RU2743467C1 - Torsion unit of the lateral tilt stabilizer of the car body - Google Patents

Abstract

FIELD: railway transport.

SUBSTANCE: invention relates to the field of railway transport, in particular to the units of torsion stabilizers of the lateral tilt of car bodies. The unit contains a torsion shaft. The shaft is mounted on the trolley frame by means of two spaced bearing supports. The ends of the shaft are connected to the body by left and right levers and tractions. The bearings of the supports are spherical and are installed at thrust with the possibility of compensating the distortion of the shaft during rotation. The cylindrical ends of the shaft are connected to the levers by means of a combined terminal-bolt connection.

EFFECT: technical and operational characteristics of the stabilizer are increased.

6 cl, 6 dwg

Description

The present invention relates to the field of transport engineering (mainly to rolling stock on the railway), in particular to stabilizers of the lateral (transverse) inclination of railway, mainly passenger, cars (including double-deck ones, characterized by a greater mass and a higher center of mass).

Known torsion stabilizers as part of the wheel bogies of trams and railway rolling stock with one torsion device in the secondary suspension system, and the torsion shaft (torsion bar) is located along the bolster, movably connected to the longitudinal beams of the frame, and with the help of two lever systems - with the bolster beam, so that when the body (and, therefore, the bolster) is tilted in the direction transverse to the direction of the bogie, the elastic resistance force arising in the torsion bar tends to return the bolster (and the body) to its original position [1. RU 2220863 C2, B61F 5/00, 10.01.2004, JSC "Kryukov Carriage Works" (UA)]. In this stabilizer, the torsion bar is connected to the longitudinal beams of the bogie by means of bearing (radial slide bearings) supports. Two link systems are rigidly attached to the torsion shaft, preferably a press fit with a key. The rods (suspension) pivotally attached to the arms are connected to the bolster.

With some modernization, a similar system was patented by the same enterprise later [2. RU 2376181 C2, B61F 5/00, 10.08.2009, JSC "Kryukov Carriage Works" (UA)]. The difference is that on the sprung frame of the bogie along the longitudinal axis of the bolster on both sides it is located along the torsion shaft (torsion bar) with the ends rigidly fixed to the longitudinal beams skew-symmetrically relative to the transverse axis of the bogie, and to the other ends of the torsion shafts inserted into the articulated supports, also skew-symmetrically relative to the bogie transverse axis, drive levers are rigidly connected, pivotally connected through rods to the end parts of the bolster, while the rods on one side are connected to the levers through longitudinal grooves made in them, and the other side is pivotally connected to the end parts of the bolster.

The disadvantages of such torsion stabilizers include the inconvenience of carrying out maintenance and repairs (MRO), which have to be carried out from under the car or after dismantling the bogie, as well as insufficiently high performance indicators of the cylindrical sliding bearings of the torsion shaft support (torsion shafts) and hinge units.

The foreign torsion stabilizer described in the source [3. Solutions. - URL: https://www.ferrabyme.co.uk/solutions/ (published date 25.02.2020)].

Also known in mechanical engineering:

- terminal connections of the levers with the shaft [4. Anuryev V.I. Handbook of the constructor-mechanical engineer. In 3 volumes. Volume 2. Ed. 5th rev. and add. - M .: Mechanical Engineering, 1980. - S. 516-517, fig. 9];

- mortise screws with a tapered or cylindrical end to fix the angular position of parts on the shaft [5. Orlov P.I. Basics of design. Reference and methodological manual in 3 books. Book. 3. Ed. 2nd revised and add. - M .: Mechanical Engineering, 1977. - S. 60-61, fig. 129 X; fig. 134 III, V)];

- tight-fitting bolts, including conical ones, and, accordingly, bolted installation joints for transmitting torque, for example, from a shaft to a plug-on part (See source [5], pp. 75-77, Fig. 168 I-IV)) , which is of interest from the standpoint of the subject of the claimed invention.

However, the applicant has not found such connections in the application to the movable power unit with the shank (head) of the torsion shaft (including the torsion bar stabilizer of the rolling stock), at least in their combination.

The closest analogue (prototype) to the claimed device for its purpose and a set of essential design features is the torsion bar assembly of the lateral tilt stabilizer of the car body (as part of the bogie of a double-deck rail passenger vehicle), containing the bogie mounted on the bogie frame transversely to its longitudinal axis of symmetry, by means of two spaced bearing supports, a torsion shaft, the ends of which are connected to the body by the left and right levers and rods ("suspensions") [6. RU 2688453 C2, B61F 5/02, 17.01.2019].

In it, the torsion shaft is mounted on plain bearings (bronze bushings).

However, with all its positive qualities, the prototype is still not perfect enough, it is limited in its technical and operational capabilities and characteristics:

firstly, the ability to carry out maintenance and repair (including service inspection, inspections 1 ... 6 and revisions 1 ... 4) from under the car or after dismantling the wheel bogie;

secondly, increased wear of cylindrical plain bearings (bushings) and an obstacle on their side due to axial fixation (deceleration of the adjacency) to the natural shortening of the torsion shaft and its misalignment (along the piecewise polynomial in accordance with the elastic line of the torsion shaft) during its working rotation;

thirdly, insufficient (from operating experience) service life of the mentioned hinge assemblies and interconnection assemblies of the torsion shaft ends and levers;

fourthly, the connection points of the levers and the torsion shaft are displaced from the ends of the latter due to the organization of the bearings (sliding) of the torsion shaft at its ends. This significantly reduces the working length (twisted section) of the torsion shaft with the same total length, which means it is irrational.

The problem to be solved by the claimed invention (device) is to develop (design) a torsion stabilizer with improved technical and operational characteristics (TEH).

The planned technical result of the use is the improvement of the thermoelectricity of the torsion unit of the stabilizer due to (by the example of a railway car): the possibility of carrying out MRO on the side of the car and increasing reliability; mean time between failures; full service life and warranty period.

If the group of mechanical design is M26 according to GOST 30631.

The solution to the indicated problem (task) is achieved by the fact that in the torsion unit of the stabilizer of the lateral inclination of the car body, containing the bogie mounted on the bogie frame transversely to its longitudinal axis of symmetry in space, by means of two spaced bearing supports, a torsion shaft, the ends of which are connected to the body by left and right levers and rods, according to the claimed invention, the bearings of the torsion shaft supports are spherical and a spherical shaft is installed with the possibility of compensating for misalignment when it is twisted, the end of the torsion shaft is cylindrical, and its connection with the lever is a combined terminal-bolt, with parallel use of the main terminal connection and an additional connection in the form of mortise bolts / screws with tapered fixing ends installed radially on the thread in the hub of the lever and entering blind radial smooth holes in the body of the end of the torsion shaft with the possibility of transmitting torque from the lever to the end of the torsion shaft.

Particular sets of essential features of the device are also aimed at solving the problem posed within the framework of the main set of its features, formulated in the previous paragraph and further in the claims, namely:

- in the bolt / screw mortise connection of the lever hub with the end of the torsion shaft, bolts with the thread removed at the end on a taper can be used, with the possibility of crushing the thread on the tapered section when screwing into the mentioned blind holes at the end of the torsion shaft (this is a rational, relatively simple and cost-effective technical solution while maintaining high reliability of angular fixation in the joint);

- in the bolted connection of the lever hub with the end of the torsion shaft, tight-fitting bolts can be used, fixing the tapered ends of which correspond to the profile of the mentioned blind holes at the end of the torsion shaft (this is an alternative special case in relation to the previous one, expanding the possibilities of choosing an acceptable for a particular manufacturer and features components available for the manufacturer);

- in the bolt mortise connection of the lever hub with the end of the torsion shaft, pairs of mortise bolts / screws with their opposite arrangement can be used, that is, with an angular displacement of 180 ° from each other (this allows to reduce the width of the lever hubs and the length of the torsion shaft ends, as well as increase the reliability of the mortise bolt / screw connection as a whole);

- in the torsion unit, a protective torsion casing can be provided, fixed with clamps, with the possibility of protecting the latter from mechanical damage (this will make an additional contribution to achieving a positive technical result of using the claimed invention with a relatively small increase in the geometric dimensions and weight of the device, labor costs of installation and dismantling works, and product cost);

- the levers can be connected to the ends of the torsion shaft, and the bearing supports of the latter are displaced to its center by the width of the levers (this increases the length of the working, twisted section of the torsion shaft with the same total length).

Among the array of known devices, no such were found, the set of essential features of which would coincide with the stated set of features. At the same time, it is due to the latter that a new technical result is achieved, which determines the presence in the claimed device of the first qualification feature - “the world level of novelty”.

The set of distinctive essential features of the claimed device is not a simple sum of the known technical results of using separately known system components. There is a "supereffect" (in the patent meaning of this term), which was not obvious to a specialist from the state of the art achieved (of course, before considering the proposed technical solution). This convincingly demonstrates the inventive step of development as the second of the triad of qualifying features of the invention.

The third qualification feature, industrial applicability, is also indisputable and follows from the vast world experience of carriage building, the availability of an experimental device successfully tested by the authors, as well as the fragment of the list of purchased main components of the device, the production of which is industrially mastered, given below.

The essence of the invention (using the example of a railway car as a priority object of implementation) is disclosed in more detail in the examples below, illustrated by Figures 1-6:

in fig. 1 shows a 3D image of a computer model of a wheeled bogie with a torsion stabilizer (TS), general view, where the positions indicate: 1 - the frame of the wagon wheel bogie; 2, 3 - bearing support of the torsion shaft; 10 - lever; 12 - thrust; 25 - protective cover of the torsion shaft;

in fig. 2 - 3D-image of the computer model of the vehicle, where the suspension rods are shown in a generalized manner (conventional design) and additionally introduced the following positions: 4, 5 - radial spherical bearings of supports 2, 3; 6 - torsion shaft (torsion bar); 7, 8 - ends of shaft 6; 9-lever; 11 - thrust; 13, 14 and 15 - mortise bolts / screws; 21, 22 and 23, 24 - terminal bolts / screws (to tie the terminal halves);

in fig. 3 - drawing of the vehicle, side view with a local longitudinal section along the lever through the end of the torsion shaft, where additionally entered positions: 8 - end of the torsion shaft; 16 - mortise bolt / screw; 18, 19, 20 - blind radial holes at the ends of the torsion shaft;

in fig. 4 - bolt / screw of the relationship between the end of the torsion shaft and the hub of the lever, side view, where additional positions are introduced: 14 - mortise bolt / screw;

in fig. 5 - torsion shaft on bearing supports, top view (in plan), where additional positions are introduced: 8 - end of the torsion shaft; 17 - blind radial hole at the end of the torsion shaft;

in fig. 6 - bearing support of the torsion shaft, longitudinal section, where the positions are additionally introduced:

4, 5 - spherical bearings of the torsion shaft supports.

The torsion bar assembly of the side tilt stabilizer of the car body (in this example) contains a bogie (undercarriage) frame (see Fig. 1) installed transversely to its longitudinal axis of symmetry in space (here, between its transverse beams), by means of two spaced bearing supports 2 and 3 with bearings 4 and 5, respectively, torsion shaft (torsion bar) 6 (see Fig. 5, 6). The ends 7 and 8 of the shaft 6 are connected to the body by side (left and right) levers 9, 10 and rods 11,12 (see Fig. 1-3). This is done to ensure the transfer of torques to it due to dynamic forces from the body vibrating in the transverse plane.

Bearings 4, 5 of the supports 2, 3 of the torsion shaft 6 are made spherical and installed with a spindle, with the possibility of compensating for the skew when (6) twisting (see Fig. 6).

Each end 7, 8 of the torsion shaft 6 is cylindrical (see Fig. 5), and its (7, 8) connection to the lever 9, 10, respectively, is a combined terminal-bolt, with the parallel use of the main terminal connection and an additional ("cut-in" ) connections in the form of mortise bolts / screws 13, 14 and 15, 16 with tapered fixing ends installed radially on the thread in the hub of the lever 9, 10 (protruding in such a connection as a "mandrel) and entering blind radial smooth holes 17, 18 and 19 , 20 in the body of the end 7, 8 of the torsion shaft 6 with the possibility of transmitting torque from the lever 9, 10 to the end 7, 8, respectively (see Fig. 3, 4).

Said main terminal connection is a female half of the lever hub 9, 10 with terminals tightened by two terminal bolts / screws 21, 22 and 23, 24 (see Fig. 2, 3). Moreover, with sufficient friction from rotation between the inner surfaces of the lever hub halves 9, 10 and the cylindrical surface of the end 7, 8 of the torsion shaft 6 (with a 20% margin).

Next - details of the mentioned additional (functional - safety) connection of the lever 9, 10 with the end 7, 8 of the torsion shaft 6.

In the first special case (for example), in the bolt / screw mortise connection of the lever hub 9, 10 with the end 7, 8 of the shaft 6, bolts / screws 13, 14 and 15, 16 can be used with the thread removed at their end on a taper, with the possibility crushing of the thread on the tapered section when screwing into the previously mentioned blind smooth holes 17, 18 and 19, 20 in the shank 7, 8 (synonyms: "mating holes-nests", "recesses", "round grooves"). This solution is illustrated in FIG. 3, 4.

For the second (alternative) special case (for example), in the bolted / screw mortise connection of the lever hub 9, 10 with the end 7, 8 of the shaft 6, fit bolts 13, 14 and 15, 16 can be used, fixing the tapered ends of which correspond to the profile of the blind holes 17, 18 and 19, 20 at the end of 7, 8 of shaft 6 (also on a cone). Such a technical solution is not illustrated by an enlarged view of a fragment with "close-fitting" interaction due to the sufficiency of a verbal description for engineers.

In the bolted connection of the lever hub 9, 10 with the end 7, 8 of the torsion shaft 6, pairs of mortise bolts / screws 13, 14 and 15, 16 can be used with their opposite arrangement, that is, with an angular displacement from each other by 180 ° (see Fig. 3).

Otherwise, the bolts / screws 13, 14 and 15, 16 are not installed oppositely, but in a row, mainly at the top (as well as the bolts / screws 21, 22 and 23, 24).

The terminal-bolt / screw connection is designed for the ability of the terminal and bolt / screw connection individually to withstand the entire load independently.

Levers 9, 10 can be connected to the ends of the torsion shaft 6, and the bearing supports 2, 3 of the latter are displaced to its center by the width of the levers 9, 10.

A protective casing 25 of the torsion shaft 6 can be provided, fixed with clamps, with the possibility of protecting the latter (6) from mechanical damage (see Fig. 1, 2, 5).

An example of the implementation of the stabilizer uses specific, modern components mastered by the industry (which additionally convinces of the fulfillment of the patented criterion of the invention "industrial applicability"), in particular standard products: bolts (screws), nuts, washers, cotter pins, grease fittings, conical plugs (according to the relevant GOSTs) , spherical radial bearings GE60 ES (C3). Original parts (6, 9, 10, etc.) in production do not require any non-existent technologies.

The claimed stabilizer operates as follows.

When the body tilts laterally, the torsion shaft 6 is elastically twisted and creates a force on the levers 9, 10, which prevents this lateral tilt and tends to return the body to its original position. In the case of lateral displacement (deflection) of the body, an elastic inclination is carried out to the side opposite to the deflection. This effect arises due to the presence of an angle of inclination of the rods 11, 12 to the vertical and mutual displacement and twisting of the levers 9, 10 with the shaft 6. In this case, multidirectional forces arise on the levers 9, 10, which through the rods 11, 12 act on the body and tilt it in the opposite direction relative. The total force of these two forces tends to return the body (and hence the car) to the equilibrium position.

However, from the point of view of the claimed invention, the following physical processes (effects) are of particular interest:

Firstly, visual inspection of the condition of rods 11, 12 and a number of other components of the assembly, as well as a number of assembly and disassembly works are carried out not from below, but from the side of the body.

Secondly, in the spherical bearings 4, 5 of the supports 2, 3 of the torsion shaft 6 (due to the clearances and sphericity), the bending of its (6) elastic line is compensated. This means that the adjacency is released, and increased wear of the bearing supports is prevented.2.3.

Thirdly, the nature of the interconnection of the ends 7, 8 of the torsion shaft 6 with the levers 9, 10 (more precisely, with their hubs) using a combined terminal-bolt connection, the essence is two duplicating (complementary) interconnections, fixing from turning the lever at the end torsion shaft 6 provides shockless, reliable transmission of torque from the levers 9, 10 to the ends 7, 8 of the torsion shaft 6. And as a result - reduction of distortions, deformations and wear. Especially with two diametrically installed bolts / screws 13, 14 and 15, 16 (due to the symmetry of the fastening scheme, a more even distribution of stresses in this node - see Fig. 3, 4).

In the first example of such a mortise connection, at the end of the twisting of the bolts / screws 13, 14 and 15, 16, the sections of the tapering thread are crushed, providing a tight connection (which was incorporated into the structure and which was already mentioned above).

In the second example (with fit bolts 13, 14 and 15, 16), the tight connection is provided by the “fit” sections.

In any of these two designs, in case of failure to retain the torque by the main connection - terminal, the described mortise bolt / screw is triggered (hence its characteristic as "parallel", "safety").

The casing 25 protects the torsion shaft 6 from destructive influences from the outside (mainly from below), in accordance with the operating experience of rolling stock and the definition of "protective".

In the case of vertical oscillations of the body (oscillations of galloping or jumping), the torsion shaft 6 of the stabilizer rotates freely, co-directionally in bearings 4, 5 (and the suspension in its own) and the device as a stabilizer does not participate in the operation of the running gears of the car (bogies) - the torsion shaft 6 does not twists.

Thus, a technical solution is proposed that solves the problem. The use of such a stabilizer will improve the fuel efficiency of it and the torsion stabilizer as a whole (for example, a railway carriage) due to:

- the possibility of carrying out maintenance and repair on the side of the car (the condition of the rods is visible);

- increase in reliability (with a forecast of up to 1 million loads at maximum load and maximum angle of twist of the torsion shaft, in the given particular example, we are talking about 10 °) due to reduced wear both in the bearing supports of the torsion shaft and in the interconnection of the torsion shaft shanks and levers ;

- an increase in the mean time between failures (with a forecast of at least 1200000 km of run of a car and for the reasons stated in the previous paragraph);

- reaching the assigned full service life (with a forecast of at least 16 years and a warranty period of at least 8 years or 2,400,000 km of the car's mileage, also for the above reasons).

Moreover, all this - in accordance with the group of mechanical design M26 in accordance with GOST 30631.

Claims (6)

1. Torsion unit of the stabilizer of the lateral inclination of the car body, containing mounted on the bogie frame transversely to its longitudinal axis of symmetry, by means of two spaced bearing supports, a torsion shaft, the ends of which are connected to the body by left and right levers and rods, characterized in that the bearings of the torsion shaft supports are made spherical and installed with a swivel with the ability to compensate for skew when it is twisted, the end of the torsion shaft is cylindrical, and its connection to the lever is a combined terminal bolt, with the parallel use of the main terminal connection and an additional connection in the form of mortise bolts / screws with tapered fixing ends installed radially on the thread in the hub of the lever and entering the blind radial smooth holes in the body of the end of the torsion shaft with the possibility of transmitting torque from the lever to the end of the torsion shaft. 2. The torsion unit according to claim 1, characterized in that in the bolt / screw mortise connection of the lever hub with the end of the torsion shaft, bolts with the thread removed at the end on a cone are used with the possibility of crushing the thread on the tapered section when screwing into the said blind holes at the end of the torsion shaft. shaft. 3. Torsion unit according to claim. 1, characterized in that in the bolt mortise connection of the lever hub with the end of the torsion shaft, tight-fitting bolts are used, fixing the tapered ends of which correspond to the profile of the said blind holes at the end of the torsion shaft. 4. Torsion unit according to claim 1, characterized in that in the bolt mortise connection of the lever hub with the end of the torsion shaft, pairs of mortise bolts / screws are used with their opposite arrangement, that is, with an angular offset from each other by 180 °. 5. Torsion unit according to claim 1, characterized in that the levers are connected to the ends of the torsion shaft, and the bearing supports of the latter are displaced towards its center by the width of the levers. 6. Torsion unit according to claim 1, characterized in that it provides a protective casing of the torsion shaft, fixed with clamps, with the possibility of protecting the latter from mechanical damage.

Images