RU77592U1 - TWO-WAY CAR TRUCK - Google Patents

Abstract

The biaxial trolley is designed for installation under freight cars of rolling stock of railway transport. The biaxial truck of the freight car includes a nadressor beam 1, which is supported on the side frame 2 through a central spring suspension 3 and a pair of spring-loaded divided friction wedges 4. Wear-resistant strips are welded to the side walls of the pockets of the nressor beam, and a wear-resistant insert is inserted through which the nressressor is inserted the beam interacts with a spring-loaded split friction wedge. Friction wedge 4 consists of two mirror parts, the inclined surfaces of which are facing each other at an angle and interact with the insert. The side walls of the wedge interact with wear-resistant slats in the pockets of the nadresornoy beam. The central spring suspension has inner springs under the friction wedges, outer springs under the friction wedges, inner springs under the spring bar, outer springs under the spring bar, made in decreasing order of height. The inclined belt of the side frame has a closed box section. A removable wear-resistant bracket is attached to the supporting surface of the axle box with folding tabs on both sides through holes in the end of the sidewall. The lateral elastic slider of constant contact consists of a housing, two double-row coil springs and a cap, 3 cp f-ly, 6 ill.

Description

The utility model relates to rolling stock of railway transport and can be used in the construction of biaxial bogies of freight cars.

In operated biaxial trucks of freight cars (Wagons / Ed. By L.A. Shadur. - M .: Transport, 1980. - 439 p.) The spring beam is elastically connected to two side frames by means of a wedge suspension system consisting of a set of double-row coil springs the same height with a linear dependence of the force on the deflection and spring-loaded wedges having two working surfaces, one of which, vertical, interacts with the side frame, and the second with an angle of inclination of the surface to the horizontal of 45 °, interacts with the inclined surface stress nadressornogo beam. Friction wedges provide damping of vibrations by the frictional forces developed on their vertical surfaces, but also, together with the springs, resist longitudinal relative displacement between the side frames (“running” of the side frames). The sections of the inclined zones, the upper zone and the columns of the side frame have a trough-like shape with some bending inside the ends of the shelves. The end parts of the side frames are articulated on the axle boxes. The trolley is connected to the body through the central flat thrust bearing and the rigid side bearings with a clearance.

This design of a biaxial trolley has the following disadvantages due to the design of the central spring suspension, friction wedges, side bearings, pockets of the spring bar, as well as the configuration of the side frame.

The spring kit consists of springs of the same height and under an empty wagon, which is 5 ... 6 times lighter than a loaded wagon, the static spring deflection is insufficient to ensure satisfactory dynamic characteristics of the wagon. The transverse stiffness of the springs does not change when the car is loaded, which leads to an increase in the frequency of lateral vibrations of empty and lightly loaded cars and the accelerations acting on them. At speeds of 50 ... 60 km / h, the dynamics coefficients of empty cars are much worse than those of loaded cars, which leads to a limitation of the speed of movement of empty trains.

During the movement of the car, its vibrations occur on the suspension springs, the damping of which is provided by the friction forces on the vertical surfaces of the friction wedges, which are gradually wearing out. When friction wedges are installed in the pockets of the nadressor beam between the side wall of the pocket and the wedge, a technological gap is formed, which leads to the presence of displacements between the inclined surfaces during lateral vibrations of the car, wear of the inclined surface of the wedge, the inclined and side walls of the pocket of the nadressor beam. The absence of replaceable wear-resistant elements on the surfaces of the pockets of the nadressornoj beams in contact with the wedges, leads to the need for their restoration during repair by surfacing and to reduce the durability of the nadresornoj beams.

In the empty mode, the value of the overstatement of the wedge in relation to the supporting surface of the nadressor beam, which arises due to wear of its surfaces, the inclined surface of the pocket of the nadressor beam and friction plates on the side frames, is comparable with the magnitude of the deflection of the spring located under it (5 ... 8 mm) leading to the absence

friction in suspension, reduction of resistance to “running” of the side frames (worsens the connection of the side frames with the nadressornoy beam) in straight and curved sections of the path. Low resistance to “running-in” of the side frames and reduced damping of vibrations leads to the appearance of a wagging of the car already at a speed of 70 km / h, which leads to increased wear on wheels and rails, creating conditions for the car to leave the railroad track.

The use of rigid side bearings with a clearance in the design of the trolley does not provide damping of the wagging of the trolley under the car and resistance to lateral vibrations of the body on the thrust bearing for cars with an increased center of gravity.

The presence of open sections of the side frame in the inclined belt, the absence of protective wear-resistant elements on the supporting surfaces of the axle box opening leads to a decrease in structural strength, the development of cracks of fatigue origin and, as a result, to a decrease in the reliability and durability of the side frame.

Closest to the claimed utility model is the design of a biaxial trolley for freight cars (Patent RU 2275308, B61F 5/12, B61F 5/26, B61F 5/38, B61F 3/02 of 04/27/2006).

In this trolley, in order to increase the resistance to “running-in” of the side frames, friction wedges of spring-loaded vertical vibration dampers are used, which interact with the support inclined surfaces in the openings of the pressure beam through flat elastic plates spaced on their supporting planes, while the angles of inclination of + γ and -γ interacting contact surfaces to the transverse axis and the inclination of the line of intersection of the supporting surfaces to the horizontal plane can be 45 °.

Side frames through elastic non-metallic elements are installed on the supporting plane of the adapters, based on the cassette wheel bearing.

The design of the trolley provides increased reliability of the elements of the trolley and the effectiveness of the interaction of the trolley with the rails of railway tracks.

The disadvantage of this design of the trolley is the complex spatial configuration of the inclined surfaces of the friction wedge and the openings of the nadresornoy beam, requiring strict adherence to manufacturing tolerances, the absence of protective elements in the pockets of the nadresornoj beam to increase their wear resistance. Non-metallic elastic pads on the inclined surfaces of the wedge reduce the resistance to "running" of the side frames due to the possibility of rotation of the wedge provided by the deformation of the pads.

The objective of the utility model is the development of a biaxial trolley of a freight car, which improves the driving performance of an empty car, by increasing vibration damping, connected side frames and increasing the reliability of the trolley by increasing the fatigue resistance of the side frame and the wear resistance of the pockets of the pressure beam.

The technical result is achieved by the fact that in the biaxial trolley of freight cars, the sprung beam at the end parts has pockets, wear-resistant strips are welded to the side walls, and flat pocket surfaces inclined at an angle α to the horizontal plane, symmetrical longitudinally and transversely to vertical planes, interact through the welded wear-resistant removable insert with spring-loaded split friction wedges, the friction wedge consists of two mirror parts, the inclined surfaces of which puppies to each other at an angle β and form a spatial configuration, in the central spring suspension, the internal springs under the friction wedges, the external springs under the friction wedges, the internal springs under the spring bar, the external springs under the spring bar are made in decreasing order of height, the side frame having a closed box section

the inclined belt, equipped with replaceable wear-resistant brackets of the supporting surfaces of the axle openings, the connection of the body with the trolley is through a flat thrust bearing and lateral elastic side bearings of constant contact.

The angle of inclination of the inclined surfaces of the pocket of the nadressorno beam to the horizontal plane α can be 55 °.

The angle between the two inclined surfaces of the divided friction wedge β can be 150 °.

In a piecewise linear spring suspension, the outer spring under the friction wedge may be shorter than the inner by 5 mm, and the inner under the spring bar by 10 mm. The outer spring under the spring bar may be shorter than the inner spring by 35 mm.

Spring suspension with increased height of wedge-shaped springs and internal springs under the spring bar, including divided friction wedges, and lateral elastic side bearings of constant contact provide better damping of the wagon body vibrations, including when friction wedges are worn, damping of the wagon under the wagon, resistance to lateral body vibrations , which generally improves the driving performance of empty wagons.

Wear-resistant planks and inserts in the pockets of the nadresornoj beam increase its durability. A closed box section of the inclined belt of the side frame increases its fatigue resistance, and wear-resistant brackets on the supporting surfaces of the axle openings increase their wear resistance and structural reliability.

The essence of the utility model is illustrated by drawings, where:

- figure 1 shows a General view of a biaxial truck freight wagons;

- figure 2 shows the interaction of the wedge with a pocket nadressornogo beams;

- figure 3 shows the geometry of a divided friction wedge;

- figure 4 shows the springs of the Central spring suspension in a free state;

- figure 5 shows the configuration of the side frame;

- figure 6 shows a General view of the design of the side side bearings.

The biaxial truck of the freight car includes a pressurized beam 1 (Fig. 1), which is supported at each end on a side frame 2 through a central spring suspension 3 and a pair of spring-loaded divided friction wedges 4. To accommodate the friction wedges 4, the pressure beam 1 has pockets 8 at each end (Fig.2), symmetrical longitudinally and transversely to vertical planes, formed by an inclined surface and two vertical side walls. Wear-resistant strips 9 are welded to the side walls restricting the lateral movement of the divided friction wedge, and a wear-resistant replaceable insert 10 is welded onto the flat inclined surface of the pocket, inclined at an angle α to the horizontal (angle α can be equal to 55 °), through which the pressure beam interacts with a spring-loaded split friction wedge.

Friction wedge 4 (Fig. 1) consists of two mirror friction parts 14 and 15 (Fig. 3), the inclined surfaces of which 11 are facing each other at an angle β (angle β can be equal to 150 °) and interact with interchangeable insert 10 ( figure 2). The angle between the inclined surfaces of the insert serves to press the two parts of the wedge to the side walls of the pocket 8. The side walls of the wedge 12 interact with wear-resistant strips 9 in the pockets 8 of the nadresnogo beam. The vertical surfaces 13 interact with the friction strip 19 (Fig. 5) of the side frame.

Central spring suspension 3 (Fig. 1), on each side of the trolley consisting of a set of nine double-row (outer and inner) coil cylindrical springs (Fig. 4), two of which are supported by friction wedges 4, and seven are located under the spring

beam 1, has internal springs 25 under the friction wedges, external springs 26 under the friction wedges, internal springs 27 under the spring bar, external springs 28 under the spring bar, made in descending order of height. The highest spring in the kit is the inner 25 under the friction wedge, the outer 26 under the friction wedge shorter than it (maybe 5 mm), and the inside 27 under the spring bar (maybe 10 mm). The outer spring 28 under the nadressornoj beam is shorter than the inner (may be 35 mm).

In the middle part of the side frame 2 (Fig. 1) there is an opening 16 (Fig. 5) for accommodating the spring kit, and in the end parts - axle openings 17 for installing wheel pairs. The lower part of the spring opening forms a base plate 18 with limiters and stops placed on it for installing the spring springs. On the vertical walls of the spring opening, platforms are made to which wear-resistant friction bars 19 are attached. The inclined belt 20 has a closed box section. A replaceable wear-resistant bracket 21 is attached to the supporting surface of the axle box with bending tabs on both sides through the holes in the end of the sidewall 21. The horizontal movements of the adapter relative to the axle box are limited by the protruding support stops 22 (external and internal).

The lateral elastic slider of constant contact (Fig. 6) consists of a housing 29, two elastic elements with a bilinear vertical force characteristic (each element is an external 30 cylindrical spring and an internal 31 spring, possibly of a higher height) and a cap 32.

Two-axle truck freight car operates as follows.

When the car moves along the railways, vertical and horizontal loads from the car body through a flat thrust bearing and lateral elastic side-bearings of constant contact are transmitted to

nadressornoj beam 1, from which through the Central spring suspension 3, the pockets 8 and the spring-loaded divided friction wedges 4 are transferred to the side frames 2. Side frames through a replaceable wear-resistant bracket 21 are installed on the supporting plane of the adapters 5, based on the cassette bearing 6 of the wheelset 7.

When an empty wagon is placed on a trolley, its main weight is transferred to the internal springs 27 under the nadressornoj beam, having lower axial and lateral stiffness than the outer 28. Due to the difference in height of the internal and external springs (outer springs are shorter), the empty wagon makes vibrations on soft internal springs, which significantly improves its driving performance. The calculated static suspension deflection is 2 ... 2.5 times greater than that of analog trolleys.

When loading the car, external springs 28 are also compressed under the nadressornoj beam, the suspension stiffness increases. In this case, the ratio of the mass of the empty car to the stiffness of the suspension and the loaded car to the stiffness of the suspension remains approximately the same, providing the empty and loaded car with close driving characteristics.

Damping of vibrations in suspension is provided by friction wedges 4, the friction force on the vertical surface 13 of which is created by preloading the springs located under them. The increased height of the inner 25 and outer 26 sub-wedge springs compared to the springs under the nadressornoj beam provides the mandatory compression of the friction wedges when setting the car. Thus, damping of vibrations under an empty and loaded wagon is improved.

The spatial configuration of the divided friction wedge 4 together with the insert 10 in the pocket 8 of the pressure beam ensure that the side walls 12 of the mirror halves of the friction wedge are pressed against

wear-resistant plates 9 on the side walls of the pocket of the sprung beam. With lateral vibrations of the wagon body, the inclined surfaces of the insert 10 into the pocket 8 of the nadressornoj beam and the friction wedge 4 do not move relative to each other, the wear in this node is reduced. Wear-resistant strips 9 and inserts 10 in pockets 8 of the nadresornoy beam ensure the safety of pockets and increase the durability of the nadresornoj beam.

When the wheels of the bogie are subjected to forces in contact between the wheel and the rail, for example, when driving in a curve, undesirable longitudinal movement (“running”) of the side frames 2 relative to each other is prevented by the springs of the spring set 3 and divided friction wedges 4. There are no gaps between the friction wedges and the side walls of the pockets of the nadressornoj beam, as well as the increased force of preload of the friction wedges due to the greater height of the wedge spring, provide a rigid connection between the nadressornoj beam and the side framed in terms of improving performance qualities of the car running in curves.

When a wagon body is placed on a trolley, the lateral side bearings of constant contact are first deformed, and then after the gap between the Friday and the thrust closes, the rest of the body mass is transferred to the trolley through them. The springs of the lateral side bearings 30, 31 are in a preloaded state and when the trolley rotates under the car between the cap 32 of the side skid and the pivot beam of the car, friction force arises. In the event of a dangerous phenomenon of wagging of the trolley under the car body when it moves at high speeds, the lateral side bearings of constant contact provide damping of the vibrations by friction forces.

Replaceable wear-resistant bracket 21, mounted on the supporting surface of axle box 17 with folding tabs on both sides through holes in the end of the sidewall, protects the side frame from abrasion and increases its durability.

The main bearing element of the side frame 2 is an inclined belt 20, which is stretched when applied to the side frame, supported in the axle openings 17 on the wheel pair adapters 5, of the load through the supporting surface 18 of the spring opening 16. The cross-sectional area of the inclined belt increases due to its closed box-shaped provides a reduction in mechanical stress in it, increasing the strength and durability of the side frame.

Claims (4)

1. A biaxial trolley of a freight car, including a nadressor beam, supported on two side frames through a central spring suspension and a pair of spring-loaded divided friction wedges, characterized in that the nadressorno beam in the end parts has pockets, wear-resistant strips are welded to the side walls, and flat surfaces pockets inclined at an angle α to the horizontal plane, symmetrical to the longitudinal and transverse vertical planes, interact through a welded wear-resistant insert with a spring with internal separated friction wedges, the friction wedge consists of two mirror parts, the inclined surfaces of which are facing each other at an angle β and form a spatial configuration, in the central spring suspension internal springs under friction wedges, external springs under friction wedges, internal springs under a spring bar, the external springs under the nadressornoj beam are made in descending order of height, the side frame having a closed box section of the inclined belt is equipped with interchangeable Wear-resistant brackets of the supporting surfaces of the axle box openings, secured by folding tabs on both sides through holes in the end of the sidewall, between the car body and the trolley there are lateral elastic side bearings of constant contact, consisting of a body with two double-row coil springs and a cap placed in it. 2. The biaxial trolley according to claim 1, characterized in that the angle of inclination of the inclined surfaces of the pocket to the horizontal plane α can be 55 °. 3. The biaxial trolley according to claim 1, characterized in that the angle between the two inclined surfaces of the divided friction wedge β can be 150 °. 4. The biaxial trolley according to claim 1, characterized in that in the central spring suspension the outer spring under the friction wedge can be shorter than the inner by 5 mm, and the inner under the spring bar - by 10 mm, the outer spring under the spring bar can be shorter than the inner 35 mm