RU65844U1 - HEAVY DUTY CARRIAGE - Google Patents

Abstract

In a carriage for transportation of heavy cargo, containing two bogies (1) and (2) at its different ends and a body frame (3) resting on them (4), including lateral longitudinal beams, end walls, and in the places where the frame is supported, trolleys are transverse beams (5) and (6) with pivot holes (7) and (8) of circular cross section, an additional transverse beam (9) is installed in the middle of the body, another trolley (10) is brought under it, an opening (14) in the beam (9) under the kingpin (12) of this trolley is made in the form of a groove elongated in the direction of the longitudinal axis of the additional beam ak that the slot ends are equidistant from the center of the beam, and the total length l corresponds to the relation:

,

where B, mm, is the distance between the extreme axes of the car;

r, mm, is the radius of the wheel;

h, mm, is the height of the flange of the wheel;

h ₀ , mm, is the distance from the rolling surface of the rail head to the level of its lateral working face, in which the gauge is measured;

R _min , mm, is the minimum radius of the inscription of the car according to the passport data;

d, mm, - king pin diameter;

δ, mm, - structural reserve,

due to which the carrying capacity and utilization rate of the wagon tare capacity are increased. 4 ill.

Description

The utility model relates to the field of railway transport and is intended for the constructive improvement of rolling stock for the transportation of heavy cargo.

Hereinafter, under heavy loads are understood to be loads from materials having specific gravities γ of the order of 5-10 T / m ³ . If at

transportation in ordinary freight cars, for example wood, for which, depending on the species and humidity, γ ranges from 0.5 to 1 T / m ³ , the container filling factor is usually close to one, then when loading metal (rolled metal, slabs, blooms, pig iron), reinforced concrete (blocks, plates, panels) and other heavy materials, the reserve capacity of the same cars is completely exhausted when filling their useful container capacity by 30-40%. It is known that any reduction in the utilization of container capacity increases the need for rolling stock. The length of the train, consisting of half-empty wagons, is increasing, and with it the traction force and energy consumption are increasing. All this negatively affects the economic performance of the transportation process, and, ultimately, the cost per ton-kilometer of goods transported.

A known construction of a freight car in the form of a railway platform (RF Patent No. 2283789. V61D 3/00. Equipment of a railway platform for transporting solid-rolled wheels of wagons or wheel centers of locomotives. 2006), containing a supporting frame with pins mounted on it, allowing use for placement cargo almost the entire space within the dimensions of the rolling stock. However, calculations show that when filling this entire space with massive steel wheels, the total weight of the cargo will be 3-4 times higher than the platform capacity and the permissible loads transferred to the rails and rail base. Thus, the design drawback is that it is designed to carry only heavy loads, but it is with these loads that the useful cargo space and devices for placing goods in this space can be used by less than half, which indicates an extremely low construction efficiency.

Closest to the proposed technical solution is the design of the car (RF Patent No. 2243917. V61D 39/01. Railway freight car. 2005), containing two carts at its different ends and a body frame resting on them, including side longitudinal beams, end walls, and in places where the frame is supported on trolleys, transverse beams with pivot holes of circular cross section.

The car is universal. Unlike the above analogue, it is intended for transportation of a wide range of goods. But, due to the previously mentioned reasons, the greater the specific gravity of the materials of these goods, the lower the utilization rate of the usable volume of its containers. And the design drawback is that when carrying heavy cargo, the wagon's carrying capacity does not provide the ability to effectively use its cargo space. Wagons with metal, artificial and natural stone follow half empty.

When developing a utility model, the problem was solved of increasing the carriage capacity for a more efficient use of its container capacity during transportation of heavy cargo.

The result of solving the problem lies in the fact that in a carriage for carrying heavy loads, containing two bogies at its different ends and a body frame resting on them, including side longitudinal beams, end walls, and in the places where the frame is supported on trolleys, there are transverse beams with pivot round holes, according to this proposal, an additional transverse beam is installed in the middle of the body frame, another trolley is brought under it, the hole in the beam for the kingpin of this trolley is made in the form of a groove extended in the direction uu the longitudinal axis of the additional beams, so that the slot ends are equidistant from the center of the beam, and the total length l corresponds to the relation:

,

where B, mm, is the distance between the extreme axes of the car;

b, mm, - the rigid base of the trolley;

r, mm, is the radius of the wheel;

h, mm, is the height of the flange of the wheel;

h ₀ , mm, is the distance from the rolling surface of the rail head to the level of its lateral working face, in which the gauge is measured;

R _min , mm, is the minimum radius of the inscription of the car according to the passport data;

d, mm, is the diameter of the hole for the king pin;

δ, mm - structural reserve.

The essence of the proposed technical solution is revealed using the illustrations:

Figure 1. - Freight wagon of the proposed design.

Figure 2. - The frame of the body.

Figure 3. - Calculation scheme for determining the lateral movements of the middle trolley to fit into the curves.

Figure 4. - The design scheme for determining the race of the wheel flange in the curve.

The freight car in FIGS. 1 and 2 comprises trolleys 1 and 2 at its different ends and a frame 3 of a body 4 resting on them. Frame 3 includes two transverse beams 5 and 6 installed in places where the frame 3 is supported on trolleys 1 and 2 with with pivot holes 7 and 8 of circular cross section and an additional transverse beam 9 located between them, which is fixedly fixed in the middle of the frame 3 of the body 4. Another trolley 10 is brought under this beam, which makes it possible to increase the car's carrying capacity and the coefficient of capacity utilization of the body 4.

In order to ensure free entry into the crew curves with three trolleys, the beams 5, 6 and 9 are connected to the trolleys 1, 2 and 10 by pivotally vertical pivots 11, 12 and 13 (cross sections of the pivots are blackened), of which the extreme ones (11 and 13) installed in holes 7 and 8 of circular cross section, and the middle (12) in hole 14, which is made in the form of a groove elongated in the direction of the longitudinal axis of the beam 9. When passing along curves, all three bogies 1, 2 and 10 occupy the most convenient position to fit the crew, freely turning at the necessary angles around the pulley 12, 12 and 13, respectively, and the cart 10 also has the ability to shift in the transverse direction together with the pivot 12, moving in an elongated hole 14. However, if the length l of this hole - groove 14 is insufficient, then the pin 12 will abut one from the ends of the groove 14 and the utility model will be inoperative, because either the pin 12 will be cut, or the cart 10 will be in the jammed position. To avoid this, the length l should be assigned taking into account the minimum radius R _{min of the} curve established by the passport for a given car, and the structural dimensions of the main elements of its chassis.

From figure 2:

where c, mm is the transverse movement of the middle trolley 10 when passing a curve of radius R _min ;

d, mm, the diameter of the king pin 12;

δ, mm, - structural reserve, taking into account tolerances on the manufacture and wear of the main parts of the track and the running gear of the crew.

In figure 3:

x and x ', mm, are the arrows of the deflection of the resistant thread of the curve of radius R _min at the lengths of the chords, respectively, MN and mn; chord MN tightens the points of contact with the rails of the crests of the outer wheels of the car, chord mn - tightens the points of contact with the rails of the wheels of the middle carriage 10.

where B, mm, is the distance between the extreme axes 15, 16 of the car;

b, mm, the rigid base of the trolley 10;

R _min , mm, is the minimum radius of the inscription of the car according to the passport data;

X, mm, is the wheel flange run in a curve determined from the triangle OEF in FIG. 4:

where r, mm, is the radius of the wheel rolling circle 19 of the wheel 18;

h, mm, - the height of the flange 17 of the wheel 18;

h ₀ , mm, is the distance from the rolling surface 20 of the head 21 of the rail 22 to the level 23 of its lateral working edge 24, in which the track gauge is measured.

Substitute (2) - (5) in (1):

After simple transformations we get:

In critical load-bearing structures, which, in particular, is a pivot beam 9, the dimensions of the holes, grooves and other workings that weaken the sections of the elements are chosen to be minimal in order to minimize stress in the structure. From this point of view, the length l of the groove 14, calculated according to (7), is optimal, providing, on the one hand, the trouble-free operation of the utility model, and, on the other hand, the minimum stresses in the pivot beam 9.

The device operates as follows.

On the straight sections of the tracks, all the carts 1, 2 and 10 of the carriage move in alignment one after another. In the curves under the influence of lateral forces, the relative position of the bogies relative to each other is set in accordance with the shape of the guide rail thread gauges, as shown in Fig. 3, the pivots 11 and 13 of the bogies 1 and 2, respectively, remain in the middle of the frame 3 of the body 4 (on its longitudinal 25 symmetry), and the king pin 12 trolleys 10

moves in the groove 14 from the axis 25 towards the outer thread of the curve. Moreover, each of the bogies 1, 2 and 10, due to some rotation around its pivots 11, 12 and 13, continues to move along the working edge of the outer rail, without additional resistance to this movement.

Thus, the proposed technical solution provides for an increase in the number of supporting axles of the car while ensuring its functional qualities. This allows you to increase the carrying capacity and the filling factor of the wagon containers while maintaining the axial loads transferred to the path, within the established standards.

We are not aware of technical solutions that provide an increase in the carriage capacity by installing an additional middle trolley with the possibility of its transverse movement when fitting into curves. The work begun by the university in this direction will allow our industry to replenish the rolling stock fleet with specialized wagons with minimal costs for the development of a new series of vehicles, guaranteeing a reduction in the cost of transportation of metal products, natural and artificial stone, as well as other heavy materials, the need for which as our economy develops, it grows every year.

Claims (1)

A wagon for the transportation of heavy goods, containing two trolleys at its different ends and a body frame resting on them, including lateral longitudinal beams, end walls, and in the places where the frame is supported by trolleys, transverse beams with pivot holes of circular cross section, characterized in that an additional transverse beam is installed in the middle of the body frame, another trolley is brought under it, the hole in the beam for the king pin of this trolley is made in the form of a groove elongated in the direction of the longitudinal axis of the additional beam so that tzu groove equidistant from the center of the beam, and the total length l corresponds to the relation

where B is the distance between the extreme axes of the car, mm; r is the radius of the wheel, mm; h - wheel flange height, mm; h ₀ is the distance from the rolling surface of the rail head to the level of its lateral working face, in which the gauge is measured, mm; R _min - the minimum radius of the inscription of the car according to the passport data, mm; d is the diameter of the kingpin, mm; δ is the structural reserve, mm.