RU64166U1 - WAGON WITH A DECLINING AUTO-CHAIN DEVICE - Google Patents

Abstract

The utility model relates to railway transport, in particular, to automatic coupler devices of long-haul cars and is aimed at improving the adhesion conditions of long-haul cars in curved sections of the track. The technical result is achieved by the fact that the car is equipped with a mechanism for coordinating the angle of rotation of the automatic coupler depending on the angle of rotation of the carriage, the drive point of which is located in the area between the plane of the side surface of the car and the plane of the inner side surface of the side closest to the side surface of the car.

Description

The proposed technical solution relates to railway transport, in particular, to couplers of long-haul cars.

A car is known that contains an automatic coupler pivotally mounted on the spinal beam of the car frame and resting on it with the help of a centering beam of a centering mechanism (V.V. Kolomiychenko and others. "Automatic coupler of rolling stock", M., "Transport", 1980, p. 6, 7).

The disadvantage of the car is the lack of a mechanism for matching the rotation of the automatic coupler depending on the angle of rotation of the truck, which does not allow it to be used in the design of long-freight freight cars, since it does not provide the adhesion of automatic couplers of adjacent cars in curved sections of the track.

As a prototype, a car was adopted with an automatic coupler deflecting device comprising an automatic coupler pivotally mounted on it, a trolley including at least side parts and side bearings, a mechanism for matching the angle of rotation of the automatic coupler depending on the angle of rotation of the trolley, and the drive point of the matching mechanism being placed on one of the parts of the trolley or an element fixed on it (RF patent No. 2247044, class B 61 G 7/10, B 61 G 7/12 "Automatic coupling device of a railway carriage" 04/14/2003).

The disadvantage of the prototype is the placement of the drive point of the matching mechanism in the technological hole in the side wall of the nadressornoj beam, which is removed from the axis of rotation of the truck by a small amount. Therefore, the movement in the direction of the axis of the car of the drive point to the action of the matching mechanism when the bogie rotates in the curved sections of the path also has a small value.

Therefore, to ensure the required deviation of the car’s automatic coupling in the curved sections of the track, a multi-link design of the matching mechanism and an increase in its gear ratio are required. As a result, increased forces, which can reach more than 1000 kg, act on the cart elements and the details of the matching mechanism. These efforts will occur when the automatic coupler deviates in the curved sections of the small radius path, and their value significantly exceeds the deflecting automatic coupler forces allowed by the design standards of the cars. In addition, the number of gaps in the links of the coordination mechanism increases, the mechanism itself becomes more complicated. The operation of the carriage becomes more complicated - tracking of its state in operation is required, since a general change in the values of the clearance in operation due to wear leads to a change in the gear ratio of the matching mechanism. In turn, this leads to a change in the angle of deviation of the automatic coupler in the curves. All this reduces the reliability of long-base cars when they are coupled in the curved sections of the track.

Thus, the known designs do not provide reliable grip of long-haul cars in curves in curved sections of the track.

The technical result of the claimed object is to increase the reliability of adhesion of long-rail cars with adjacent cars in curved sections of the track, simplifying the coordination mechanism, reducing the loads acting on the details of the matching mechanism, automatic coupler and trolley, improving the reliability of the matching mechanism,

improving safety and improving the conditions of maintenance and repair of the coordination mechanism.

The essence of the utility model consists in the fact that in the proposed car with a deflecting device for an automatic coupler containing an automatic coupler pivotally mounted on it, a trolley including at least side parts and sideways, a mechanism for matching the angle of rotation of the automatic coupler depending on the angle of rotation of the trolley, and the point the drive of the coordination mechanism is placed on one of the parts of the cart or an element fixed on it, the point of the drive of the coordination mechanism is placed in the area between the plane of the side surface rut and the plane of the inner side surface of the side closest to the side surface of the car.

In addition, the matching mechanism is made in the form of a two-shouldered lever pivotally mounted on the carriage, the shoulders of which are pivotally connected to the longitudinal rod and the transverse rod, the second end of the longitudinal rod being pivotally connected to the side of the cart or to the bracket placed on it, and the transverse rod is pivotally connected to automatic coupler; the bracket is placed at an angle of 5-50 degrees to the transverse axis of the cart; the lateral parts of the trolley are connected by a transverse crossbar, and the point of drive to the action of the coordination mechanism is placed on the crossbar or on the bracket placed on the crossbar; the ratio of the shoulders of the two shoulders of the lever is in the range from 3: 1 to 1: 3; the longitudinal rod is provided with at least one hinge, the axis of which is located in a horizontal plane; two shoulders lever, longitudinal and transverse rods are located in the same plane.

Placing the drive point of the coordination mechanism in the zone between the plane of the side surface of the car and the plane of the inner side surface of the sidecar, which is closest to the side surface of the car, allows you to significantly remove the drive point from the axis of rotation of the trolley and provide significant longitudinal (along the car) movement of these points.

Removing the drive point of the coordination mechanism from the axis of rotation of the truck over a considerable distance provides the ability to move the drive point into the action of the coordination mechanism over long distances for any design of the frame of the truck. This can significantly reduce the gear ratio of the two shoulders of the lever and therefore simplify the design of the matching mechanism, reduce the loads acting on the parts of the matching mechanism, automatic coupler and trolley, and increase the reliability of the matching mechanism.

The installation conditions, adjustment of the coordination mechanism, conditions for its diagnosis, maintenance and repair in operation are also improved. In addition, the working conditions of personnel during the operation of wagons are improved, and safety is increased. This is explained by the fact that it is possible to make an inspection (diagnosis), determine the condition of the parts of the coordination mechanism and repair them if necessary, without climbing under the car, since they can be at arm's length from a specialist standing near the car.

The implementation of the coordination mechanism in the form of a two-shouldered lever pivotally mounted on the carriage, the shoulders of which are pivotally connected to the longitudinal rod and the transverse rod, and the connection of the second end of the longitudinal rod is pivotally with the side of the cart or with the bracket placed on it, and the transverse rod pivotally with an automatic coupler also allows improve the working conditions of the coordination mechanism and reduce the efforts exerted on the wagon, improve the conditions for installation, maintenance and repair of the coordination mechanism.

Fixing the bracket to the crossbar at an angle of 5-50 degrees to the transverse axis of the trolley allows the use of the proposed technical for any design of pivot beams and other elements of the car without limiting the angle of rotation of the trolleys.

Connection of the side parts of the trolley with a transverse crossbar and placing on it or on a point bracket located on the crossbar

drive the matching mechanism allows you to reduce the forces acting on the elements of the cart and on the mounting elements of the bracket, to increase the reliability of mounting the bracket.

Using the shoulder length of the two shoulders of the lever in a ratio of 3: 1 to 1: 3 allows you to select the required gear ratio of the matching mechanism for various parameters of the wagons, matching mechanisms and to ensure the cohesion of the wagons with different base and bogies in curves of any radius - up to 50 m.

The introduction of the hinge, the axis of which is located in a horizontal plane, allows you to eliminate the impact on the longitudinal rod of vertical bending forces that occur when the body position of the car changes in height.

Placing the two-shouldered lever, the longitudinal and transverse rods in the same plane minimizes the effect of the vertical movement of the cars on the deviation of the automatic coupler.

Figure 1 shows a General view of the car with a mechanism for matching the angle of rotation of the automatic coupler depending on the angle of rotation of the truck. Figure 2 shows the option of fixing the bracket on the side of the trolley. Figure 3 shows the matching mechanism with the mounting point of its drive to the side of the trolley, side view. Figure 4 is the same, top view. Figure 5 - matching mechanism with the mounting point of its drive into action to the bracket on the transverse crossbar, side view. Figure 6 is the same, top view.

Car 1 contains a pivotally mounted coupler 2 (Fig. 1). The hitch 2 rests on the beam 3 of the centering mechanism 4 and has the possibility of deviation in plan, that is, rotation relative to the vertical axis 5 (figure 4) - to the right and left. An arm 6 is rigidly attached to the car 1, on which the two-arm lever 7 is pivotally fixed (Fig. 1). One of the ends 9 of the transverse rod 10 is pivotally attached to the shoulder 8 of the two-shouldered lever 7. The second end 11 of the transverse rod 10 is not rigidly

6 is connected to the bracket 12, rigidly connected with the beam 3. For connection with the bracket 12, the second end 11 of the transverse rod 10 can be bent and inserted into the transverse (relative to the axis of the path on which the car stands) groove 13 of the bracket 12, thus forming a movable hinge whose axis can move along the groove 13. The end 11 of the transverse rod 10 can be connected to the bracket 12 also pivotally (not shown), as the end 9 with the shoulder 8.

One of the ends 15 of the longitudinal rod 16 is pivotally attached to the shoulder 14 of the two-shouldered lever 7. The second end 17 of the longitudinal rod 16 is pivotally connected to the side of the trolley — sidewall 18 — or with an arm 19 rigidly fixed on it. The side parts (sides) 18 can be separate , with the possibility of relative movement, or rigidly connected to each other, forming a solid frame (not shown).

To ensure unimpeded rotation of the trolley relative to its axis 20 - without contacting it with frame elements, for example, with a pivot beam 21 (Fig.6) or other transverse beams or elements of the carriage - the bracket 19 can be located not only at right angles, but also under angle α = 5-50 degrees to the transverse axis 22 of the trolley (Fig.6) and is welded or fixed rigidly to the sidewall 18 in another way, for example, using a bolted connection 23 (Fig.2). The bracket 19 may also be not straight, but "L-shaped", curved, etc. (not shown). To fix the bracket can be used protrusions, tides, holes, etc., available in the design of the cart or made on it specifically for this purpose. Figure 2 shows the fastening of the bracket 19 to the bracket 24 of the sidewall 18, intended for mounting to the truck brake parts. The bracket 24 on the side of the automatic coupler 2 (wagon end) in standard bogies of the type 18-100 freight wagons is usually free.

Two shoulders lever 7, the transverse rod 10 and the longitudinal rod 16 form a mechanism for matching the angle of rotation of the automatic coupler 2 depending

from the angle of rotation of the trolley 18 (figure 1). The end of the longitudinal rod 17, pivotally connected to the bracket 19, or the axis 25 of the swivel is the point of operation of the matching mechanism.

Details of which the coordination mechanism consists (except for the curved end 11) can be placed in the same plane relative to each other - Fig.3, 5.

The angle matching mechanism is designed to deviate automatic couplings in curves of small radius when automatic coupling of car couplings standing on this curve is not ensured. The execution of the coordination mechanism depends on the design and parameters of the car, such as the base of the car, the base of the cart, the length of the cantilever part of the car. These parameters primarily affect the amount by which it is necessary to deflect the automatic coupler in small radius curves to ensure the car is engaged with other cars located on this curve or adjacent to it track section.

When the automatic coupler is rejected by a large amount, great efforts are also required. Therefore, the parameters of the coordination mechanism should provide deviations of the automatic coupler in the curve by a sufficient, but not excessive value, so that the cohesion of the cars is ensured, so that there are no increased loads on the elements of the car and the coordination mechanism. The design of the coordination mechanism on the car can be any. The gear ratio of the matching mechanism can be constant or variable. Its performance may depend on the design (configuration) of the console part of the car, the location of the coordination mechanism, its gear ratio, etc. The principle of action can also be any. The coordination mechanism can be mechanical, for example, as in FIGS. 1-6, pneumatic, hydraulic, electromechanical, etc., and must provide tracking of the angle of rotation of the trolley depending on the radius of the curve and in accordance with this angle provide

turning the automatic coupler by an angle sufficient to ensure adhesion of the wagon to adjacent wagons.

The ratio of the shoulders of the two shoulders of the lever, its location, the removal of the drive point of the matching mechanism from the axis of rotation of the truck and the location of this point relative to the longitudinal axis of the car allows you to select the parameters of the matching mechanism for the required deviation of the automatic coupling of long-haul cars with various parameters.

Figure 3, 4 shows the matching mechanism with the mounting point of its drive 25 into the side part 18 of the trolley in the area of the technological window 26 of the trolley type 18-100. The bracket 27, to which the longitudinal shaft 16 is pivotally attached, is rigidly fixed to the sidewall 18, for example, by bolted connections.

The rod 10 or 16 may be equipped with a mechanism 28 (Fig. 1) for adjusting the length in the direction of the axis of the rod, for example, in the form of threaded connections — for adjusting the coordination mechanism during its installation on the car — in order to ensure the required position of the parts of the matching mechanism relative to the automatic coupling 2 or the automatic coupler 2 itself. Namely, the end 11 of the transverse rod 10 (Fig. 1), when the car is located on a straight stretch of the track, should be in the middle of the groove 13 of the bracket 12 (when performing the movable hinge 11-13). This is achieved using the length adjustment mechanism 28, which allows to extend or shorten the rod on which the mechanism 28 is mounted. When connecting the transverse rod 10 to the bracket 12 in the same way as the end 9 to the arm 8, i.e., using conventional hinge, the length of the rod 10 or 16 is adjusted so that the automatic coupler 2 in a straight section of the track was located along the axis of the track or the axis of the car.

A cushioning device 29 can also be mounted on one of these rods 10 or 16 to mitigate longitudinal forces when

excessive bends of the cart in curves of very small radius. A spring device may be used for this purpose.

The bracket 19 can be mounted on the transverse crossbar 30, which can be used as a beam auto brake equipment (Fig.5, 6) or similar. The auto mode beam 30 is mounted on the sidewalls 18 in a standard way, just as the standard auto mode beam is bolted to the standard brackets 24 of the sidewalls 18 (Fig. 2, the beam mount is not shown).

The bracket 19 can be made integral with the beam 30 auto mode. That is, the bracket 19 may be a continuation of one part - the beam 30. In this case, the bracket 19 and the beam 30 are made in the form of a single part (not shown).

The longitudinal rod 16 may be provided with a hinge 31, the axis 32 of which is located in the horizontal plane - Fig.6. The hinge 31 is necessary to eliminate the bending loads on the rod during vertical vibrations of the car 1, since one end 17 of the longitudinal rod 16 is fixed on the sidewall 18 of the trolley or on the bracket 19 at a constant height, and the second end 15 is on the two-arm lever 7, mounted on the bracket 6 of the car 1, the height of which may vary depending on the load and when the wagon 1 vibrates during movement.

The drive point of the coordination mechanism is located in the area bounded by the plane of the side surface of the car, for example, the side wall - pos. 33, and the plane S (Fig.6). The position of the plane S is determined by the position of the inner side surface of the side bearing 34, closest to the side surface 33 of the car. As an element of the side surface of the side bearing 34, the corresponding plane of the housing or side bearing box is considered. In the presence of lateral stiffeners 35, the S plane is considered to be the plane passing through the extreme points of the stiffeners, tides, etc. elements of the side of the trolley or frame of the car, as shown in Fig.6.

The operation of the car is as follows. In the curved sections of the path, the trolley 18 is rotated, and the point (axis) 25 of the drive of the matching mechanism moves together with the trolley, actuating the matching mechanism, and, therefore, causes the automatic coupler 2 to rotate.

For example, when the trolley is rotated clockwise relative to the vertical axis 20 (along arrow A - Fig. 6), the bracket 19 with the point 25 also rotates clockwise. As a result, the longitudinal rod 16 pulls the connected shoulder 14 of the two shoulders lever 7. The two shoulders lever 7 rotates clockwise B, and its second shoulder pulls the transverse rod 10 with the bracket 12 connected to it. As a result, the automatic coupler 2 rotates in the same direction that the trolley is in the direction of arrow C. When the trolley is rotated counterclockwise, the automatic coupler 2 rotates counterclockwise accordingly.

As a result, in the curved sections of the track, the automatic coupler is shifted inward to the curve, and reliable conditions are provided for the car to grip with adjacent cars in the curved sections of the track.

Claims (7)

1. A wagon with an automatic coupler deflecting device, comprising an automatic coupler pivotally mounted thereon, a trolley including at least side parts and sideways, a mechanism for matching the angle of rotation of the automatic coupler depending on the angle of rotation of the trolley, the drive point of the matching mechanism being placed on one from the parts of the cart or an element fixed on it, characterized in that the drive point of the coordination mechanism is located in the area between the plane of the side surface of the car and the plane of the inner side Slides surface closest to the side surface of the car. 2. The wagon according to claim 1, characterized in that the matching mechanism is made in the form of a two-shouldered lever pivotally mounted on the wagon, the shoulders of which are pivotally connected to the longitudinal rod and the transverse rod, the second end of the longitudinal rod being pivotally connected to the side of the trolley or placed on bracket, and the transverse rod is pivotally connected to an automatic coupler. 3. The wagon according to claims 1 and 2, characterized in that the bracket is placed at an angle of 5-50 degrees to the transverse axis of the trolley. 4. The wagon according to claims 1 and 2, characterized in that the lateral parts of the trolley are connected by a transverse crossbeam, and the drive point of the matching mechanism is placed on the crossbar or on an arm placed on the crossbar. 5. The wagon according to claims 1 and 2, characterized in that the ratio of the shoulders of the two shoulders of the lever is in the range from 3: 1 to 1: 3. 6. The wagon according to claims 1 and 2, characterized in that the longitudinal rod is provided with at least one hinge, the axis of which is located in a horizontal plane. 7. The wagon according to claims 1 and 2, characterized in that the two-arm lever, the longitudinal and transverse rods are located in the same plane.