RU2743601C1 - Carriage torsion stabilizer link - Google Patents

Abstract

FIELD: railway transport.

SUBSTANCE: invention relates to the rods/links of torsion car stabilizers. A link connects the car body to the end of the stabilizer arm. The link is made in the form of a symmetrical lanyard. Lanyard contains a rod with persistent belts and threaded ends, as well as a rod/link length adjustment device. The threaded ends are screwed into the blind holes of the handpiece shanks and are locked. External threads are provided on the outer cylindrical surfaces of the tip shanks. A union nut is screwed onto the thread, and a spacer washer is installed between the end of the union nut and the thrust collar. Compressive forces can be transmitted only through the external threaded connection, and tensile forces - only through the internal threaded connection of the end of the rod with the tip shank.

EFFECT: MTBF of the stabilizer link is increased.

8 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 in 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 bogie frame, and using two lever systems - with the bolster , so that when the body (and hence the bolster) is tilted in the direction transverse to the direction of the bogie, the elastic reaction 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. All together form a two-stage suspension of variable stiffness, with an additional function of the anti-roll bar (“inclusion of torsion bars to damp both vertical and angular lateral movements of the body”).

The disadvantages of such vehicles include, in particular, the alternation and single-flow of loads transmitted from the bolster to the ends of the torsion bar, which means that there are limitations on increasing the durability (service life, performance, reliability) and reducing the weight and dimensions of all successively working links and their interconnections ( especially taking into account the working gaps and backlash between them.

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

As the closest analogue device (prototype) to the claimed device for its intended purpose and a set of essential design features, a thrust ("suspension") of a railway car vehicle, containing a combined rod and tips with hinge sockets in the housings, connecting the body through the axes of the said hinge sockets ( "Bolster of the car") with the end of the lever opposite to the relationship of the latter with the torsion shaft of the vehicle, with the possibility of transferring alternating (different signs) forces of lateral and vertical body vibrations to the said torsion shaft and alternating elastic twisting of the latter as a result [4. RU 2688453 C2, B61F 5/02, 17.01.2019].

It is a "single-flow" (in the power sense) transmission link. Accordingly, in the conditions of sign-changing (different-sign) values of the transmitted force from the car body to the torsion shaft through the rod (and) and the lever (and), the rod (and) also experiences (are) alternating (different-sign) loads. And dynamic multicyclic. In comparison with constant sign (single sign), such loads by themselves reduce the service life of the product. And since modern "transport" rods are not monolithic, but are assembly units with various constructive solutions to the problems of adjusting and compensating for external and internal factors, including the use of threaded connections (on which, for example, the device of lanyards in general mechanical engineering is based), alternating full-flow dynamic loads are especially "deadly" from the standpoint of durability (operability, service life) and the removal of problems in eliminating their self-unscrewing associated with the presence of an inevitable structural gap between the threads in threaded connections. It should be noted that the technological irrationality of the known rods ("suspension" stabilizers), in which the configuration of the rod with a pronounced neck-like transition of the rod into the shank of the tip body (covering the bearing assembly) is associated with the costs of metal processing and causes an unjustified increase in the length and mass of the rod.

However, in the selected prototype, as well as in other analogs given in the review, the device of rods ("suspensions") in the composition of railway vehicles is shown in a simplified manner, without details due to the insignificance of these features from the point of view of the presentation of the subject of the invention (we are talking about analogs - sources of information, not about this application).

In accordance with the indicated general shortcomings of the prototype and other highlighted analogs, in the conditions of the increasing role of the stabilizers of lateral angular oscillations ("lateral heaving") applied to the cars of high-speed rolling stock (and other ground vehicles), including double-deck cars with more high location of the center of mass, the task of increasing the technical and operational capabilities and characteristics of rods, including their manufacturability, becomes especially urgent. And, thus, the vehicle as a whole, namely, a sharp increase in durability (performance, service life before overhaul) and an improvement in manufacturability, as well as maintainability.

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 MRO (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 the spherical shaft is installed with the possibility of compensation made in the form of a symmetrical lanyard, which includes the said rod with a rod length adjustment device, thrust collars and threaded ends screwed into the counter-blind threaded holes in the shanks tips, and on the outer cylindrical surfaces of the tip shanks there is an external thread, onto which the union nut is screwed, while between the ends of the tip shank and the union nut on one side, and the thrust collar on the other side, there is a spacer w washer, with the possibility of transmitting compression forces by traction along the external threaded connection of the tip shank with a union nut bypassing the threaded connection of the end of the rod with the tip shank, and transferring tensile forces along the specified internal threaded connection, bypassing the external threaded connection.

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:

- the threads of the mating ends of the rod with the shanks of the tips are made, as a rule, in different directions - right and left, respectively (this allows you to get a very simple design while maintaining the adjustment, in terms of the length of the rod, its function as a lanyard);

- with the previous set of features, the thrust can be installed in the vehicle with the location of the left-handed connection either below or above the right-handed one (this increases the convenience and ergonomics of the in-place current adjustments of the length of the rods, given their pairedness - the presence of left and right rods from the corresponding sides, with the condition of access outside to the side);

- spacer washers can be freely installed on the threaded ends of the rod (while maintaining the main purpose of the spacer nut - the possibility of reducing the diameter of the thrust collar of the rod due to the overlap of the washer area of the end face of the union nut, this more reliably ensures the functional purpose of the union nut and increases the service life of the latter, with a relatively , as follows from consideration of the following, alternative example, a simple design, better depreciation capabilities and the possibility of intermediate in routine maintenance, replacing only this small part with a new one, such a washer in this case is a specially introduced buffer link made of a less solid material than the rod interacting with it and union nut);

- spacer washers can be made with an internal thread, that is, in the form of washer-nuts, and screwed onto the ends of the rod (this makes it possible to redistribute the power flow transmitted by the thrust in the "compression" mode between the parts of the prefabricated structure of the rods, thereby ensuring "two-flow" forces, which means - the conditions for reducing the mass and dimensions corresponding to the assembly parts "rod - union nut - thrust washer-nut");

- the device for adjusting the length of the rod can be structurally combined with the body of the rod, that is, they are made in the form of one piece (this is the simplest structurally, reliable and cheap particular example of implementation);

- the rod length adjustment device can be split, mainly in the form of flats on the rod body spaced to the ends of the rod (this improves the conditions for adjusting the rod 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 car building, the presence of a successfully tested (under supervision) experimental model of the device, as well as the fragment of the list of purchased basic 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 vehicle, general view, where the positions indicate: 1 - the frame of the wagon wheel bogie; 2, 3 - bearing support of the torsion shaft; 4 - torsion shaft (under the protective cover); 6 - lever; 8 - thrust (shown simplified); 12, 13 - hinged sockets of tips; 19, 20 - shanks of tip bodies;

in fig. 2 - 3D-image of the computer model of the vehicle, where additional positions are introduced: 5 - lever; 9 - rod; 10, 11 - housings of rod ends; 14 - rod length adjustment device (turnkey); 25, 26 - union nuts; 37, 38 - axes of interconnection of rods with a car body or other vehicle (with "sprung mass"), in particular - with a bolster of the body;

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 the female half of the hub of the lever 9, 10 with terminals.

The rod 7 of the torsion stabilizer of the car or other vehicle contains the combined rod 9 and the body 10, 11 of the tips with the hinge sockets 12, 13 (see Fig. 6). The rod 7 connects, through the axes of the hinge sockets 12, 13, the body with the end of the lever 5, opposite the relationship of the latter (5) with the end of the torsion shaft 4 (in the general case, with the shaft 4). In this case, the possibility of transferring alternating forces of body vibrations to the torsion shaft 4 and the elastic twisting of the latter (4) is provided.

The rod 7 is made in the form of a symmetrical lanyard (rigid), which includes a rod 9 with a device 14 for adjusting the length of the rod (under the key - a wrench, special or improvised tool), persistent belts (collars) 15, 16, due to the difference in the diameters of the rod body 9 when moving from its middle part to the end sections, and threaded ends 17, 18 (i.e. opposed) screwed into blind counter threaded holes in the shanks 19, 20 of the bodies 10, 11 of the rod ends 7 with the mentioned inner 21, 22 and outer 23, 24 threads. On each shank 19, 20, the bodies 10, 11 are screwed, by means of an external thread 23, 24, along a union nut ("lock nut", in accordance with one of its functions) 25, 26. In this case, between the ends of the shanks 19, 20 with union nuts 25, 26, on the one hand, and thrust ribs (collars) 15, 16 on the other hand, is installed on the spacer washer 31, 32.

In order to additionally (see "locknuts") prevent the connections from self-loosening, lock washers 27, 28 can be installed in series with the spacer washers 31, 32 - see Fig. 5 or 29, 30 - see FIG. 6) or another method of thread fixation is applied, for example, using Anaterm.

In this case, it is possible (by selecting the appropriate tightening torque of the union nut 25, 26 and / or the threaded spacer 33, 34 - see below) to transfer the compression forces by the thrust 7, 8 exclusively along the external threaded connection 23, 24 of the shank 19, 20 of the tip in bypassing the threaded connection 21, 22 of the end of the rod with the shank 19 and 20 of the tip, and transferring the tensile forces exclusively along the internal threaded connection 21, 22, bypassing the external threaded connection 23, 24.

The further description applies to additional, particular (but rational and therefore recommended) examples of the implementation of the claimed device.

The threads 21, 22 of the mating, essentially opposite ends of the rod 9 with the shanks 19, 20 of the housings 10, 11 of the tips are made multidirectional - right and left (designation LH in Figs. 5, 6), respectively.

In this case, the thrust is installed in the vehicle with the location of the left-handed connection either below the right-handed connection (see Fig. 5), or vice versa (see Fig. 6).

Spacer washers 31, 32 are freely installed on the threaded ends 17, 18 of the rod 9 (see Fig. 5).

According to an alternative private technical solution, thrust washers 33, 34 can be made with internal threads 35, 36 (for threads 21, 22), that is, in the form of washer-nuts 33, 34, and screwed onto the ends 17, 18 of the rod 9 (see Fig. 6). In this case, part of the compression load will be perceived not only by the thrust collar (shoulder) 15, 16 on the rod 9, but also by the thread 35, 36, which ultimately allows the rod 9 to be made either of a smaller diameter or from a less strong one, therefore, less expensive, steel.

A particular version of the device is not excluded, in which the spacer washer 31-34 is a specially introduced buffer link made of a somewhat less solid material than the rod 9 and the union nut 25, 26 interacting with it.

The rod length adjustment device 14 can be structurally integrated with the body of the rod 9, i.e. they can be made in one piece. In this case, the device 14 can be made split, mainly in the form of flats on the body of the latter spaced apart to the ends of the rod 9 (see Figs. 3-6).

The hinge slots 12, 13 are connected to the body by horizontally transversely oriented axles 37, 38 (see Fig. 2).

An example of the implementation of the TS 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, nuts, washers, cotter pins, grease fittings, conical plugs (according to the relevant GOSTs), radial bearings spherical GE60 ES (C3). Original parts (9, 19, 20, 31-32, etc.) are mainly turning or stamping, and do not require any non-existent technologies in production.

The claimed invention is included in the technical documentation developed by the applicant organization for the creation of double-deck passenger car (s) mod. 61-779, a prototype of one of which has already been manufactured.

The claimed torsion stabilizer rod (for example, one of the two rods) works as follows (of course, in the context of the entire vehicle).

When the body tilts laterally, the torsion shaft 4 elastically twists and creates a force on the levers 5, 6, 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 7, 8 to the vertical and mutual displacement and twisting of the levers 5, 6 with the torsion shaft 4. In this case, multidirectional forces arise on the levers 5, 6, which through the rods 7, 8 act on the body and tilt him in the opposite direction. The combined force of these two forces tends to return the body to the equilibrium position (preventing body roll).

However, from the point of view of the claimed invention, the following physical processes (effects) in rods 7, 8 are of particular interest.

First, the rod assembly works in a special way. Let us consider this in more detail, using the example of one of the ends of the rod 7, which work simultaneously and in the same way (see Fig. 5 or Fig. 6).

When the rod 7 is stretched, this force is perceived only by the body 10 with its shank 19 and the rod 9 through their threaded connection 21 ("internal" threaded connection 21 in the assembly).

When the thrust 7 is compressed, in its particular version with a non-threaded spacer washer 31 (see Fig. 5), this force is taken by the body 10 with its shank 19 and the rod 9 through "intermediaries" - the threaded connection 23 of the shank 19 with the union nut 25 (" external "threaded connection 23 in the assembly) and the actual union nut 25 (which in this case is not just a" lock nut "in the usual sense, its main function is different, which is what we are talking about, plus an adjusting one) and, consequently, a spacer washer 31 resting on the belt (collar) 15 of the rod 9.

In a private version of the device with a threaded thrust washer (washer-nut) 33 (see Fig. 6), the simultaneous two-flow transmission of force in the thrust 9 is additionally provided - directly by the stop of the end face of the union nut 25 through the washer (washer-nut) 33 into the belt (collar ) 15 of the rod 9, and, at the same time, the base of the end 17 of the rod 9 through the threaded connection 35 and 21 of the latter (17 and 9). In the general case, both the union nut 25 and the spacer washer (washer-nut) 33 serve as adjustment tools.

In both particular versions of the device, the described processes are fundamental, since lead to the fact that the working elements are loaded not with an alternating load, but work in a zero cycle. In other words, in the power threads 21-24 and 35, 36 there are no conditions for the formation of gaps, while the internal threaded connection ("stem - body shank") works only in tension, and the outer ("body shank - union nut") - only on compression.

The second particular version (according to Fig. 6), in addition to what has been said, removes half of the load from each thrust element 7 (8) in the compression mode.

Thus, there is a "two-stream" effort both in space and in time.

In the aggregate of factors in both particular versions, this unambiguously leads to a sharp increase in the durability of the rods 7, 8 as a whole with the smaller dimensions of its parts.

In the case of vertical vibrations of the body (vibrations of galloping or jumping), the torsion bar shaft 4 of the stabilizer rotates freely, co-directionally in bearing supports 2, 3 (and the suspension with thrust 7 in its own) and the stabilizer does not participate in the operation of the running gear of the car (bogies).

Thus, a technical solution is proposed that solves the complex problem posed. The use of such rods will significantly increase their durability and reduce their weight and dimensions by ensuring constant sign loads (stresses) in the threaded power connections of their rod with the tip body, as well as introducing interchangeable intermediate links - spacer washers into the design. So, to improve the technical characteristics of the vehicle in general. Becomes achievable (by the example of a railway carriage):

- increase in reliability (up to 1 million loads at maximum load and maximum torsion shaft twist angle, in the given particular example we are talking about 10 °) due to a decrease in wear of the mentioned threaded connections;

- increase in mean time between failures (at least 1,200,000 km of a car's run);

- increase in the full service life (at least 16 years and the warranty period of at least 8 years or 2,400,000 km of the car's run);

- reduction in weight and dimensions (without reducing the safety factor). Moreover, all this - in accordance with the group of mechanical design M26 in accordance with GOST 30631.

Claims (8)

1. A rod of a car torsion stabilizer, containing a combined rod and lugs with hinge sockets in the housings, connecting through the axes of said hinge sockets the body with the end of the lever opposite to the relationship of the latter with the torsion shaft of the stabilizer, with the possibility of transferring alternating forces of transverse vibrations of the body to the said torsion shaft elastic twist of the latter as a result, characterized in that it is made in the form of a symmetrical lanyard, including the mentioned rod with a device for adjusting the length of the thrust, thrust belts and threaded ends screwed into blind threaded holes in the shanks of the tips and are locked, and on the outer cylindrical surfaces the ends of the tips are provided with an external thread, onto which the union nut is screwed, while between the ends of the tip shank and the union nut on the one hand and the thrust collar on the other side there is a spacer washer, with the possibility of transferring compressed forces by pulling on the external threaded connection of the tip shank with the union nut bypassing the threaded connection of the rod end with the tip shank and transferring tensile forces along the specified internal threaded connection bypassing the external threaded connection. 2. The rod according to claim 1, characterized in that the threads of the mating ends of the rod with the shanks of the tips are made in different directions - right and left, respectively. 3. The thrust according to claim. 2, characterized in that it is installed in a torsion stabilizer with the location of the left-handed connection below the right-handed one. 4. The thrust according to claim 2, characterized in that it is installed in a torsion bar stabilizer with the left-handed connection located above the right-handed one. 5. The rod according to claim. 1, characterized in that the spacer washers are freely mounted on the threaded ends of the rod. 6. A rod according to claim 1, characterized in that the spacer washers are made with an internal thread, that is, in the form of washer-nuts, and are screwed onto the ends of the rod. 7. The rod according to claim 1, characterized in that the rod length adjustment device is structurally integrated with the rod body, that is, they are made in the form of one piece. 8. The rod according to claim. 1, characterized in that the device for adjusting the length of the rod is made split, mainly in the form of flats spaced to the ends of the rod on the body of the rod.

Images