RU205803U9 - Freight car bogie bolster - Google Patents

Abstract

The utility model relates to the design of the bolster of a freight car bogie. The bolster contains an upper belt (1) with a thrust bearing 2, a lower belt (3) with support sections (3.1), pockets (4) for friction wedges. Longitudinal internal ribs (5) are cast in the inner cavity of the bolster, placed at a mutual distance "H" from 50 to 120 mm and made of variable thickness: "D" from 6 to 12 mm, "E" from 12 to 20 mm and with transitional sections (5.1), (5.2) between thicknesses "D" and "E". The technical result is to increase the reliability of the bogie bolster of a freight car, achieved by selecting the optimal values of the geometric parameters of the longitudinal internal ribs (5). 4 w.p. f-ly, 11 ill.

Description

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

Known bogie bogie freight car, containing the upper belt with a thrust bearing, the lower zone, made with support areas at the ends of the bolster for spring suspension springs, turning into an inclined zone, pockets for friction wedges with side vertical walls, longitudinal internal ribs cast in the inner cavities for the entire length of the bolster connecting the upper and lower chords, see EN 118275, B61F 5/52, publ. 07/20/2012 (prototype).

The technical problem of this bogie bogie of a freight car is low reliability caused by high stresses at the ends of the bolster in the sections of the longitudinal internal ribs, due to the non-optimal selection of the geometric parameters of the longitudinal internal ribs.

The technical result of the proposed utility model is to increase the reliability of the bogie bogie of a freight car, obtained by selecting the optimal values of the geometric parameters of the longitudinal internal ribs.

The specified technical result is provided by a bolster of a freight car bogie, containing an upper belt with a thrust bearing, a lower belt made with support sections at the ends of the bolster for spring suspension springs, turning into an inclined zone, pockets for friction wedges with side vertical walls, longitudinal internal ribs, cast in the inner cavity, in the preferred embodiment, over the entire length of the bolster, connecting the upper and lower chords, while the longitudinal internal ribs are placed at a mutual distance "H" from 50 to 120 mm and are made with variable thicknesses "D" from 6 up to 12 mm at their ends and thickness "E" from 12 to 20 mm in the middle part, and with transitional areas of smooth change between thicknesses "D" and "E" located between the side vertical walls of the pockets for friction wedges;

- longitudinal internal ribs can be placed above the "centers of gravity" of the areas of the halves of the contact spots located on both sides of the central axis of the bolster, obtained on the supporting surface from the corresponding springs of the spring set, located on the central axis "O-O" of the bolster;

- transition sections can be made at an angle "b" from 3º to 30º to the longitudinal axis "О–О" of the bolster;

- transition sections can be made along the radii of conjugation "R ₁ " with a value of at least 15 mm;

- the outer ends of the ends of the longitudinal inner ribs are made at an angle "α" from 45º to 75º to the inner surface of the support section for spring suspension springs and are associated with the specified surface along a radius "R ₂ " of at least 10 mm.

The claimed utility model differs from the prototype in that the longitudinal internal ribs are placed at a mutual distance "H" from 50 to 120 mm and are made with variable thicknesses "D" from 6 to 12 mm at their ends and thicknesses "E" from 12 to 20 mm in the middle part, and with transitional areas of smooth change between the thicknesses "D" and "E", located between the side vertical walls of the pockets for friction wedges;

- longitudinal internal ribs are placed above the "centers of gravity" of the areas of the halves of the contact spots located on both sides of the central axis of the bolster, obtained on the supporting surface from the corresponding springs of the spring set, located on the central axis "О–О" of the bolster;

- the transition section is made at an angle "b" from 3º to 30º to the longitudinal axis of the bolster;

- the transitional section is made along the radii of conjugation "R ₁ " with a value of at least 15 mm;

- the outer ends of the ends of the longitudinal inner ribs are made at an angle "α" from 45º to 75º to the inner surface of the support section for spring suspension springs and are associated with the specified surface along a radius "R ₂ " of at least 10 mm.

Such differences from the prototype give grounds to assert that the proposed technical solution complies with the criterion of patentability of a utility model - "novelty".

The utility model is shown in the drawings, where:

in FIG. 1 - bolster of a freight car bogie, main view;

in FIG. 2 – section A–A in Fig. one;

in FIG. 3 - remote element "G" in Fig. 2;

in FIG. 4 - section "B-B" in Fig. 2;

in FIG. 5 - bottom view of the end of the bolster with a local section;

in FIG. 6, 7, 8, 9, 10, 11 – diagrams of mechanical stresses.

The bolster of a freight car bogie contains an upper belt 1 (Fig. 1) with a thrust bearing 2, a lower belt 3. The lower belt 3 contains support sections 3.1 for spring suspension springs. Also, the bolster contains pockets 4 for friction wedges. In the inner cavity of the bolster, longitudinal internal ribs 5 are cast (Fig. 2), connecting the upper 1 and lower 3 belts. On both sides of the central axis "O-O" of the bolster there are contact spots 6 obtained on the supporting surface from the corresponding springs of the spring set, located on the central axis "O-O" of the bolster.

The longitudinal internal ribs 5 are placed at a mutual distance "H" in the range from 50 to 120 mm, while these longitudinal internal ribs 5 are made of variable thickness - thickness "D" in the range from 6 to 12 mm at their ends and thickness "E" in range from 12 to 20 mm in its middle part, excluding the thickness of the flanging around the holes in the longitudinal internal ribs, which may exceed the specified thickness range "E". The transition sections of the longitudinal inner ribs 5 between the thicknesses "D" and "E" are made with a smooth change in thickness values and are located between the side vertical walls of the pockets 4 for friction wedges.

Longitudinal internal ribs 5 can be placed above the "centers of gravity" "C" of the areas of the half spots 6 (Fig. 3) of the contact located on both sides of the central axis "O-O" of the bolster.

The transition section 5.1 can be made at an angle "b" from 3º to 30º to the longitudinal axis "O-O" of the bolster.

Also, the transition section 5.2 (Fig. 4) can be made with roundings along the radius "R ₁ " of at least 15 mm.

The outer ends 5.3 (Fig. 5) of the ends of the longitudinal inner ribs 5 are made at an angle "α" in the range from 45º to 75º to the inner surface of the support section 3.1 for spring suspension springs and are made, and are associated with the specified surface along the radius "R ₂ ", made at least 10 mm.

To ensure the achievement of the technical result, which consists in increasing the reliability of the bogie bolster of a freight car, it is necessary to reduce mechanical stresses in highly loaded sections of the bolster. It is possible to achieve such a reduction in mechanical stresses by selecting the optimal values for the sizes and shapes of these sections.

Since the source of mechanical stresses in the bolster of a freight car bogie are, in particular, the vertical forces from the springs of the spring set, then in order to reduce mechanical stresses, it is necessary to select the shape and size of the longitudinal internal ribs 5 and select the optimal distance between them.

The proposed size ranges are checked against the maximum stress criteria, based on the Mises-Hencky theory, according to which, the ductile material begins to be damaged in places where the Mises stress becomes equal to the ultimate stress.

Longitudinal internal ribs 5 are made in such a way that the load from double-row springs of spring suspension is distributed equally on their sides. In this case, the longitudinal internal ribs 5 will not experience additional bending moments, since the entire load will be directed along the vertical axis of the longitudinal internal ribs 5. The analysis and calculations performed have shown that the value of the distance "H" between the longitudinal internal ribs 5 lies in the range from 50 to 120 mm.

When performing longitudinal internal ribs 7 (Fig. 6, 7), as in the prototype, the same thickness along its entire length, the longitudinal internal ribs 7 are loaded unevenly. The most loaded zones "R" are fixed in the region of the center of the bolster near the vertical walls of pockets 4 for friction wedges, the least loaded zones "Q" are fixed closer to the ends of the bolster.

For uniform loading of the longitudinal internal ribs 5, their ends are made with a reduced thickness “D”, maintained in the range from 6 to 12 mm, and the middle parts are made with an increased thickness “E”, maintained in the range from 12 to 20 mm. In this case, the transition from the thickness "D" to the thickness "E" is made with a smooth transition in the form of sections 5.1 or 5.2 (Fig. 8).

Thickness "E" less than 12 mm is insufficient to ensure the strength and reliability of the part, a thickness of more than 20 mm is excessive and leads to an increase in weight without increasing the reliability of the bolster.

To reduce mechanical stresses, longitudinal internal ribs 5 can be placed above the “centers of gravity” “C” of the areas of the halves of the contact spots 6 (Fig. 3) located on both sides of the central axis “О–О” of the bolster. At the same time, contact spots 6 were obtained on the supporting surface 3.1 from the corresponding double-row springs of the spring set (not shown) placed on the central axis “О–О” of the bolster. This ensures uniform distribution of the mechanical load from the double-row springs in the longitudinal inner ribs 5 and the entire bolster.

The results of the calculations show that the transition sections 5.1 or 5.2 must be made between the vertical side walls of the pockets 4 for the friction wedges.

The transition section 5.1 can be made in the form of a flat section, cast at an angle "b" from 3º to 30º to the longitudinal axis "О-О" of the bolster. At the same time, if section 5.1 is with a slope "b" of less than 3º, then the intensity of the increase in thickness is not enough to compensate for the growing loads on the longitudinal internal ribs 5. When performing section 5.1 with a slope "b" of more than 30º, the angle will be too steep and will itself become a concentrator mechanical stresses.

Also, the reduction of mechanical stresses is facilitated by the implementation of the transition section 5.2 with fillets with a radius "R ₁ " of at least 15 mm (Fig. 4). When the radius "R ₁ " is less than 15 mm, due to a sharp transition in thickness, the transition section 5.2 can itself become a concentrator of mechanical stresses.

In addition to the thicknesses "E" and "D" of the longitudinal internal ribs 5, the stress state of the bolster and, as a result, its reliability, is affected by the shape of the ends 5.3 of the longitudinal internal ribs 5.

The angle of inclination "α" of the end 5.3 of the longitudinal internal ribs 5 is made in the range from 45º to 75º. If the angle "α" is less than 45º, the ends 5.3 of the longitudinal internal ribs 5 are overloaded in their upper part, section "K" (Fig. 9). If the angle "α" is greater than 75º, the ends 5.3 of the longitudinal vertical ribs 5 are unacceptably overloaded in their lower part, sections "L" (Fig. 10).

Also, the reduction of mechanical stresses in the bolster contributes to the implementation of the radius "R ₂ "not less than 10 mm, sections "S" (Fig. 11). Making the radius "R ₂ " less than 10 mm leads to a sharp increase in mechanical stresses.

Thus, the described results of selecting the optimal values for the dimensions and geometric shapes of the longitudinal internal ribs make it possible to increase the reliability of the bolster of a freight car bogie.

Claims (5)

1. A bolster of a freight car bogie, containing an upper belt with a thrust bearing, a lower belt made with support sections at the ends of the bolster for spring suspension springs turning into an inclined belt, pockets for friction wedges with side vertical walls, longitudinal internal ribs cast in internal cavity connecting the upper and lower chords, characterized in that the longitudinal internal ribs are placed at a mutual distance H from 50 mm to 120 mm and are made with variable values of thickness D from 6 mm to 12 mm at their ends and thickness E from 12 mm to 20 mm in the middle part, and with transitional areas of smooth change between the thicknesses D and E, located between the side vertical walls of the friction wedge pockets. 2. The bolster of the freight car bogie according to claim 1, characterized in that the longitudinal internal ribs are placed above the "centers of gravity" of the areas of the halves of the contact spots located on both sides of the central axis of the bolster, obtained on the supporting surface from the corresponding springs of the spring set, located on the central axis of the bolster. 3. The bolster according to claim 1, characterized in that the transition sections are made at an angle b from 3° to 30° to the longitudinal axis of the bolster. 4. Bolster according to claim 1, characterized in that the transition sections are made along radii R _{1 of} at least 15 mm. 5. Bolster according to claim 1, characterized in that the outer ends of the ends of the longitudinal inner ribs are made at an angle α from 45° to 75° to the inner surface of the support area for spring suspension springs and are associated with the specified surface along a radius R _{2 of} at least 10 mm.

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