic ring between the rim and wheel hub reduces the unsprung mass of the trolley to the mass of four rims. The impact force of the wheels on the rail joints is equal to the unsprung mass, multiplied by the square of the speed of the car and divided by the length of the gap between the rails, therefore, for high-speed trolleys, the suspension of the wheels is very effective.

The difference between the radii of the outer and inner cylindrical surfaces of the elastic ring (hereinafter referred to as the ring) or its thickness, as well as the value of its hardness, determines the degree of suspension and additional resistance to the movement of the wheel. The hardness of polymers and rubbers is usually characterized by units of hardness on the Shore A. It seems rational to take the material of the ring, for example, polyurethane, with a characteristic within the range of Shore hardness of car tires equal to 60-80A. If the ring thickness is less than 0.003 of the wheel diameter (2.85 mm), there will be practically no additional resistance to the movement of the car at a speed of more than 20 km / h, but mainly high-frequency vibrations of the rim will be amortized, and insignificantly, impacts on rail joints. With a ring thickness of more than 0.01 (9.5 mm), impacts on rail joints will be adequately absorbed, but the additional resistance to movement will be noticeable at a speed of less than 40 km / h. The execution of the hub in the form of a wheel center, consisting of a hub, a curved-shaped disk and a rim in accordance with the standard for wheel rolling or casting centers for railway rolling stock, and a rim from a commercially available standard bandage makes it possible to organize mass production of sprung wheels, and the cross section is equal sprung and standard all-rolled wheels allows the use of standard axles of wheelsets with all-rolled wheels.

The invention is illustrated by drawings, which depict:

FIG. 1 - Side view of the trolley.

FIG. 2 - Top view of the trolley.

FIG. 3 - A-A section.

FIG. 4 - Section BB.

FIG. 5 - View by I.

FIG. 6 - View of II.

FIG. 7 - Section along the CC.

FIG. 8 - Section along DD.

The trolley contains two side frames 1 (Figs. 1-4) with wheelsets 2 (Figs. 2, 3), a horizontal frame 3 (Figs. 1-5, 7) rigidly fixed to the side frames 1, on which there is an anti-fork, including PA 4 (Fig. 1-3), two shoulders lever 5 (Fig. 2, 3) and pneumatic clamps 6 (Fig. 1-3), and a clamping brake, including holders 7 (Fig. 1, 2, 5-7) with horizontal blocks 8 (Fig. 2), vertical blocks 9 (Figs. 1, 3, 5, 7) with rods 10 (Figs. 5, 7), struts 11 and heels 12, T-shaped two-arm levers 13 (Fig. 2 , 6), pivotally connected by clamps 14 and brackets 15 with holders 7 and by means of intermediate t yag 16 (Fig. 2) with brake rod 17, transverse 18 (Fig. 6, 7) and longitudinal 19 (Fig. 2) springs, stops 20 (Fig. 5-7). Wheel pairs 2 include prefabricated wheels containing a rim 21 (Fig. 8) with a radial stop 22, a wheel center 23, an elastic ring 24, a sleeve 25 and a retaining ring 26. The cart interacts with the spine beam 27 (Fig. 1, 3).

The device operates as follows.

In the initial position, the longitudinal axis of the spinal beam 27 and the trolley are parallel, the axis of symmetry of the two shoulders of the lever 5 is vertical. The air pressure in the PA 4 and in the cylinders of the pneumatic clamps 6 is atmospheric, the holders 7 are fully apart against the stops 20, while the gap between the horizontal blocks 8 and the side surfaces of the wheel rims 21 is about 15 mm, the springs 19 support the pairs of holders 7 in the middle position, which the gap between the vertical blocks 2 and the surfaces of the wheels is 10-15 mm

Under the load of the rim of the wheel center 23 of the fixed wheel, the ring 24 is deformed, mainly elastically, from the loaded lower part the material gradually moves (flows) to the unloaded upper part and the wheel center 23 moves down. The flow rate depends on the hardness of the material and the thickness of the ring 24, and the downward movement of the wheel center depends on the parking time.

With the beginning of the movement of the car for half a turn of the wheel, the wheel center 23 is rolled onto the thickest part of the ring 24 with the trolley moving upwards, i.e. with an increase in the load on the thickened part of the ring and the deformation is directed towards the alignment of the thickness. For a few revolutions of the wheel, it is practically leveled and with further rotation at an instantaneous lower point, a slight deformation takes place. The greater the speed of rotation of the wheel, the less this deformation - the material does not have time to deform in proportion to the load, since its speed is relatively small, the cross-sectional area of the flow is also small with a small thickness of the ring. On rail joints and other irregularities of the track, the load from the bottom increases dramatically and local deformation, mainly elastic, increases, but at a lower speed, the elastic force quickly equalizes the thickness of the ring 24. Thus, the rim 21 is sprung.

In an elastic material, the strain energy is expended on the internal friction of molecular chains with the release of heat, and up to 40% of the expended energy is converted into heat - auto-damping occurs, which virtually eliminates low-frequency vibrational resonance phenomena - galloping and car jumps. Since the deformation of the ring 24 decreases with an increase in the rotational speed, the heat release also decreases. The heat from the ring 24 is removed to the wheel center 23 and through the sleeve 25 to the rim 21, and from there it is transmitted to the air stream.

In the curved paths, the outer rail is longer than the inner one and one of the wheels starts to slide with sliding, but since the friction coefficient of the steel’s slip on steel is significantly larger than that of brass or bronze on steel, which is also coated with graphite powder, the rim rotates relative to the axis of the wheel pair and sliding on the rail stops.

When the car enters the path curve or exits from it, the carriage rotates relative to the spinal beam 27, the two-arm lever 5 is rotated, pushing the piston rod into one PA 4 and pushing them out of the other PA. Accordingly, the rodless cavity of one PA decreases, the other increases, so the pressure in them and in the cylinders of the pneumatic clamps 14 practically does not increase and does not exert any resistance to the rotation of the cart.

When wobble fluctuations occur, the two-arm lever 5 intensively turns in both directions, the pistons, thanks to the non-return valves on the suction and bypass openings of the PA, intensively pump air into their rodless cavities, the pressure in them and in the pneumatic clamp cylinders 6 increases rapidly, despite some air bleeding through holes of small diameter in the bottoms of the PA, the air pressure presses the pistons of the pneumatic clamps 6 to their flanges. At the next turn of the carriage during the wagging, the spinal beam 27 through the stop and the rod of the corresponding pneumatic clamp 6 presses its piston into the cylinder, overcoming the pressure force in it and, simultaneously, increasing this pressure. The pressure force on the bottom of the cylinder of the pneumatic clamp 6, equal to the pressure on its piston, generates a torque relative to the axis of the trolley pin aimed at returning the trolley to its original position. At a certain threshold air pressure, the pressure force on the pistons of the pneumatic clamps 6 locks the trolley in its initial position. After the cessation of wobbling in a few seconds, excess air is vented into the atmosphere through openings in the bottoms of the PA and the pneumatic vtivil returns to its original state.

When braking the car, the brake rod 17 through the balancer, intermediate rods 16 and two shoulders levers 13 moves both pairs of holders 7 in the direction of the middle of the car. The holders 7 move the rods 10, and with them the vertical pads 9 of the front trolley in the direction of movement of the carriage until it stops in the tread surface of the front wheels, and at the rear trolley - in the tread surface of the rear wheels. Further movement of the brake rods 17 rotates all the two shoulders levers 13 of both carts, while the hinges of the short arms of the clamps 14 and the brackets 15 simultaneously or sequentially move the holders 7 to the end of the horizontal blocks 8 into the side surfaces of the wheel rims 21. The tension of the brake rods 17 provides braking force on the friction surfaces, the braking friction force moves the pairs of front trolley holders forward to the rear vertical pads 9 in the tread surface of the rear wheels, and at the rear trolley vertical pads 9 are already rested against the tread surface of the rear wheels. The pressing force of the vertical blocks forms a torque relative to the thrust 17, which presses the heel 12 through the rack 11 to the transverse beam of the frame 3, and the support reaction in the heel 12 extinguishes this moment.

After the car stops, the air pressure in the brake cylinder is reset, the return spring of the brake cylinder moves the piston to its original position, while the brake rods 17 move apart, the two-arm levers 13 turn in the opposite direction to the original position, the holders 7 extend and the springs 18 are pressed against the stops 20, and the springs 19 return the pair of holders to their original position along the trolley.

Thus, the trolley is guaranteed to be protected from entering auto-oscillation mode in all directions, with a braking system that does not destroy the wheel surface at twice the braking intensity, with the least possible unsprung mass.

An additional result is a significant reduction in rail wear in curved tracks and at joints.

Information sources

1. Wagons. Construction, theory and calculation. Prof. prof. L.A. Shadur. M .: Transport. 1980.S. 119.

2. Ministry of Railways of the Russian Federation. TsT-TsV-TsL-VNIIZHT / 277. Operating Instructions for brakes of rolling stock of railways. Appendix 2. Standards for providing trains with brakes and permissible train speeds.

3. D. Melnichuk et al. Trucks of freight cars: problems that need to be solved. Information Agency Russian Railways PARTNER.RU. from 01/24/2013. http://www.rzd-partner.ru/interviews/comments/telezhki-gruzovykh-vagonov-problemy-kotorye+nuzhno-reshit′/.

4. V.V. Bodrov. Podavlyuvach vilan vizka cable car - anti-VV Bodrova. Patent for cinnamon, model UA 88358 U, IPC B61F 5/02; F16F 9/02; F16F 15/02. Publ. 03/11/2014. Bull. No. 5.

5. V.V. Bodrov. Pneumatic shock absorber V.V. Bodrova. Patent for cinnamon, model UA 88355 U, IPC F16F 9/02; F16F 15/02; B61F 5/02. Publ. 03/11/2014. Bull. No. 5.

6. V.V. Bodrov. Galmo V.V. Bodrova. UA patent No. 88390 U. IPC B61H 5/00. Publ. 03/11/2014, Bull. No. 5.

7. V.V. Bodrov. Valiznichny wheel V.V. Bodrova. Patent for cinnamon, model UA 88998 U, IPC В60В 17/00; B61F 13/00; B61H 5/00. Publ. 04/10/2014. Bull. Number 7.

8. O.V. Melnichenko, E.V. Chuprakov, S.A. Hunchback A method of reducing the wear of the wheel-rail system and the design for its implementation. RU No. 2449910 C2. IPC B61F 3/00; B61F 5/50; B61F 5/38. Publ. 05/10/2012. Bull. No. 13.

Claims (2)

1. The truck of a high-speed freight car, including two wheelsets with the possibility of independent rotation of the wheels, a brake system and two rigidly connected side frames, characterized in that the rigid connection of the side frames is made by a horizontal frame, the brake system is made in the form of a rim acting on the side surfaces of the wheels and partially on their rolling surface of the clamping brake with two pairs of holders of horizontal brake pads, the ends of the holders rest on the transverse beams of the horizontal frame with the possibility of mutual movement along the trolley and are connected with the possibility of multidirectional lateral movement of the holders with brake shoes located in a vertical plane, the mechanism of multidirectional lateral movement of each pair of holders is made in the form of four L-shaped or T-shaped two-arm levers, the long arms of which are pivotally connected to the brake system the wagon, and the short shoulders are pivotally connected to the holders; on the horizontal frame there are means for suppressing wobble fluctuations, containing two pneumatic shock absorbers with the possibility of pumping air into rodless cavities with adjustable leakage, whose bodies are pivotally connected to the longitudinal beams of the horizontal frame, and the connecting rods - with the long shoulder of the vertical two-shouldered lever, the axis of the two-shouldered lever is fixed in the middle part one of the transverse beams of the horizontal frame, and the short shoulder is engaged in the rocker engagement with the spinal beam of the car, rodless cavities congestion are interconnected and with cylinders rigidly clamped on a horizontal frame of pneumatic clamps, the maximum extended rods of which touch on both sides of the spine beam in a direct path; the wheels are capable of independent rotation of the rim relative to the hub and with an elastically elastic ring between the rim and the hub, the difference between the radii of the outer and inner cylindrical surfaces of the elastic ring is in the range 0.003-0.01 of the diameter of the wheel rolling surface at a Shore hardness of 60-80A, the hub is made in the form of a wheel center in accordance with the standard for wheel centers, rolled or cast, for railway rolling stock, wheel rim, elastic ring and wheel center inens in the assembly unit with a retaining ring. 2. A trolley according to claim 1, characterized in that the wheel rim is made with an annular groove on the ridge side and with a radial stop on the opposite side on the inner radius, for example, of a standard, mass-produced bandage for rolling stock of railways, between adjacent surfaces of elastic ring and rim is a sleeve made of metal with a low coefficient of dry friction of sliding on steel, on the outer surface of the sleeve is applied a powder of highly conductive soft antifriction material, the radial section to timber assembly fits into the radial section of the standard rolled wheel rolling wide gauge railways.

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