RU60053U1 - CAR UNIT OF RAILWAY CAR - Google Patents

Abstract

The inventive utility model relates to the design of the coupler of a railway carriage. In the lower part of the balancer of the roller of the automatic coupling lift, a protrusion is made having a hole for connecting to the locking chain of the uncoupled drive. The protrusion is made with a shift to the side of the automatic coupling from the outer end surface of the balancer of the elevator roller. Along with this, the locking arm of the release lever is made along its middle part, being its continuation, and the locking chain is fixed on the outside from the release arm. In addition, the heads of the bolts connecting the chains to the shoulders of the release lever are made in the form of rings with cuts. Along with this, the lower point of the locking arm of the release lever is located at a distance from the bearing surface of the car’s firing pin no more than the length of the protruding part of the trolley pin. 1 s p. f. 7 ill.

Description

The inventive utility model relates to railway transport, in particular to the design of the coupler of a railway car.

The known design of the coupler of the carriage type [V.V.Kolomiychenko, V.I. Belyaev, I. B. Feoktistov, N. A. Kostina "Automatic couplers of rolling stock of railways", Moscow, transport, 2002, p.6], consisting of an automatic coupler absorber located between the front and rear stops of the frame, which receives loads from the automatic coupler through the connecting wedge by means of a traction clamp. In the case of the automatic coupler there is a trip mechanism driven by the elevator roller from the coupler drive. The release drive consists of a release lever, fixing and supporting brackets, as well as a chain fixed at one end to the release lever arm, and the second end connected to the upper ledge of the balancer of the elevator roller.

One of the drawbacks of this automatic coupler that reduces the operational safety of its operation is that in the event of an emergency (falling out of the wedge, its kink, breakage of the automatic coupler shank, etc.), the broken automatic coupler departs from the car while the train is moving, the release chain is pulled and the elevator roller is rotated in the direction of disengagement, since this chain is located above the axis of rotation of the roller. There is a breakdown of the broken automatic coupler, its exit from the contour of the adjacent automatic coupler and falling onto the path, which can cause the trolley to go off the rails and lead to emergency consequences.

Also known is the design of the automatic coupler (Railway Transport Magazine, No. 11, 2001, pp. 56-59) containing an automatic coupler with a clutch mechanism, resting its shank on a centering device with a spring-loaded support and transmitting forces through the traction clamp through the wedge to the absorbing device and stops of the spinal beam.

Trip drive [RF Patent No. 2022851 B 61 G 7/02, publ. 11/15/1994 bull. No. 21] of this coupler includes a release lever, consisting of a handle, a middle part and a release arm, an additional locking arm is made directed in the opposite direction from the release arm. Using the upper uncoupling and lower locking chains, by means of bolts, the arms of the uncoupling lever are connected to the elevator roller, while the locking chain is located below the axis of rotation of the roller and its bolt is more tensile than the uncoupling bolt [RF Patent No. 2238203 B 61 G 7/02, publ. 10/20/2004 bull. No. 29].

In this automatic coupler, the fall of the automatic coupler onto the track is eliminated due to the fact that both chains are pulled almost simultaneously when the cars diverge, then the first bolt of the uncoupling chain breaks, the second, as more durable, the bolt of the locking chain and the elevator shaft does not rotate towards the uncoupling direction. A broken automatic coupler remains coupled to an adjacent one and hangs on its restrictive bracket.

This design is selected as a prototype.

The presence of an additional interlocking connection required an increase in the overall dimensions of the balancer of the elevator roller and the opening in the lower protrusion, made at the same time as the outer end surface of the balancer. As a result, during operation, when interlocked wagons are found in the curves, a large tooth of an adjacent automatic coupler limits the rotation of the elevator roller, which prevents, if necessary, the uncoupling of wagons. This phenomenon can be observed during disengagement and on curved sections of the path of compressed automatic couplings with worn surfaces.

gearing contour. In addition, when shunting, there is a need to push cars without coupling automatic couplings. To do this, the automatic coupler mechanism is set to the “on the buffer” position, while the elevator roller is in the rotated position, and as a result of the automatic coupler impact, a large tooth of the adjacent automatic coupler may hit the lower ledge of the roller balancer, due to the increase in the overall dimensions of the latter. As a result, a breakdown of the elevator roller and the release of the trip drive may fail.

Another disadvantage of this design of the coupler is the implementation of an additional locking arm of the release lever directed downward in the opposite direction from the release arm. This prevents the carts from rolling out from under the wagons during repairs, inspections and when reinstalling carts of a different gauge. When the wagon rises above the trolleys after the trolley pivots exit the car’s backs, the lower point of the blocking shoulder of this uncoupled drive still limits the rolling out of the trolleys, clinging to the thrust bearing of the trolley’s strut beam. As a result, an additional lift of the car is required, and this is an increase in time costs, which is undesirable under the conditions of operation of the car.

In addition, in the event of a break in the bolts of the release and locking chains to the release lever under the action of large longitudinal forces, other parts of the release drive and the frame of the car (bending, release lever, its brackets, breakage of the bracket mounting bolts, breakage of these bolts from the front windshield can be damaged carriage frame beams, etc.). This leads to additional repair costs during operation.

The task to be solved by the claimed utility model is to create a design of an automatic coupler that ensures the safety of the parts of the coupler drive and the frame in emergency situations (breakage of the automatic coupler, kink of the wedge of the traction clamp, etc.), eliminating the uncoupling of the automatic coupler when it is fractured, which ensures disengagement worn out compressed automatic couplings and when cars are in curves excluding

breakdown of parts of the automatic coupling mechanism in the “on the buffer” position during shunting operations, and allowing the carriages to be lifted when the carts are rolled out to the minimum necessary height.

The problem is solved as follows.

In the lower part of the balancer of the roller of the automatic coupling lift, a protrusion is made having a hole for connecting to the locking chain of the uncoupled drive. The protrusion is made with a shift to the side of the automatic coupling from the outer end surface of the balancer of the elevator roller. Along with this, the locking arm of the release lever is made along its middle part, being its continuation, and the locking chain is fixed on the outside from the release arm. In addition, the heads of the bolts connecting the chains to the shoulders of the release lever are made in the form of rings with cuts. At the same time, the lower point of the blocking arm of the release lever is located at a distance from the bearing surface of the car’s firing pin no more than the length of the protruding part of the trolley pin.

The essence of the claimed utility model lies in the fact that an absorbing apparatus is placed in the traction collar, which perceives shock and traction loads from the automatic coupler through the connecting wedge. In the case of an automatic coupler there is a mechanism driven by an elevator roller, connected by chains, by means of bolts, to the release and locking arms of the release lever. In the lower part of the balancer of the elevator roller there is a protrusion with a hole for connecting to the locking chain. The protrusion is made with an offset towards the automatic coupling from the end outer surface of the balancer of the elevator roller. The heads of the bolts connecting the chains to the arms of the release lever are made in the form of rings with cuts.

The locking arm of the release lever is made along its middle part, being its continuation, and the locking chain is fixed on the outside of the release lever. Lower point of the release link

the lever is located at a distance from the bearing surface of the car’s Friday no more than the length of the protruding part of the kingpin of the truck.

The essence of the claimed utility model is illustrated by drawings, which depict:

figure 1 - General view of the coupler of a railway carriage;

figure 2 is a side view of the coupler on the car;

figure 3 - roller lift with an offset lower protrusion placed in the hitch;

figure 4 - uncoupled drive on the end beam (automatic coupling conventionally not shown);

5 is a stretched position of the chains of the roller of the lift of a faulty automatic coupler at the beginning of the divergence of the cars;

6 - hovering of a faulty automatic coupler on the bracket of an adjacent automatic coupler after the carriage diverges;

Fig.7 is a top view of connected couplers in the "on the buffer" position of the release lever of one of them.

An automatic coupler consists of an automatic coupler 1 with a restrictive bracket 2 and a clutch mechanism, a centering device 3, a traction clamp 4 with an absorbing device 5 located therein, a wedge of a traction clamp 6 for connecting the shank of the coupler 7 with the traction clamp 4 and the release drive 8.

The roller of the elevator 9 of the automatic coupling clutch mechanism includes a balancer 10 containing, located relative to the axis of rotation 24 of the roller, located relative to the axis of rotation of the roller, the upper 11 and lower 12 protrusions to which are connected, respectively, the upper release 13 and lower blocking chain 14 with bolts 15, 16 with nuts. The lower protrusion 12 of the balancer 10 is made in the form of a sector and is shifted closer to the automatic coupler 1 by a value A relative to the upper protrusion 11.

The heads of the bolts 15, 16 are made in the form of rings with cuts, while the head of the bolt 15 of the locking chain 14 has greater tensile strength than the head of the bolt 16 of the uncoupling chain 13.

Using the indicated bolts 15, 16, the chains of the elevator roller 9 are connected to the upper uncoupling 17 and the lower locking 18 arms of the uncoupling lever 19, which is mounted in brackets 20 and 21, which are bolted to the front sheet of the carriage 22 with the bolts. The locking shoulder 18 is made along the middle part 23 of the release lever 19, being its continuation. The lower point of the locking shoulder 18 of the uncoupling arm 19 is located at a distance from the bearing surface of the car’s firing pin no more than the length of the protruding part of the trolley pin.

The work and interaction of the nodes and parts of the coupler is as follows.

In the event of an emergency (loss or kink of the wedge 6, breakage of the shank 7 of the automatic coupler body, etc.), the faulty automatic coupler loses contact with the clamp 4 of the car and begins to separate from it, still connected to the uncoupling 13 and block 14 chains of the balancer 10 of the elevator roller 9 with upper 17 and lower 18 shoulders of the release lever 19.

When the wagons diverge, the chains 13 and 14 are pulled and therefore the rotation of the elevator roller 9 and, accordingly, the automatic couplings are not disengaged. With the further divergence of the cars during their movement, the first as the ring of the bolt 16 of the uncoupling chain 13 is unbent, the second is the ring of the locking chain 14 and the automatic couplings are not released. A malfunctioning automatic coupler that has lost contact with the car remains in the meshing circuit of an adjacent automatic coupler and hangs on its restrictive bracket 2, i.e. falling onto the path of a broken automatic coupler does not occur.

The technical result from the use of the claimed utility model is as follows.

The implementation of the protrusion located in the lower part of the balancer of the elevator roller for connection with the locking arm of the release lever

offset to the side from the end outer surface of the balancer provides a gap between the lower protrusion of the rotated elevator roller and the impact surface of a large tooth of an adjacent automatic coupler, which allows the disconnection of worn automatic couplings, automatic couplings of cars located in curved sections of the path, to eliminate damage to the elevator roller during shunting when the mechanism is in position one of the automatic couplings “on the buffer”.

The manufacture of the bolt heads connecting the chains to the arms of the uncoupled lever in the form of split rings made it possible to significantly reduce the efforts necessary to break the bonds between the arms of the uncoupling lever and the elevator roller and thereby eliminate damage to the parts of the coupler and the carriage frame.

The implementation of the locking arm of the release lever along the middle part of the latter and the location of the locking chain on the outside of the release arm of the lever has reduced the number of links of the locking chain and reduce the cost of its manufacture.

In addition, this design of the locking shoulder and the balancer of the elevator roller makes it easy to upgrade the existing fleet of cars by welding a conventional short bar to an existing release lever and machining a small sector of the elevator roller with a hole without manufacturing and welding

The location of the lower point of the locking arm of the release lever at a distance from the supporting surface of the car’s Friday no more than the length of the protruding part of the carriage pin allows the carriage to be rolled out from under the carriage immediately after the carriage kingpin leaves the Friday without additional time costs for raising and releasing the carriage.

Currently, design documentation has been developed for this design of the automatic coupler, prototypes have been manufactured, and necessary tests have been carried out.

Claims (5)

1. An automatic coupling device for a railway carriage, which includes an absorbing device located in the towing clamp, which receives the load from the automatic coupler through the connecting wedge, in the housing of which there is a mechanism driven by an elevator roller, which is connected in turn by means of chains, with bolts, to and locking shoulders of the lever of the uncoupled drive, characterized in that the protrusion located in the lower part of the balancer of the elevator roller with an opening for connection to the locking circuit of the drive in the total displacement in the direction from the outer end surface of the balancer hoist roller. 2. The automatic coupling device of a railway carriage according to claim 1, characterized in that the bolt heads connecting the chains to the arms of the uncoupling arm are made in the form of rings with cuts. 3. The automatic coupling device of a railway car according to claim 1, characterized in that the locking arm is made along the middle part of the uncoupling lever, being its continuation. 4. The automatic coupling device of a railway carriage according to claim 1, characterized in that the locking chain is fixed on the outside from the uncoupling arm of the lever. 5. The automatic coupling device of a railway car according to claim 3, characterized in that the lower point of the locking arm of the uncoupled lever is located at a distance from the bearing surface of the car’s firing pin no more than the length of the protruding part of the carriage pin.