RU152456U1 - JOINT TYPE RAILWAY CAR - Google Patents

Abstract

1. An articulated railway freight car comprising a car chassis formed by two end carriages and at least one intermediate carriage, at least two successive carriage sections, each of which is supported by two carriages, has a body for bulk or bulk cargo, and connected to the adjacent section by the articulated joint, each pair of adjacent sections in the area of the articulated joint is supported directly or indirectly on one common intermediate carriage ayuschiysya in that the estimated load value is on the rails of the wheelset bogies extreme value and the estimated load on rails of a wheel pair of said at least one intermediate trolley are equal to or different from each other by not more than 15% .2. An articulated railway freight car according to claim 1, characterized in that the distance L, mm, between the centers of the pivot points of the extreme and intermediate carts, on which the extreme section of the car rests, is in the range:, where: n is the total number of carts forming the chassis part of the wagon, with n≥3; m is the number of sections of the wagon, with m≥2; M is the mass of the indicated extreme section of the wagon, excluding running trolleys, t; M is the load capacity of the indicated extreme section of the wagon, t; L is the distance laid parallel to the longitudinal the axis of the car from the center of gravity the indicated extreme section of the wagon (excluding running trolleys) to the center of the thrust seat of the intermediate trolley on which this extreme section rests, mm; L is the distance pending parallel to the longitudinal axis of the wagon from the center of mass of a homogeneous flat figure obtained by projecting

Description

Technical field

This utility model relates to the field of railway transport and relates to the construction of articulated freight wagons intended for the carriage of bulk cargoes, including liquefied gases, or bulk cargoes.

State of the art

Known articulated hopper car designed for the transportation of bulk cargo (see US patent No. 4644871 B61D 1/14, B61D 7/02, 12/11/1985).

It should be noted that in the materials of this application for a utility model, the term “articulated carriage” is used, which means any carriage in the construction of which at least three (n≥3) trolleys are used that form the carriage chassis, and at least two (t≥2) sections of the carriage, each of which is connected to an adjacent section by an articulation unit, with each pair of adjacent sections in the area of the articulation unit resting on a common trolley. The number of bogies n and sections of the car m is related by the dependence n = m + 1.

The construction of a well-known articulated hopper car includes one intermediate and two end carriages forming the carriage chassis, and two car sections, each of which has a separate body designed to accommodate the transported bulk cargo, and is connected to the adjacent section by an articulated joint unit. Moreover, the wagon sections in the area of the articulation unit are supported through the articulation unit on one common intermediate carriage.

The design of the famous hopper car is the closest analogue of the proposed utility model.

According to the description of the indicated source, the relative position and configuration of the end, side and inclined walls of the body of the hopper car ensure the distribution of the vertical load acting on the chassis from the gross weight of the hopper car, in which the intermediate carriage is more loaded in operation than the end carriages. In this regard, in the design of the known articulated hopper car, trolleys with differing load capacities are used, namely: intermediate trolley load capacity is 70 t, each extreme trolley is 50 t, therefore, trolleys with differing maximum rated loads from the wheel pair are used rails.

In the materials of this application, the term "estimated load from the wheelset on the rails" is used as the most clear term used to describe the technical parameters of a wagon or carriage in official (normative) documentation, including GOSTs. The estimated wheel load on the rails is also called axial load. Moreover, in the framework of this application, it is necessary to distinguish between concepts:

- the maximum estimated load from the wheel pair on the rails (maximum axial load), which is a parameter of a specific model of the trolley, showing what maximum load this model of the trolley is designed for;

- the estimated load from the wheel pair on the rails, which is a parameter of a specific car model, characterizing the distribution of gross weights between the wheel pairs of trolleys of a given car model, calculated based on the largest design tare weight and car load capacity. In the General case, the estimated load from the wheelset on the rails can be determined by the dependence:

,

,

where: p _{o, i} is the calculated load on the rails from the wheelset of the 1st carriage carriage, kN;

M _{T, i} is the mass of the ith carriage trolley, t;

g is the acceleration of gravity, m / s ² ;

P _i - the vertical load from the gross weight of the car, acting on the thrust of the i-th carriage, kN;

n _{KP, i} - the number of wheelsets in the i-th trolley.

Moreover, in the case of a uniform distribution between the same trolleys of the vertical load acting on the chassis of the gross weight of the car:

,

,

where: M _B - maximum design tare weight of the wagon, t;

M _GR - wagon capacity, t;

n is the number of bogies forming the chassis of the car.

In this case, the dependence will take the form:

.

.

Thus, in the design of the known articulated carriage, the vertical load acting on the undercarriage from the gross weight of the carriage is not evenly distributed between the intermediate and extreme carriages. Moreover, the uneven distribution between the trolleys of a given load leads to a number of disadvantages, the list of which depends on whether the model of the extreme trolleys differs from the model of the intermediate trolley.

If the carriage uses two different models of trolleys (having different from each other values of the maximum rated load from the wheelset on the rails), the disadvantages include:

- the complexity of the processes of maintenance and repair of the car;

- increase the range of spare parts for carts.

If the carriage uses the carts of the same model (with the maximum design load of the wheel pair on the rails corresponding to the declared carrying capacity of the intermediate cart), the disadvantages are:

- incomplete use of the maximum estimated load from the wheelset on the rails of the extreme bogies. Since the intermediate trolley according to the US description No. 4644871 is more loaded than the extreme trolleys, and exceeding the maximum axial load of the trolley is unacceptable, therefore, under the gross wagon, the axial load of the extreme trolleys is less than the maximum value for this model of trolley;

- deterioration of the dynamic qualities of the car;

- reduced traffic safety due to a decrease in the safety factor against derailment of wheel sets of extreme (underloaded) bogies, i.e. an unfavorable combination of vertical and horizontal forces acting on the car may occur, which will lead to creep of the wheel flange onto the rail head and the car to go off the rails.

In addition, there are drawbacks common to the cases considered. Such disadvantages include the complication of the car’s brake system, which consists in the use of a brake linkage with different gear ratios of its independent parts, each of which transfers braking force from a separate pneumatic cylinder to the blocks of one carriage carriage, and / or in each installation carriage of an individual device for automatic regulation of pressure in the brake cylinder during braking (auto mode), which is caused by the need to ensure efficiency and braking and no skidding of wheel pairs the more intermediate loaded and extreme wagon bogies.

All of the above disadvantages lead to a deterioration in the technical, economic and operational performance of an articulated freight wagon.

Utility Model Disclosure

The objective of the proposed utility model is to overcome at least some of the shortcomings of the closest analogue, as well as increase the technical, economic and operational indicators of an articulated freight wagon.

This problem has been solved by the articulated type rail freight car proposed in this utility model, which contains the carriage chassis formed by two extreme carriages and at least one intermediate carriage, at least two successive carriage sections, each of which is supported by two carriages, has the body and is connected to the adjacent section by the articulated joint, and each pair of adjacent sections in the area of the articulated joint is based directly or indirectly on a common intermediate carriage, and which is characterized in that the values of the calculated load from the wheel pair on the rails of the extreme and the specified at least one intermediate carriage are equal or differ by no more than 15%.

The technical result is achieved by ensuring equality or difference of no more than 15% between the values of the calculated load from the wheelset on the rails of the extreme and intermediate (intermediate) bogies under the gross weight of the wagon.

The technical result, the achievement of which is proposed by the proposed utility model, is:

- ensuring the possibility of using carts of the same model as the chassis of the wagon, and therefore, reducing the range of spare parts for bogies during scheduled repairs of the wagon, simplifying the processes of servicing and repairing the wagon;

- ensuring the full use of the maximum estimated load on the rails from the wheel pairs of the chassis of the car, consisting of trolleys of the same model, under gross weight of the car, since the vertical loads from the gross weight of the car acting on each trolley are ensured, i.e. intermediate trolleys are loaded equally with the extreme trolleys, therefore, the design load from the wheel pair on the rails of each truck reaches the maximum design load;

- an increase in the adhesion of the wheelset to the rail, which is expressed in an increase in the safety factor against the derailment of the wheelsets of the extreme trolleys, which, in turn, ensures increased traffic safety. If the difference or difference is less than 15% between the values of the calculated load on the rails from the wheel pairs of the extreme bogies and the intermediate (intermediate) bogies, a favorable ratio of vertical and horizontal forces arising from the movement of the car is provided, which is expressed in the value of the safety factor of the wheel against derailment rail in excess of the minimum allowable normative documentation value for a given coefficient;

- simplification of the braking system of the car due to the equality between the values of the gear ratio of the independent parts of the brake linkage and the use of auto modes in the brake system, the number of which is less than the number of carriages of the car.

This design of an articulated railroad freight car allows for the most uniform distribution between the trolleys of the vertical load from the weight of the metal structure of the car with the load, that is, to ensure equality or minimize differences in the design load from the wheel pair on the rails of all the trolleys under the gross weight of the car. Thus, the fullest possible use of the maximum design load from the wheel pair on the rails of all the bogies is realized, and, therefore, the greatest load-carrying capacity of the wagon, the possibility of using bogies of one model, ease of maintenance, reduction in the range of spare parts, improvement of dynamic qualities, in particular, increase in the safety factor stability against derailment of wheelsets of extreme bogies.

According to a preferred embodiment, the indicated equality or difference of no more than 15% between the load values from the wheelset on the rails of the extreme and at least one intermediate carriage is ensured by choosing the distance 1 between the centers of the pivot points of the extreme and intermediate carriages, on which extreme section of the car, from the range:

,

,

where: n is the total number of bogies forming the undercarriage of the wagon, with n≥3;

m is the number of sections of the car, with m≥2;

M _C is the mass of the indicated extreme section of the car, t;

M - carrying capacity of the indicated extreme section of the car, t;

L _C is the distance laid parallel to the longitudinal axis of the car from the center of gravity of the indicated extreme section of the car to the center of the thrust seat of the intermediate carriage on which this extreme section rests, mm;

L _PR - the distance laid parallel to the longitudinal axis of the car from the center of mass of a homogeneous flat figure obtained by projecting the internal volume of the body of the indicated extreme section of the car on a vertical plane passing through the longitudinal axis of the car to the center of the thrust bearing of the intermediate carriage on which this extreme section rests, mm

Moreover, the mass M _C and the position of the center of gravity of the extreme section are determined without taking into account the mass of the chassis, but it is necessary to take into account such parts of the car section as an automatic coupler, brake system, part of the articulated joint, etc.

In addition, when determining the distance L _{PR, it is} preferable to use the projection of the effective internal volume than the projection of the total internal volume of the body.

Moreover, in cases where the load capacity M of the end section of the car is not regulated by the technical and operational documentation for the car, it is considered that the car load is distributed between the sections in proportion to the internal volumes of their bodies.

Preferably, the value of the design load on the rails from the wheel pair of at least one truck of an articulated type rail freight car is equal to the value of the maximum design load on the wheel pair of the carriage on the rails.

In a preferred embodiment, n = 3 and m = 2.

In another embodiment, n = 4 and m = 3.

Brief Description of the Drawings

The proposed technical solution is illustrated in the drawings, where:

in FIG. 1 is a schematic illustration of one embodiment of the proposed rail freight 25 wagon of an articulated type intended for the transport of bulk cargo;

in FIG. 2 is a schematic illustration of yet another embodiment of the proposed articulated rail freight wagon designed to transport bulk 30 cargoes, including liquefied gases

Detailed description of utility model with reference to drawings

In FIG. 1 shows an articulated rail freight car. The running gear of this articulated freight wagon is formed by three trolleys (n = 3), two of which are extreme trolleys 1, and one is an intermediate trolley 2. In addition, the articulated freight wagon contains two (m = 2) sections of wagon 3, each of which has a body 4, designed to accommodate the transported cargo, rests on the corresponding extreme trolley 1 and is connected to the adjacent section by an articulated joint 5. Moreover, a pair of neighboring sections in the area of the joint 5 is supported directly or indirectly on one common intermediate trolley 2.

As a rule, in traditional freight cars (not articulated type), the vertical load acting on the chassis of the gross weight of the car is distributed evenly between the trolleys, as the distances laid parallel to the longitudinal axis of the car, from the center of gravity of the loaded body of the car to the centers of the pivot points of the trolleys, are equal or slightly differ from each other.

In articulated type wagons, the intermediate carriage takes the load from two adjacent sections with bodies mounted on them, therefore, as a rule, the intermediate carriage is more loaded, which negatively affects operation according to the mentioned disadvantages. Uniform loading of the bogies can be achieved by selecting the distance between the centers of the pivot points of the extreme and intermediate bogies, based on the position of the center of gravity of the fully loaded end section of the car (CT _BR ).

Bulk and especially bulk cargoes, as a rule, uniformly fill the useful volume of the car body, therefore, at the stage of car design, it is possible to determine the most probable position of the center of gravity of the cargo (CT _GR ) and, as a result, the distance L _GR measured parallel to the longitudinal axis of the car from the center the pivot point of the intermediate trolley to the central _heating station.

In this case, the extreme section of the car (excluding the undercarriage on which it is supported) has a design mass M _C and a center of gravity at the point of center point _C. Moreover, the distance L _C , measured parallel to the longitudinal axis of the car, from the center of the pivot point of the intermediate carriage to the CTC _C can also be determined at the design stage of the car.

Thus, knowing the position of the center of gravity of the load (CT _GR ) and the extreme section (CT _C ), it is possible to determine the position of the center of gravity of the fully loaded extreme section of the car (CT _BR ).

In addition, the body at the carriage section has an internal volume whose projection on a vertical plane passing through the longitudinal wagon axis, is a closed geometrical figure (marked in the drawings gray) with the mass center (of gravity) at a point CM _PR situated at a distance L _OL , measured parallel to the longitudinal axis of the car, from the center of the thrust seat of the intermediate carriage. Moreover, in FIG. 1 shows a projection of the total internal volume, and FIG. 2 is a projection of a useful internal volume, which is more preferred.

Since the values of the distances 1 _GR and L _PR , as a rule, are equal or differ slightly slightly, it is possible to use the position of the center of mass of the CM _PR to determine the position of the center of gravity of the CT _BR .

In a preferred embodiment of the proposed car, a uniform distribution between the trolleys of the vertical load acting on the chassis of the gross weight of the car is ensured by choosing the distance L _T between the centers of the pivot points of the extreme and intermediate trolleys, on which the end section of the car rests, taking into account the distance L _C deferred parallel to the longitudinal axis of the car from the center of gravity of the center of transport _{From the} extreme section of the car (excluding running trolleys) to the center of the thrust seat of the intermediate car, distance L _{P P} , laid parallel to the longitudinal axis of the car from the center of mass of the CM _{PR of a} homogeneous flat figure obtained by projecting the internal volume of the body of the extreme section of the car on a vertical plane passing through the longitudinal axis of the car to the center of the pivot point of the intermediate carriage, the total number of n carriages, the number m of car sections , mass M _{C of the} end section of the car (excluding running trolleys), load capacity M of the end section of the car.

In this regard, the range L _{T was} determined, at which equality or minimization of the difference between the values of the calculated load from the wheelset on the rails of the extreme and intermediate (intermediate) bogies, expressed as:

,

,

where: n is the total number of bogies forming the undercarriage of the wagon, with n≥3;

m is the number of sections of the car, with m≥2;

M _C is the mass of the extreme section of the car, t;

M - carrying capacity of the extreme section of the car, t;

L _C is the distance laid essentially parallel to the longitudinal axis of the car from the center of gravity of the extreme section of the car to the center of the thrust seat of the intermediate carriage on which this section rests, mm;

L _PR - the distance laid essentially parallel to the longitudinal axis of the car from the center of mass of a homogeneous flat figure obtained by projecting the internal volume of the body of the extreme section of the car on a vertical plane passing through the longitudinal axis of the car to the center of the pivot point of the intermediate carriage on which this section rests, mm

The following is an example of calculating the range of values of the distance L _T between the centers of the pivot points of the extreme and intermediate bogies, on which the extreme section of the wagon rests, for an articulated freight wagon that contains two sections of the wagon (m = 2) and the undercarriage of the wagon formed by three bogies ( n = 3) with a maximum design load of a pair of wheels on rails 23.5 tf (230.5 kN).

Based on the maximum axial load of the bogies, the maximum (permissible) gross mass of the wagon is 141 tons. Moreover, the following parameters of the specific model of the wagon were determined at the design stage: tare weight of 51 t and wagon loading capacity of 90 t, the weight of each section of the wagon excluding running trolleys M _C = 18 t and the load capacity of the section M = 45 t, the distance L _C = 6035 mm and L _PR = 5800 mm.

Thus, the preferred values of the distance L _T for this model car articulated type are in the range:

мм.

mm

Moreover, if a distance value L _T = 8800 mm is adopted from the indicated range, the distribution between the trolleys of the vertical load from the gross weight of the carriage is ensured, or, in other words, the equal values of the calculated load from the wheel pair on the rails of all the carriages of the carriage, which ensures the carriage capacity 90 t

Whereas, in the case of adopting a distance value L _T = 9400 mm, which is not included in the specified range, the difference between the values of the calculated load from the wheel pair on the rails of the extreme and intermediate bogies will be more than 15%. Moreover, for a given wagon loading capacity of 90 tons, the calculated load from the wheelset on the rails of the extreme bogies will be 22.2 tf, for the intermediate bogie - 26.2 tf. As you can see, the vertical load from the gross weight of the car is unevenly distributed between the bogies, and the calculated load from the wheel pair on the rails of the intermediate bogie exceeds the maximum value for this model of the bogie - 23.5 tf, which is unacceptable. There are two ways to eliminate the discrepancy between the calculated and maximum load from the wheelset on the rails of the intermediate carriage:

- a decrease in wagon capacity. If the carrying capacity is reduced to 76 tons, the calculated load from the wheel pair on the rails of the extreme bogies will be 20.0 tf, the intermediate trolley -23.5 tf.

- Replacement of the model of the intermediate carriage carriage. When using a cart model with an maximum axial load of 27.0 tonnes as an intermediate carriage carriage, the calculated load from the wheel pair on the rails of the end carriages will be 22.7 tonnes, and the intermediate carriage - 27.0 tonnes. In this case, the carload capacity will be 94 tf.

These pathways have several disadvantages. So in the first case, the maximum design load from the wheelset on the rails of the extreme bogies is used by 85%, which leads to a significant decrease in the wagon's carrying capacity - by 14 tons. In the second case, with a slight increase in the carrying capacity, there are disadvantages associated with the use of bogies as carriage two different models listed above.

Therefore, it is very important to ensure that the vertical load distribution between the bogies is as even as possible from the gross weight of the car (or in other words: to ensure equality or to minimize the difference between the values of the calculated load from the wheel pair on the rails of all the wagons of the car). This will make it possible to fully utilize the maximum design load from the wheelset on the rails of all the bogies and, consequently, to achieve the greatest wagon carrying capacity when using bogies of the same model as the undercarriage.

In a preferred embodiment, the carriage contains two sections 3, interconnected via any suitable joint 5 and bearing bodies 4, and three carts of the same model, two of which are extreme carts 1, and one is an intermediate cart 2. A variant is possible in which three sections 3 with bodies 4 located on them are interconnected by any suitable articulation units 5, while the car contains four carts of the same model, two of which are extreme carts 1, and two others are intermediate carts 2. Thus, in the preferred In the new version, n = 3 and m = 2 or n = 4 and m = 3.

In addition, in the proposed carriage, it is possible to increase the number of carts and sections so that the ratio n = m + 1 is fulfilled, and it is also possible to connect such carriages both among themselves and with any other carriages.

If two sections 3 with bodies 4 mounted on them are used to form an articulated car, then one body 4 is supported on the end carriage 1 and the intermediate carriage 2, the second body 4 is supported on the same intermediate carriage 2 and the second end carriage 1 (not shown in the drawings pictured). Sections 3 are interconnected by any suitable articulation units 5. If three sections 3 with bodies 4 mounted on them are used to form an articulated car, then one body 4 is supported on the end carriage 1 and the intermediate carriage 2, the second body 4 - on two intermediate carriages 2, and the third body - on the intermediate trolley 2 and another extreme trolley 1. For the formation of an articulated wagon with a large number of sections, a corresponding increase in the number of sections and intermediate trolleys is necessary, while the number of edges There are two more carts left. Thus, the relation n = m + 1 holds.

When forming the freight train, an articulated wagon is coupled to any other freight wagon - both an articulated wagon and a traditional wagon (not articulated) or a locomotive through any suitable coupling device 6 with which the cantilever part of each end section of the car is equipped, for example, via an automatic coupling devices.

For a person skilled in the art, other embodiments of the proposed utility model are obvious. However, an exhaustive listing of all possible options for implementing the proposed model is not possible. In particular, any values or any expressions disclosed herein may be replaced with equivalent values or expressions without departing from the scope of this utility model.

Claims (5)

1. An articulated railway freight car comprising a car chassis formed by two end carriages and at least one intermediate carriage, at least two successive carriage sections, each of which is supported by two carriages, has a body for bulk or bulk cargo, and connected to the adjacent section by the articulated joint, each pair of adjacent sections in the area of the articulated joint is supported directly or indirectly on one common intermediate carriage ayuschiysya in that the estimated load value is on the rails of the wheelset bogies extreme value and the estimated load on rails of a wheel pair of said at least one intermediate trolley are equal to or different from each other by not more than 15%. 2. An articulated railway freight car according to claim 1, characterized in that the distance L _T , mm, between the centers of the pivot points of the extreme and intermediate carts, on which the extreme section of the car rests, is in the range:

, where: n is the total number of bogies forming the undercarriage of the wagon, with n≥3; m is the number of sections of the car, with m≥2; M _C is the mass of the indicated extreme section of the car, excluding running trolleys, t; M - carrying capacity of the indicated extreme section of the car, t; L _C is the distance laid parallel to the longitudinal axis of the car from the center of gravity of the indicated extreme section of the car (excluding running trolleys) to the center of the pivot point of the intermediate carriage on which this extreme section rests, mm; L _PR - the distance laid parallel to the longitudinal axis of the car from the center of mass of a homogeneous flat figure obtained by projecting the internal volume of the body of the indicated extreme section of the car on a vertical plane passing through the longitudinal axis of the car to the center of the thrust bearing of the intermediate carriage on which this extreme section rests, mm 3. An articulated railway freight car according to claim 1, characterized in that the value of the design load on the rails from the wheel pair of at least one carriage of the car is equal to the value of the maximum design load on the wheel pair of the carriage on rails. 4. An articulated railway freight car according to claim 2, characterized in that n = 3 and m = 2. 5. An articulated railway freight car according to claim 2, characterized in that n = 4 and m = 3.

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