SU1650501A1 - Hopper car - Google Patents

Abstract

This invention relates to railway transport and to the construction of railcars for transporting large volumes of bulk cargo. The purpose of the invention is to increase the load capacity. The hopper car is made of parallel rows of modules, with the adjacent modules of each row being provided with a ZhZh QOL-ShSh if if and Ts & / S, 3L-2L. V. Fp.1}. .sr are interconnected at the ends by one-piece hinges and shock-absorbing devices, and each module is divided into sections by a transverse hollow partition in which the unloading (opening and closing) mechanism of the flaps 4 is placed. In each section between the ends of the modules and the hollow transverse partition rigidly fixed vertical longitudinal partitions 27, to the lower ends of which additional longitudinal partitions 29 are suspended suspended, between which there is a hatch with flaps 4, each module having a roof 13, mounted with the possibility of displacement popeoech- Nogo, 22 yl. (L o el o / S, 3 Fp.1}. .Sr

Description

This invention relates to railway transport and concerns the construction of railcars for transporting large volumes of bulk cargo.

The aim of the invention is to increase the load capacity

FIG. 1 shows a hopper car, general view; figure 2 is the same, top view; on fig.Z - the module of the car, a longitudinal section; figure 4 - section aa on fig.Z; figure 5 - section bB in fig.Z; figb - three-axle truck, top view; in Fig.7 - section bb In Fig.6; on Fig - section GG on figb; figure 9 is a cross section dD in Fig.8; in fig. 10 is a section E-E of FIG. eleven; in fig. And - the section of the Ж-Ж on Fig; Fig 12 is a spring, a general view; in fig. 13 shows section 3-3 of FIG. 12 (spring is compressed); in fig. 14 - the same, 3-3 (the spring is not compressed); in fig. 15 shows a pivoting device for modules (center of curvature of the path on the right), in FIG. 16 - the same, (the path is straight); in fig. 17 - the same, (the center of the curvature of the path to the left); in fig. 18 is a section view of FIG. 15; in fig. 19 is a section K-K in FIG. sixteen; on .1D1G.20 - section LL in FIG. 17; on Fig - section MM in figure 9; on f g.22 - section HH in Fig.6.

The hopper car consists of modules 1, the number of which is determined by the size of the unloading and loading stations, limiting the length of one car and thus the number of modules that make it up. Each module consists of two sections 2 intended for the transportation of cargo. The sections are separated from each other by hollow transverse partitions 3 in which the mechanisms for unloading (opening the doors) of 4 bulk hatches are placed.

Body 5 module 1 is mounted on a three-axle railway. trolleys 6, located on two adjacent double rail tracks. On each double track, the module has four carts b, each two carts are interconnected by supporting bars 7, which have articulated supports 8 on pivot beams 9 of carriage 6.

In the middle part of the supporting bars 7, there are upper pivot protrusions 10 which enter into the openings of the bottom of the body 5, which in four places are hingedly connected to the four supporting bars 7,

Each module t is connected to an adjacent module by means of central hinge assemblies 11 and lateral depreciation-coupling devices 12.

Extreme modules 1 of the hopper car have coupling devices on the end walls of the car.

The hopper car has a roof 13, which is adapted to be displaced by

the side wall of the module of the car with cables 14 and electric winch 15. The roof 13 consists of metal strips, covering the entire module 1 and connected between

a flexible elastic pads.

On the end walls of the module 1 and in the transverse partition 3 mounted wheels-sprockets 16, having a chain link

0 with the bottom surface of the tracks of the roof 13 in the form of motorcycle chains (not shown) fixed along the edges and in the middle part of the roof 13.

On the sides of the body 5 is the TC compartments 17,

5 formed by a skeletal (supporting) beam 18 bottom, an inclined wall 19 of the body 5 and a vertical side wall 20 of the module.

In compartments 17, horizontal 21 and inclined 22 oil jacks are installed.

0 The oil jack 21 has a rod 23 terminated by a rod 24 with teeth on its lower surface that are in engagement with the teeth of sector 25 rigidly connected to the sash hatch 4.

5 Rail 24 presses roller 25 into sector 25. Section 2 module 1 is divided by longitudinal vertical fixed partitions 27 rigidly attached to the ends of body 5 and partition 3. On axis 28

0 rotation to the fixed partition 27, an additional movable longitudinal partition 29 is suspended. The axis 28 of its rotation is rigidly connected to the toothed sector 30, which can be rotated with the 5th power of the toothed rack 31, which is a continuation of the rod 32 of the inclined jack 22. The rail 31 is pressed to the sector 30 using roller 33.

Connecting modules to hopper car

0 is produced with the help of articulated joints 11 and shock-absorbing devices 12, which transmit the traction effects of adjacent modules through the end skeleton beams 34 to the skeleton beams 18 and damping oscillations

5 modules relative to each other during the movement of the hopper car. The hinge assembly 11 connects the beams 34 of adjacent modules with cylindrical projections 35 of these beams and an axis 36,

0 By depreciation, the nozzle device 12 has low-pressure chambers 37 and 38, a high-pressure chamber 39, a piston 40 in the front part of the second (conventionally) module 1, and a piston 41 in the rear part of the first module

5 1. The piston 40 has an arched rod 42, the piston 41 has an arcuate box of rectangular section 43 as a rod, the inner sides of which form the walls of the chamber 37 and 39. The end surfaces of the chamber 37 are formed by a housing 44

the damping device of the first module 12 and the outer surface of the piston 40, the end surfaces of the chamber 39 are formed by the internal cavities of the pistons 40 and 41.

The chamber 38 is formed by the cylindrical surfaces of the side walls 45 and the planes of the upper and lower walls about 46 of the damping device 12 of the second module.

Hermetic tanks made of elastic material are placed in chambers 37-39, which change their volume under the influence of pistons 40 and 41. These chambers are filled with oil (or a damping fluid1 /: through oil lines 47-49 they are connected to air tanks; in the same chambers, on the other side of those modules (us pooti) the end points are: 34; At um Q, the middle part of the oil lines are connected to intermediate tanks (not shown) in which the oil is under constant pressure schims nad ma . Scrap compressed air One intermediate tank (not shown) connected mesloprovodami with chambers 37 is the first module 1, and two others (not shown) - on Brodal module.

The trolleys b of module 1 have a wheelset consisting of two semi-axes, the outer 50 and the inner 51, on which the coles 52 with cylindrical rolling surfaces are rigidly fixed.

The inner semi-axle 51 has a central cylindrical channel 53 through which the piston 54 can move, the wheel end of the axle 51 can move the channel 53 to a cylindrical chamber 55 having a volume equal to the volume of the channel 53. Between the chamber 56 and the channel 53 there is a movement restriction washer 56 piston 54.

On axle 51, a semi-axle 50 is placed on a sliding fit between annular abutment 57 and an anvil cup 58, which is screwed onto the end of semi-axle 51 and split with cotter pins 59. Thus, cupper 58 rigidly and reliably limits axial displacement of axes with respect to each other during operation of the wheelset.

At the same time, the cup 58 is tightly connected to the end of the half-axle 51, sealing the channel 53. In the central part of the bottom of the glass 58 there is a threaded hole into which a nipple 60 is screwed to supply oil to the channel 53 between the piston 54 and the bottom of the glass 58 from the oil pump (not shown) connected to nipple 60 for charging semi-axis 51

lubricating oil. The oil is pumped until the piston 54 is moved to the thrust washer 56. At the same time, the air pressure is doubled compared to the initial pressure at which the piston is in the extreme right position. The initial air pressure in the bushing 55 is created by means of an air pump through a nipple 61 displaced in the face of the semi-axle 51.

At the end of the axle shaft 51. opposite the chamber 55, there are radial holes 62, intended for the flow of oil from the channel 53 into the gap, I. half axis 50

5 and 51. In order to prevent oil from flowing out of the gap between the half-axes 50 v 51, the balustramic 63 is annularly pressed into the end of the half-axle 50.

The load on the axis of the pivot

0 beams 9 are transmitted through roller bearings 64 and 65, roller bearings 64 (middle) are mounted on semi-axes x 50 and 51 with their inner (relative to the wheels) side. At the ends of the semiaxes 50 and

5 51, end roller bearings 65 are mounted.

The pivot beam 9 is bolted 66 to the sub-beam 67, and beams 9 and 67 are connected to the outer frames 68 and

0 internal frames 69,

Between the frames 68 and 69, the mechanisms of the brake device 70 are installed, which has a two-action brake shoe 71. It has a brake sole

5 72, made of a material of lesser hardness than the hardness of the rail head and for this reason reduces the wear of the rail when braking. Sole 72 on the strength of its wear can be replaced with a new one. She is

0 has a ridge along its entire length from the inner side of the rail, in shape, height and purpose similar to that of a wheel of a wheelset. The device 70 has two shoes 71 located between

5 middle and extreme wheels of the three-axle bogie 6. Shoe slopes 73 have a radius of their cylindrical surface exceeding the radius of the wheel 52, for example, by 10% (as the radius of the slopes 73 increases, the shift of the shoe 71 increases relative to the axis of the wheel 52 during emergency braking).

The shoes 71 are rigidly connected with their lateral sides to the support plates 5, 75, which perceive the braking force of the shoes 71 and transfer them to the frames 68 and 69 by means of springs 76 and 77, stops 78 of the plate 75 and stops 80 and 81 of the frames. In turn, efforts are transmitted through the supporting plates 75 to the shoes 71, pressing the shoes 71 to the rail heads, 3 ™ forces are created by pistons 82 of oil jacks (not shown) and transferred to the plate 75 by piston rods 83 of piston 82. Pod- / Cabin plate 75, and with it n bash i. 71 above the rail and the springs 84 abutting against the bottom lugs 85 of the side frames.

8 oil jacks (not shown) oil is supplied through oil lines (not shown) from a tank (not shown) using an oil pump with electric motors (not shown) driven by a locomotive control panel.

The plate spring 76 is placed in two metal cases of 88 liters 87, outer 88 and inner 87. With с :: satmm springs; 76 the walls of the morning fugllra B f are moved 76 and the walls of the OZ, P outer case from.:. : h of the Nr 8r psr; - schr;, r; sl between the walls of the milestone.-jero case, .- and i7 to the thrust protrusion 88 of the plate 75.

In this case, the outer case 86 is bonded to the frame vi by its abutting protrusion 89. The spring 76 is compressed until the abutments 88 come into contact with the stops 89 when the emergency wheel 52 rolls onto the shoe 71 to the extreme upper point 90 of the cylindrical surfaces of the wheel 52 and shoe 71,

A flexible cable 91 passes through the zigzag curved plates of the springs 76 from the bottom of the inner case 87 to the bottom of the outer case 86, which creates a preliminary compression of the springs; 76 with the inoperative (i.e., sub-floor) half of the floor plate 75 and shoes 71.

During braking, the plate 75 is displaced relative to the stops 80 and two springs 76, for example, to the left of the stops 80 are compressed, and the other two springs 76 to the right of the stops 80 remain in the same position due to the tension of the cable 91.

Cables 92 have a similar purpose, creating a preliminary compression of the spring 77 ..

The hopper car works as follows.

Before loading the hopper car to the central control panel located in the cab of the locomotive, electric winches 15 are turned on, which, by rewinding the cables 14 of the roof 13 of the modules 1, move the roof 13 to the side of the modules 1, freeing the top of the body 5 for loading. At the same time, the doors of the 4 openings should be closed by pumping oil from

the oil jack 21, the sectors of the hatch doors are locked with stop bolts (not shown), and the right hatch doors 4 are locked with swivel stoppers at the ends of module 1 and in its middle part (not shown).

After loading the hopper car modules, electric winchs 15 are again turned on to rewind cables 14 in the opposite direction.

0 and the roof 13 is installed above the body 5 of the modules 1.

A train of hopper cars is sent to its destination. In this case, the thrust force of the locomotive is transmitted from one

5 module 1 to another through a damping device 12 and hinge nodes 11 modules 1.

The end walls of the modules 1 have external planes forming a two-sided angle with the apex coinciding with the axis of the hinge 38. This angle (taken in the drawings equal to 0.1-6 °) determines the permissible minimum radius of curvature of the railways, which hopper car may have

5 value equal to 150 m.

When the car enters the curvilinear section of the track, there is an increase in the volume of chamber 39, located on one side of the module, and a decrease in the volume of chamber 39,

0 located on the other stolrons of the module, and as a result, the oil of one chamber 39 flows through the oil pipe 49 into another chamber 39. At the same time, the volume of the chambers 37 and 38, which are 5 on the other side of the module, decreases, resulting in oil flowing through the oil pipes 47 and 48 from one side of the module to the other side of it. Since the pressure in chamber 35 is several times the oil pressure

0 in chambers 37 and 38, any moment of time a pulling force is created in devices 12, tension adjacent modules 1 with each other,

In addition, devices 12 interfere with

In the occurrence of oscillatory movements of modules 1 around their vertical axes, since such oscillations would cause a rapid change in the volumes of chambers 37-39, located ps opposite sides of the hinge 11. However, the rate of change in the volume of chambers is determined by the throughput of the oil lines 47-49, and the energy the oscillations are damped by the resistance of the oil lines 47-45 to the movement of oil in them and turns 5 seconds into heat, perceived by v, radiated by beam 34. in which the oil lines pass,

Constant pressure in chambers 37-39 with small differences determined by the resistance of oil lines to the movement of oil when the volumes of chambers change, is maintained by air pressure in tanks (not shown), which is monitored by sensors (not shown) and automatically maintained by a compressor (not shown).

While the train is moving out of the hopper cars along two two-track railways, significant variations in the cars and in the vertical plane do not occur, since all causes for the impact-dynamic effects of the track on the cars and the cars to the track are eliminated.

Parecosa paths affect only the rotation of carriages around their horizontal axes, which do not create a rotation of the module body around its horizontal axis.

When driving the car wheels (and the entire train of such cars) and two double-track tracks, they are immersed in the upper structure of the track all the way through by the same amount, even if there is unevenness in stiffness and elasticity, thus smoothing the track.

Defects in the surface of railheads in the presence of forty-eight half-sleeves of a hopper car with cylindrical rolling surfaces will have several times less impact impact on the car body than in known gondola cars.

The proposed hopper car, when moving along the way, has smaller vertical and horizontal vibrations and the associated dynamic loads.

The role of the springs is played by the supporting bars 7 and the shock absorbers, which can be embedded in the hinge 11 connecting the bars 7 with the skeletal beam 18.

The wheelset of the three-axle bogie 6, while the carriage is moving along a curved section of the track, has different angular velocities of the wheels going along the outer and inner rails of the double-track track. When this happens, the inner axle 51 is rotated relative to the outer axle 50 with a small angular velocity equal to the difference in the angular velocities of the rolling wheels

52 wheel pair.

The rotation of the axes 50 and 51 relative to each other can occur as a result of the difference in the diameters of the wheels of the wheelset.

The lubrication of the rubbing surfaces of the axles 50 and 51 is done with oil filling the central cylindrical channel.

53 under great pressure. From the channel 53, the oil enters through the radial holes 62 into the gap between the half-axles 50 and 51, filling it up to the gland 63 preventing the leakage of oil. One time charge oil

channel 53 provides long-term operation of the wheelset.

Braking is performed from the locomotive control panel by turning on the oil pump and supplying oil from the tank to the oil jacks (not shown).

As a result, the piston rods 83 of the piston 82, overcoming the resistance of the springs 34, align the support plate 75 to

the contact between the brake soles of the 7 shoes 71 and the rail heads.

During service braking, the pressure of the rod 83 on the plate 75 is of such a magnitude that the springs 76 and 77

they counteract the impact of the wheel 52 on the brake shoe 71, which, under the influence of frictional forces against the rail, is displaced in the direction of the wheel 52 behind it. At the same time, two plate springs 76 and one spiral spring 77 on each side of one brake device are compressed as a result of displacement of the stops 73 and 79 plates 75 in the direction of the rear (in the direction of travel) end of the frame and its stops 80 and 81.

The pressure of the compressed springs 76 and 77 in the frame stops 80 and 81 transfers the braking force from the shoes 71 to the pivot beam 9 and through the supporting bar 7 to the body of the module 1 of the car.

At the end of service braking, the oil pump pumps the oil out of the oil jack into the oil tank (not shown), the piston 85 with the stem 83 rises and under the action of the springs 84 rises

the support plate 75 together with the shoe 71. During emergency braking, an increased voltage is applied to the oil pump electric motor, as a result of which an oil jack pressure is applied to the plate 75, at which the shoes 71 71 are displaced in the direction of the next wheels to them to touch them. At this point, the wheel 52 will drive over the toe of the shoe 71 and thereby sharply increase the strength

a tamping shoe 71 to the rail, as a result, the braking force on the shoe 71 and the rail increases dramatically, the shoe 71 shifts relative to the frame by a distance at which the lugs 78 and 79 of the plate 75 rests on the lugs 80 and 81 of the frame, and the wheels 52 roll mc on the cylindrical surface of the shoe 71 until it stops at point 90. In this position, wheel 52 will ride on shoe 71 along the rail until the car stops completely, creating pressure on the shoe 71, surpassing pressure of the pivot beam 9 on the wheel half axis.

While the wheels 52 are on the shoes 71, most of the braking force will be transmitted to the pivot beam 9 through the half axles 50 and 51 of the wheels 52.

In Fig. 9, the dotted line shows the circumference of a cylindrical rolling surface of a wheel with a center at a point 2 in contact with along a straight line at a point 90 with a cylindrical surface of the shoe: 71, having an axis of this surface passing through point 3 with a radius of 10% larger than that of wheels 52. Point 2 is horizontally removed from point O (at zero horizontal force) by equal to the distance between the welded protrusions of the frame and plate 75 before the start of braking. Vertically, point 2 is higher than point and point 1, when the axis of rotation of wheel 52 is in which, it still rolled along the rail. This excess increases by 1/3 the vertical load on the axles of the braked wheels and removing the load from the axis of the unbraked wheel b.

After the car stops, the wheel rolls down from the shoe 71 to the rail, its axis of rotation is aligned with the point O, and the boot rises above the rail to its original (neutral) position,

During braking as a service, a hook and an emergency, the rolling surface of the wheels is not subject to friction, wear or damage, and thus excludes one of the reasons for the breakdown of wheelsets.

to%

"/ 7

The pressure of the sole of the shoe on the rail head is several times less than the specific pressure of the wheel on the rail than that of the known brake pads pressed against the wheel,

Claims (1)

Claims of the Invention Hopper car comprising a body mounted on the undercarriages, in the zone of the longitudinal axis of which the discharge hatch is located, and the unloading mechanism, which is the fact that, in order to increase the load capacity, the body is formed in parallel rows located on two module paths, the adjacent modules of each row are interconnected at the ends by one-piece hinges located along the longitudinal axis of the modules, with shock-absorbing devices located along the edges of the module ends, and each module Seated on a section of a transverse hollow precursor in which the specified unloading mechanism is placed, in each section between the ends of the modules w the hollow transverse partition rigidly fastens vertical longitudinal partitions, to the lower ends of which additional longitudinal partitions are hinged, between which there is a hatch, each the module is provided with a roof mounted with the possibility of lateral movement.  hl one "H "about sixteen 13 16 / one  h " Phage.5 bb one g  " 01 01 1030991 Phi. P. 15 9 / JL167 75 ШШ & Ш $ ЙШ ////////// Ш     h "- -v fT L31 Fi & no QZ-GLF 9b Btj 6Ј vv v t & 8Ј ., 8Ј 8h6h / 6Ј  t " S dh hti 81 ъ / 7ф К Я SЈ Yy c-gpf No By And 9Ј 9Ј LЈ. 1090991 2 / S3 51+