RU97975U1 - ABSORBING DEVICE FOR THE FREIGHT RAILWAY CAR - Google Patents

Abstract

 1. Absorbing apparatus of a freight railroad car, comprising a housing with front and rear end stop pads and traction bands, a front stop plate provided with contact surfaces configured to impact at the traction stops of the spinal beam, at least one intermediate plate with locking protrusions, covering traction bands, and rubber-metal elastic elements, characterized in that it includes a rear thrust plate located on the side of the rear end thrust pad and The contact plate is made with the possibility of acting on the brake stops in the spinal beam of the carriage, while the rear thrust plate includes locking protrusions covering the traction strips of the housing. ! 2. The absorbing apparatus according to claim 1, characterized in that the front thrust plate is in direct contact with the rubber-metal elastic element and includes locking protrusions covering the pulling strips of the housing. ! 3. The absorbing apparatus according to claim 1, characterized in that the details of the package of prestressed rubber-metal elastic elements placed in the housing between the front and rear thrust plates are made with the possibility of eliminating spontaneous displacement relative to the plates and each other. ! 4. The absorbing apparatus according to claim 1, characterized in that the front and rear thrust plates, intermediate plates and rubber-metal elements are installed in the housing with gaps between the traction bands not exceeding 30 mm. ! 5. Absorbing apparatus according to claims 1 and 2, characterized in that the front and rear thrust plates and intermediate plates are installed in the housing with a gap

Description

The utility model relates to the field of railway transport, namely, to the design of shock absorbers to compensate for the dynamic (shock) longitudinal forces acting on the couplers of freight railway cars and a locomotive during their operation.

The absorbing device is an intermediate link between the automatic coupling of a passenger or freight railway car and its spinal beam. The operation of the absorbing apparatus is indispensable in the modes of shunting and train operation of wagons and locomotives. In shunting mode, the device must perceive the energy of collisions at speeds up to 15 km / h, and often higher. No less difficult are the conditions of the train regime, when the absorbing apparatus can be subjected to prolonged exposure to braking or traction loads with random dynamic effects. To the greatest extent, these features are manifested on heavy freight trains. Thus, the general requirements for the absorbing apparatus of freight railway cars are the irreversible absorption of most of the impact energy perceived by the apparatus during compression and the rapid restoration of the initial state, and a high degree of reliability.

In the Russian Federation, the general technical requirements for absorbing devices of couplers of freight cars and locomotives are regulated by OST 32.175-2001.

The most common designs of absorbing devices on the Russian railways are friction devices. The friction absorber absorbs forces from the automatic coupler through the wedge (or cylindrical roller) and the front thrust plate. At the same time, the apparatus itself, together with the front thrust plate, is located in the clamp, which is located in a special seat of the spinal beam. The apparatus includes a housing with a hexagonal neck, a pressure cone, mainly three, located in the housing around the circumference of the wedge and a spring set consisting of external and internal springs [Automatic couplers of railway rolling stock / V.V.Kolomiychenko, V.I. Belyaev, I .B. Feoktistov, N.A. Kostina. - M .: Transport, 2002, pp. 6-8, 59-65]. The advantages of friction absorbing devices include simplicity of design, insensitivity to influences that are not dangerous for the design of the car and a long service life.

During the operation of friction devices, cases of “jamming” of wedge elements under the influence of forces even slightly exceeding the standard ones are noted. In these cases, the efforts of the set of springs are not enough to return the mechanism to its original state and the intervention of maintenance repair personnel of the railway is required. The presence of friction pairs also leads to wear in the rubbing elements, which negatively affects the operational reliability of the apparatus. Obviously, for this reason, friction absorption devices can be discontinued.

The indicated drawbacks are deprived of elastomeric absorbing devices that use the effect of dynamic losses when the elastomer flows through a small annular gap [see Automatic coupling devices of rolling stock ... / V.V.Kolomiychenko et al., P. 65-72]. The features of these devices are increased requirements for the accuracy of their manufacture and the accuracy of centering of the piston along the entire length of the stroke, as well as high working pressures reaching 450 MPa (4500 kg / cm ² ).

The disadvantages of elastomeric devices include the impossibility of their use at large differences in operating temperatures, when the elastomer from a state of high fluidity passes into a practically non-fluid state, and body parts acquire brittle properties.

There is also a class of rubber-metal absorbing devices, which contain rubber parts of various designs as shock-absorbing elements. In the process, rubber parts are deformed and take on the energy of collisions of automatic couplings of cars and locomotive. Among the known technical solutions, the following can be noted.

A traction device for rolling stock is known, including an automatic coupler, a stationary support, a pressure pad, united by a common axis and a hollow elastic elastomeric element located between them [Description of the invention to patent EP No. 1186507 of 05.07.2001, IPC ⁷ : B61G 9/06, publ. 03/13/2002]. The device is designed to absorb the pulling forces.

Known shock absorbing connecting rod of the train, which, in contrast to the aforementioned device has three designs - pulling, braking and universal, where two stationary supports are used [Description of the invention to patent EP No. 1086870 of 07.13.2000, IPC ⁷ : B61G 9/06, publ. 09/29/2004]. As elastic elastomeric elements, solid plate-shaped, disk-shaped parts are used. Such elements, unlike hollow ones, have a greater load capacity.

In both cases, the known devices are low-power and cannot be used on heavily loaded, for example, freight cars.

An improved version of the device according to patent No. 1186507 is a traction device for a rail vehicle, which includes a package of rubber-metal elastic elements [Description of the invention to patent EP No. 1069020 from 06/19/2000, IPC ⁷ : B61G 9/06, B61G 9/22, publ. 02/18/2004]. This increases the load capacity of the device, however, the available energy intensity is insufficient for use on freight railway cars. In addition, the operation of the device is aimed at absorbing exclusively the pulling forces of the train.

A known automatic coupler for a tire vehicle, including a pair of packages of rubber-metal elements enclosed between the supporting walls, and some of the elements are enclosed in a telescopic housing [Description of the invention to patent EP No. 1247715 from 12/21/2001, IPC ⁷ : B61G 9/06, publ. 10/09/2002]. The automatic coupler is operable at sufficiently small turning radii of the vehicle, which is achieved by duplicating shock absorbing devices and spacing them on opposite sides of its longitudinal beam.

The ability to compensate for small turning radii of a known coupling as an excess function, along with a limited cushioning ability for trains of more than two trailers (wagons), makes it inapplicable for use in railway transport, where it is necessary to operate trains from many wagons.

Known absorbing apparatus of the shock-absorbing device of the train, comprising a composite housing with thrust plates, between which and behind one of them on the common axis there are elastic polymer liners with different degrees of stiffness [Description of the invention to patent EP No. 1225114 of 11/13/2001, IPC ⁷ : B61G 9 / 14, B61G 9/22, B61G 7/12, publ. 02/25/2004]. The device is ideal for use on passenger trains, since it allows you to compensate for traction and braking forces in a very wide range of forces.

The disadvantages of the known absorbing apparatus include its complexity, low manufacturability of parts and insufficient load capacity, which makes it inapplicable on freight railway cars and locomotives.

The closest in design and function to the claimed device is an absorbing apparatus R-5P of passenger cars and electric trains, including a housing with front and rear end stop platforms and traction bands, a front stop plate equipped with contact surfaces configured to act on the front (traction - to perform the main function, in contrast to the rear - brake) stops in the spine, intermediate plates with locking protrusions covering the traction bands, and p packages zinometallicheskih elastic elements [see. Automatic coupling devices of rolling stock ... / V.V.Kolomiychenko et al., P. 73-83, Fig. 4.6.]. The absorber is simple in design and highly reliable.

The disadvantage of this absorbing apparatus is its low load capacity and insufficient working stroke of the shock-absorbing elements and the clamp, which does not allow its use on freight cars.

The problem solved by the utility model and the achieved technical result consists in expanding the range of absorbing devices manufactured by the domestic industry, creating their simple and reliable design, expanding operational capabilities, increasing reliability, increasing the load capacity and stroke size of shock absorbing elements and standardizing them with absorbing devices used in Russian Railways freight rolling stock.

To solve the problem and achieve the claimed technical result in the absorbing apparatus of a freight railroad car, including a housing with front and rear end stop pads and traction strips, a front stop plate equipped with contact surfaces configured to act on the traction (front) stops in the spine at least one intermediate plate with locking protrusions covering the traction strips, and rubber-metal elastic elements, the apparatus includes a rear th thrust plate positioned on the rear end side of the thrust pad and provided with a contact surface adapted to act on the brake (rear) stops in the center sill of the car, the rear thrust plate comprises locking projections covering strip traction casing.

Besides:

- the front thrust plate is in direct contact with the rubber-metal elastic element and includes locking protrusions covering the traction strips of the housing;

- the details of the package of prestressed rubber-metal elastic elements placed in the housing between the front and rear thrust plates are made with the possibility of eliminating spontaneous displacement relative to the plates and each other;

- front and rear thrust plates, intermediate plates and rubber-metal elements are installed in the housing with gaps between the traction bands not exceeding 30 mm;

- front and rear thrust plates and intermediate plates are installed in the housing with gaps between the traction strips and the side walls of the locking protrusions, lying in the range from 1.0 to 15.0 mm;

- as a body use a clamp of a spring-friction absorbing device Sh-1-TM, or Sh-2-T, or Sh-2-V according to OST 32.175-2001;

- as the front thrust plate, use the front thrust plate of the spring-friction absorbing device Ш-1-ТМ, or Ш-2-Т, or Ш-2-В according to OST 32.175-2001.

The utility model is illustrated by drawings, where:

- figure 1 shows a General view of the absorbing apparatus of a freight railway car;

- figure 2 shows a section aa of figure 1 - the design of thrust plates;

- figure 3 shows a section bB of figure 1 - the design of the intermediate plates;

- figure 4 is a section bb In figure 3 is an option for fixing elastic elements and plates from spontaneous displacement relative to each other;

- figure 5 shows the location and fixation of the absorbing apparatus on the spinal beam of a freight railway carriage;

- figure 6 - shows the operation of the absorbing apparatus for the case of its impact on the traction stops of the spinal beam;

- Fig.7 - shows the operation of the absorbing apparatus for the case of its impact on the brake stops of the spinal beam;

- Fig. 8 shows a general view of the absorbing apparatus of a freight railway car unified with the absorbing apparatus of freight cars used on Russian railways.

The absorbing apparatus of a freight railroad car includes a housing 1 with front 2 and rear 3 end stop pads and traction bands 4, a front stop plate 5 provided with contact surfaces 6 configured to act on the stops 7 in the spine beam 8, at least one intermediate plate 9 with locking protrusions 10 covering the pulling strips 4 and rubber-metal elastic elements 11, it further includes a rear thrust plate 12 located on the side of the rear end thrust pad 3 and sleep fluoropyridinium contact surfaces 13 adapted to effect on the abutments 14 at the car center sill 8, wherein the rear thrust plate 12 includes locking projections 15 covering the traction band 4 of the housing 1.

Additional design features of the apparatus is that the front thrust plate 5 is in direct contact with the rubber-metal elastic element 11 and includes locking tabs 16 covering the pulling strips 4 of the housing 1, while the details of the package of prestressed rubber-metal elastic elements 11 are placed in the housing 1 between the front 5 and back 12 thrust plates, configured to exclude spontaneous displacement relative to the plates 5; 12 and each other. Front 5 and rear 12 thrust plates, intermediate plates and rubber-metal elements 11 are installed in the housing 1 with gaps between the traction bands 4 not exceeding 30 mm, and the thrust plates 5, 12 and intermediate plates 9 are installed in the housing 1 with gaps between the traction bands 4 and the side walls 17 of the locking protrusions 10, 15 and 16, lying in the range from 1.0 to 15.0 mm A clamp is used as the housing 1, and the front thrust plate of the spring-friction absorbing devices Sh-1-TM, or Sh-2-T, or Sh-2-V according to OST 32.175-2001 is used as the front thrust plate 5.

The work of the absorbing apparatus of a freight railway carriage includes the force impact of a package of prestressed rubber-metal elastic elements 11 located in the housing 1 between the front 5 and rear 12 thrust plates on the brake 14 and traction 6 stops of the spine beam 8, the longitudinal elastic deformation of the package and its return to the original position, force impact of the package of rubber-metal elastic elements 11 on the stops 14 and 6 of the spinal beam 8 of the car is carried out by applying the generated forces front 5 or rear 12 thrust plates directly on the traction 6 or brake 14 stops of the beam 8, while the deformation of the package in the longitudinal direction is limited from the action of the transverse components from compressive forces, at least at its beginning and end, while the force acting on the housing 1 of the absorbing device its length is limited by tensile forces.

The use of rubber-metal elastic elements 11 as the main working elements of absorbing devices is a very promising direction for their further development and improvement. A limitation in the use of rubber-metal elastic elements 11 is the size of the packets, which determines their longitudinal stability. Existing technical solutions of absorbing devices based on rubber-metal elastic elements allowed to obtain high performance indicators for equipping them with lightly loaded trains, which include passenger trains. To expand the scope of use of the above-mentioned devices, their layout was revised, all redundant connections and intermediate links were eliminated - the elastic elements 11 began to fulfill a single function - to work for forced compression and as quickly as possible due to the elastic forces to the initial, prestressed state, the housing 1 became work exclusively in tension. To do this, a package of rubber-metal elements 11 with the help of at least one intermediate plate 9 was enclosed between thrust plates 5 and 12, which in the initial, prestressed state were enclosed (willed) between traction 7 and brake 14 of the spine beam stops 8. In this case 1 and the automatic coupling 17 in the initial state of the freight car does not interact with the package of rubber-metal elements 11. The interaction begins in the traction or braking mode of the locomotive. In this case, one of the effects on the package of rubber-metal elements 11 occurs - it is pressed against the traction 7 or brake 14 stops of the spinal beam 8 due to the displacement of the housing 1 by the automatic coupler 17, stretching of its pulling strips 4 and, accordingly, the action of the rear end stop platform 3 on the rear stop plate 12, or its effect directly on the front thrust plate 5, bypassing any impact of the front end thrust pad 2 of the housing 1. The functional need for the front end thrust pad 2 is manifested at the time of assembly of the device.

Nevertheless, the housing 1 remains an important function - with its pulling strips 4 it protects the package from the loss of longitudinal stability, which can occur, in particular, when transverse components appear from compressive forces as a result, for example, of an inhomogeneity in the polymer mass, etc. d. Theoretically, this function of the hull 1 should not be used in practice, just the high reliability requirements of the absorbing apparatus imply its possible use in atypical situations, for example, when the car is not quite successfully maneuvered during train assembly and other similar situations. The mentioned values of the gaps allow you to return the package to its original state without prejudice to its further performance and at the same time, they do not interfere with the free operation of the absorbing apparatus. In general, the details of a package of prestressed rubber-metal elastic elements 11 are placed in the housing 1 between the front 5 and rear 12 thrust plates with the possibility of eliminating spontaneous displacement relative to the plates 5 and 12 and each other. This is achieved, in particular, as shown in the drawings of analogues, due to the presence of protrusions 18 on some parts, and mating holes 19 on other parts (see FIG. 4), although other solutions are possible, for example, high precision manufacturing of parallel walls parts and assembly units, the use of special adhesives, etc.

Given the huge fleet of freight rolling stock, it is impractical to simultaneously switch to a new design of absorbing devices and, accordingly, to a new way of their work. This can be done gradually by modernizing the existing spring-friction absorbing devices Ш-1-ТМ, or Ш-2-Т, or Ш-2-В according to OST 32.175-2001 by the car repair facilities, which are used everywhere and are morally obsolete. To do this, the clamp (see case 1 in Fig. 8) of the spring-friction apparatus is equipped with original parts as far as possible and necessary, including the front base plate 5. It is possible to maintain the front thrust plate 20 of the spring-friction apparatus and to equip it with an intermediate plate 9 with fixing protrusions 10. In any case, there will be a qualitative leap in consumer properties of the device.

The design features of the absorbing apparatus provide the features of its work - the force of the package of rubber-metal elastic elements 11 on the stops 7 and 14 of the spinal beam 8 of the car is carried out by applying the generated forces to the front 5 or rear 12 thrust plates directly to the traction 7 or brake 14 stops of the automatic coupling 17, while deformation of the package in the longitudinal direction is limited from the impact of the transverse components from compressive forces, at least at its beginning and end - at the places of maximum possible relative displacements, when the mechanical connection with the basic elements of the body is lost - front 2 and rear 3 end thrust pads. The restriction of package deformations in intermediate states is desirable, but not necessary - this is, in a way, an additional safety net against the appearance of theoretically possible transverse components of compressive forces. A special case of such a theoretically possible situation may be the complete or partial destruction of one of the rubber-metal elements 11 during the movement of the train. In this case, the transverse components arising during the operation of the absorbing apparatus from the compressive forces will be compensated by its special design. The force acting on the body 1 of the absorbing apparatus along its length is limited only by tensile forces, which remain unchanged during any loading mode of the package of rubber-metal elastic elements 11. This will bring the train to the nearest maintenance point, where, for example, the package of rubber-metal elements 11 will be promptly replaced .

Thus, high operational reliability of the absorbing apparatus of a freight railway carriage is ensured.

Consider examples of using the utility model.

Example 1. For the manufacture of an absorbing apparatus using original parts and assembly units, specially designed for the conditions of use on a freight railroad car.

The assembly of the apparatus is as follows.

The front thrust plate 5 is installed in the housing 1, oriented accordingly - the contact surfaces 6 related to the traction stops 7 of the spine beam 8 are deployed towards the front end platform 2, and the locking strips 15 cover the traction bands 4. Install rubber-metal elements 11 - alternately or blocks of several pieces. One (or more than one) intermediate plate 9 is laid, which, with its locking protrusions 10, covers the pulling strips 4. The intermediate plate 9 is pressurized or equipped with a special device and compresses the resulting package. In the resulting gap of the desired size, between the rear end plate of the housing 1 and the upper intermediate plate 9, the remaining rubber-metal elements 11 or their package and the rear thrust plate 12 are installed, which contact surfaces 13 relating to the brake stops 14 of the spine beam are oriented towards the rear the end plate 3 of the housing 1, and the locking tabs 16 cover the pulling strips 4. After removing the force from the intermediate platform 9, the package is opened, while maintaining the stress state, and its front 5 and rear 12 ornymi plates becomes vraspor between the front 2 and rear 3 end abutment sites of the body 1.

To install the absorbing apparatus in the spinal beam 8 of a freight car, preliminary compression of the packages of rubber-metal elements 11 is required by means of a press. This ensures the required size, between the front 5 and rear 12 thrust plates, allowing the apparatus to be installed between the traction 7 and brake 14 stops of the spinal beam 8. To fix the specified size (at the time of installation of the device between the stops 7 and 14 of the beam 8) can be used, in in particular, a special technological bar - a certain prismatic part (not shown conditionally), installed when the packages are pressed by a press between the front thrust plate 5 and the front end thrust pad 2. In this form, the absorbing device Despite the pre-stressed state of the packages of rubber-metal elements 11, it is freely installed in its designated place on the spinal beam 8 and is fixed from spontaneous loss, being in a free state - under the influence of its own gravity. Further, the absorbing apparatus is understaffed with the remaining elements of the automatic coupling 17, and the car can be used for its intended purpose - for transportation of goods.

Also, to compress the packages, a special hydraulic device can be used, which, after installing the device on the spine beam 8, is removed and the packages of rubber-metal elements 11, unclenching, put the front 5 and rear 12 thrust plates in opposition between the traction 7 and brake 14 of the beam 8 stops.

At the first coupling with the car, the shank 21 of the automatic coupler 17 will press the front thrust plate 5, which will lead to the formation of a gap between it and the front end platform 2. The resulting gap will allow free fall of the technological bar, after which the front 5 and rear 12 thrust plates due to elastic forces of the package of prestressed rubber-metal elastic elements 11 begin to forcefully interact with the stops 7 and 14 of the spinal beam 8.

Further, when the car is moving away, the automatic coupling 17 pulls the body 1 behind itself, the rear end stop platform 3 of which starts acting on the rear stop plate 12 and move the packages of rubber-metal elements 11 until the corresponding surfaces 6 of the front stop plate 5 come in contact with the traction stops 7 of the spine beam 8. With further movement of the housing 1, the packages continue to deform, the connection of the front thrust plate 5 with the front end pad 2 of the housing 1 is terminated. As soon as the traction force exceeds the rolling friction force, the car begins to translate.

When the car is braked, the shank 21 of the automatic coupler 17 begins to act on the front thrust plate 5, and that, in turn, begins to press through the packages of rubber-metal elements 11 on the rear thrust plate 12, the contact surfaces 13 of which begin to act on the brake stops 14 of the spinal beam 8, braking wagon or completely stopping it.

It should be borne in mind that the functions described above can also manifest themselves in the reverse mode of use of the absorbing apparatus - push the car, acting on the brake stops 14 of the spine beam 8 and brake - acting on the traction stops 7. This mode of use is not typical and is used, in mainly when carrying out shunting operations with a locomotive.

Example 2. For the manufacture of an absorbing apparatus, a clamp 1 (item 1 in Fig. 8) of a spring-friction absorbing apparatus Ш-1-ТМ, or Ш-2-Т, or Ш-2-В according to OST 32.175- is used as housing 1 2001 and their own front thrust plate 20.

The assembly of the apparatus is carried out similarly to Example 1, with the only difference being that between the first packages of rubber-metal elements 11 and the front thrust plate 20, an intermediate plate 9 is installed with locking protrusions 10 covering the pulling strips 4. Since the intermediate plate 9 has its own thickness, then, accordingly, the total thickness of the packages of rubber-metal elements 11 decreases and the structural rigidity increases to some extent, differing from the design stiffness. However, this change is within the accuracy of engineering calculations and its effect on the operational characteristics of the absorbing apparatus can be neglected.

Otherwise, the description of the absorbing apparatus is similar to Example 1.

Thus, as a result of using the utility model, the range of T1 class absorbing apparatuses has expanded according to OST 32.175-2001 in force in the Russian Federation. In addition, the operational and technological capabilities of devices based on rubber-metal elastic elements have expanded, which increased reliability, increased load capacity and the magnitude of the course of shock-absorbing elements, and retained the unification with interchangeability of freight rolling stock used on Russian railways and their interchangeability.

Claims (7)

1. Absorbing apparatus of a freight railroad car, comprising a housing with front and rear end stop pads and traction bands, a front stop plate provided with contact surfaces configured to impact at the traction stops of the spinal beam, at least one intermediate plate with locking protrusions, covering traction bands, and rubber-metal elastic elements, characterized in that it includes a rear thrust plate located on the side of the rear end thrust pad and The contact plate is made with the possibility of acting on the brake stops in the spinal beam of the carriage, while the rear thrust plate includes locking protrusions covering the traction strips of the housing. 2. The absorbing apparatus according to claim 1, characterized in that the front thrust plate is in direct contact with the rubber-metal elastic element and includes locking protrusions covering the pulling strips of the housing. 3. The absorbing apparatus according to claim 1, characterized in that the details of the package of prestressed rubber-metal elastic elements placed in the housing between the front and rear thrust plates are made with the possibility of eliminating spontaneous displacement relative to the plates and each other. 4. The absorbing apparatus according to claim 1, characterized in that the front and rear thrust plates, intermediate plates and rubber-metal elements are installed in the housing with gaps between the traction bands not exceeding 30 mm. 5. Absorbing apparatus according to claims 1 and 2, characterized in that the front and rear thrust plates and intermediate plates are installed in the housing with gaps between the traction strips and the side walls of the locking protrusions, lying in the range from 1.0 to 15.0 mm. 6. The absorbing apparatus according to claim 1, characterized in that the housing uses a clamp spring-friction absorbing apparatus Ш-1-ТМ, or Ш-2-Т, or Ш-2-В. 7. The absorbing apparatus according to claim 1, characterized in that the front thrust plate of the spring-friction absorbing device Sh-1-TM, or Sh-2-T, or Sh-2-V, is used as the front thrust plate.