SPRING SUSPENSION OF A TWO-AXLE FREIGHT CAR BODY

Abstract

This utility model relates to rail transport, specifically to the structural components of freight car bogies. The technical result achieved by this utility model is to improve the dynamic performance of freight car bogies by reducing the maximum ratio of frame force to static axle load on the R650 curve, the R350 curve, and on a turnout. The technical result is achieved due to the fact that in the claimed spring suspension of a two-axle bogie of a freight car with an axle load of up to 23.5 tf, containing a side frame with a support platform for springs of the spring suspension, a bolster, a spring set, friction wedges, wherein the spring set includes double-row coil springs located under the friction wedges and the bolster, each double-row coil spring contains an outer and an inner coil spring, wherein the outer and inner coil springs,located under the friction wedges, are made greater in height than the outer coil springs located under the bolster, according to the utility model, the outer and inner coil springs under the friction wedges and the inner coil springs under the bolster are made with a height of 246-255 mm, the outer coil springs under the bolster are made with a height of 216.5-224 mm, the rod diameter of the outer coil springs is 28-30 mm, the rod diameter of the inner coil springs is 19-21 mm, the average diameter of the outer coil springs is 166-173 mm, the average diameter of the inner coil springs is 109-113 mm, the number of working turns of the outer coil springs under the friction wedges is 3.7, the number of working turns of the inner springs under the friction wedges and the bolster is 6.1, the number of working turns external coil springs under the bolster is 3.3. 3 z.p. f-ly, 1 ill.,

Description

[0001] The claimed utility model relates to railway transport, in particular to the structural elements of bogies of freight railway cars.

[0002] From the source "Wagons. Design, Theory and Calculation", edited by L.A. Shadura, Moscow, "Transport" publishing house, 1980. - 439 p. The two-axle bogies of freight cars in operation contain two side frames supported by the axleboxes of the wheelsets and supporting the load from the bolster by means of a suspension consisting of seven double-row springs and two friction wedges. The friction wedges provide damping of the frictional forces developed between them and the side frames, depending on the compression value of the springs on which they rest. The springs under the bolster bear the main weight of the car and resist the relative longitudinal displacement between the side frames ("overrun" of the side frames), resisting the rotation of the bolster relative to the side frame in plan due to their horizontal rigidity. The set consists of double-row (outer and inner) cylindrical springs that have the same height in the free state.The height of the inner springs, when compressed to the point of coil contact, is 5.5 mm greater than that of the outer springs. To ensure friction between the friction wedge and the side frame as the wedge wears, new wedges are designed so that their spring support surface is 4 to 12 mm lower than the bolster support surface. As the wedge wears, it rises relative to the bolster, reducing spring compression under the wedges and suspension friction.

[0003] This design of a two-axle bogie has the following disadvantages:

[0004] - The set consists of springs of the same height when unloaded, with a linear deflection dependence on the applied force. The vertical and lateral stiffness of the springs does not change when the car is loaded, leading to increased oscillation frequencies for empty and lightly loaded cars and increased acceleration. At speeds of 50–60 km / h, the dynamic coefficients of empty cars are significantly worse than those of loaded cars, limiting the speed of empty trains.

[0005] - the placement of seven springs in the suspension provides insufficient resistance to the "running" of the side frames, which leads to the occurrence of a tortuous movement of the wheel pairs already at a speed of 70 km / h and above, premature wear of the wheel flanges of loaded wagons and the need for their re-sharpening after a run of 60..100 thousand km;

[0006] - in empty mode, the wear reserve of the friction wedge, without loss of damping capacity due to suspension, is comparable to the deflection of the spring located underneath (5-8 mm). At the current rate of wear of the wedge, this ensures a car's operating life before replacement of no more than 160,000 km;

[0007] - the height of the inner spring in the compressed state is 5.5 mm greater than the outer one, which leads to the fact that when the car hits the hills, causing the spring coils to close, the entire load is taken by the inner springs, which are therefore subject to more frequent fractures during operation, which reduces the reliability of the suspension.

[0008] From the patent of the Russian Federation No. 160055 for a utility model, a spring suspension of a freight railway car bogie is known, containing double-row springs, assembled from outer and inner springs, intended for placement under the friction wedges of the vibration damper and under the bolster, wherein the outer and inner springs of the double-row springs, intended for placement under the friction wedges of the vibration damper, are made with equal heights in the free state, the outer and inner springs of the double-row springs, intended for placement under the bolster, are made with unequal heights in the free state and at the same time smaller than the heights of the double-row springs, intended for placement under the friction wedges of the vibration damper in the free state.

[0009] From the patent of the Russian Federation No. 206251 for a utility model, a spring suspension of a two-axle freight car bogie is known, containing a bolster, a spring set, friction wedges and corresponding inserts in the pockets of the bolster, wherein the spring set includes a combination of double-row and single-row cylindrical springs consisting of outer and inner springs located under the bolster and under the friction wedges, wherein the spring set includes cylindrical springs of different heights, wherein the outer and inner springs located under the friction wedges are made with equal heights and greater in height than the outer springs located under the bolster, wherein the inner springs located under the bolster are made smaller in height than the outer springs located under the bolster.

[0010] Russian Patent No. 16482 discloses a freight car bogie comprising a frame supported by the axlebox assemblies of the wheelsets, including sidewalls that support the load from the bolster and friction wedges via double-row springs consisting of an outer and an inner spring. The double-row springs supporting the bolster load are configured with different heights for the outer and inner springs, while the double-row springs supporting the friction wedges are configured to be equal in height to the larger of the springs supporting the bolster load. The larger of the springs under the bolster can be either the inner or the outer spring.

[0011] The utility model according to Russian patent No. 16482 was selected as the closest analogue.

[0012] The disadvantage of analogs, including the closest analog, is that they do not solve the problem of the dynamic quality of the bogie, expressed in the ratio of the frame force to the static axle load when passing curved sections of the track (on turnouts, track sections with a radius of 650 mm, with a radius of 350 mm). According to clause 7.1.1 of GOST 33211-2014, the dynamic qualities of freight car bogies are expressed, among other things, in the indicator "maximum ratio of frame force to static axle load" (clause 7.1.8). At the same time, Table 14 of GOST 33211-2014 defines the maximum permissible values ​​​​of the ratio of frame force to static axle load. The value of this indicator equal to 0.2-0.25 qualifies as "excellent".

[0013] The technical problem solved by the proposed utility model is to eliminate the shortcomings of analogues.

[0014] The technical result achieved by the utility model consists in improving the dynamic characteristics of the freight car bogie by reducing the maximum ratio of the frame force to the static axial load on the R650 curve, on the R350 curve, and also on the turnout.

[0015] The technical result is achieved due to the fact that in the claimed spring suspension of a two-axle bogie of a freight car with an axial load of up to 23.5 tf, containing a side frame with a support platform for springs of the spring suspension, a bolster, a spring set, friction wedges, wherein the spring set includes double-row coil springs located under the friction wedges and the bolster, each double-row coil spring contains outer and inner coil springs, wherein the outer and inner coil springs located under the friction wedges are made larger in height than the outer coil springs located under the bolster, according to the utility model, the outer and inner coil springs under the friction wedges and the inner coil springs under the bolster are made with a height 246-255 mm, external coil springs under the bolster are made with a height of 216.5-224 mm,The rod diameter of the outer coil springs is 28-30 mm, the rod diameter of the inner coil springs is 19-21 mm, the average diameter of the outer coil springs is 166-173 mm, the average diameter of the inner coil springs is 109-113 mm, the number of working turns of the outer coil springs under the friction wedges is 3.7, the number of working turns of the inner springs under the friction wedges and the bolster is 6.1, the number of working turns of the outer coil springs under the bolster is 3.3.,

[0016] The height of coil springs is determined by their height in the free state.

[0017] There is one double-row coil spring located under each friction wedge.

[0018] There are five double-row coil springs located under the bolster.

[0019] The claimed utility model is explained by figures.

[0020] Fig. 1 shows the claimed spring suspension.

[0021] Positions on figures:

[0022] 1 - side frame;

[0023] 2 - support platform for spring suspension;

[0024] 3 - external coil springs under friction wedges;

[0025] 4 - internal coil springs under friction wedges;

[0026] 5 - outer coil springs under the bolster;

[0027] 6 - internal coil springs under the bolster.

[0028] The claimed spring suspension of a freight car bogie comprises a side frame 1 with a support platform 2 for spring suspension springs, a bolster, a spring set, friction wedges, wherein the spring set includes double-row coil springs located under the friction wedges and the bolster, each double-row coil spring comprises an outer and an inner coil spring, wherein the outer 3 and inner 4 coil springs located under the friction wedges are made larger in height than the outer 5 coil springs located under the bolster.

[0029] The outer 3 and inner 4 coil springs under the friction wedges and the inner coil springs 6 under the bolster are made with a height of 246-255 mm, the outer coil springs 5 ​​under the bolster are made with a height of 216.5-224 mm, the rod diameter of the outer coil springs is 28-30 mm, the rod diameter of the inner coil springs 4.6 is 19-21 mm, the average diameter of the outer coil springs 3.5 is 166-173 mm, the average diameter of the inner coil springs 4.6 is 109-113 mm, the number of working turns of the outer coil springs 3 under the friction wedges is 3.7, the number of working turns of the inner springs 4.6 under the friction wedges and the bolster is 6.1, the number of working turns of the outer coil springs 5 ​​under the bolster beam is 3.3.

[0030] The height of coil springs 3,4,5,6 is determined by their height in a free state.

[0031] There is one double-row coil spring located under each friction wedge.

[0032] There are five double-row coil springs located under the bolster.

[0033] Coil springs 3,4,5,6 are made of steel.

[0034] With the claimed utility model, the authors addressed the problem of improving the dynamic characteristics of two-axle bogies, as measured by the ratio of frame force to static axle load. They sought to reduce this ratio below the values ​​specified in GOST 33211-2014 for track sections with turnouts and curvatures ranging from 650 mm to 350 mm (curvature radii). These track sections collectively encompass the most critical and frequently encountered operating conditions:

[0035] - A curve with a radius of 350 mm (R350) allows for evaluating car performance in extreme conditions (on small-radius curves typical of stations and mountainous terrain). A curve with a radius of 350 m is used as a severe condition to evaluate bogie performance in tight fitting conditions. This curve emphasizes the wheel approach angle, lateral and guiding forces, wheel unloading, and track impact, allowing for the identification of unfavorable conditions that may not be apparent on flatter curves. Tests at a radius of 350 m are used in field and experimental studies as one of the typical severe curved conditions.

[0036] - A curve with a radius of 650 mm (R650) is used as a criterion for moderate curve conditions, closer to typical operating conditions than R350. This radius is used to evaluate the bogie's curve fit, ride stability, smoothness, track force, and spring suspension performance without immediately reaching the most severe conditions. Therefore, R650 allows one to evaluate the structure's behavior in a typical curve, and comparing the results with R350 reveals the dynamic and stability reserve.

[0037] - Turnouts are the most complex track component. Testing on turnouts is essential because they represent the most complex track section in terms of wheel-rail interaction. When passing switch points, turnout curves, check rails, and frogs, localized impact and guiding forces, abrupt changes in contact conditions, and increased dynamic loads occur, which are not fully reproduced on either straight lines or regular curves. Therefore, testing on turnouts is conducted to assess the safety of passage, stability against derailment, and the level of crew impact on track elements under the most adverse local conditions.

[0038] The above characteristics of coil springs were selected by calculation and computer modeling.

[0039] The ranges of geometric parameters of springs 3-6 (rod diameter, average diameter, number of working turns) are specified taking into account manufacturing tolerances, the optimal parameters of the springs are as follows:

[0040] The rod diameter of the outer coil springs is 29 mm, the rod diameter of the inner coil springs 4.6 is 20 mm, the average diameter of the outer coil springs 3.5 is 170 mm, the average diameter of the inner coil springs 4.6 is 111 mm, the number of working turns of the outer coil springs 3 under the friction wedges is 3.7, the number of working turns of the inner springs 4.6 under the friction wedges and the bolster is 6.1, the number of working turns of the outer coil springs 5 ​​under the bolster is 3.3.

[0041] A comparison of the dynamic characteristics (the ratio of frame force to static axial load) of the claimed spring suspension with optimal spring parameters was carried out in comparison with the spring suspension implemented in the model 18-1277 railway bogie with an axial load of 23.5 tf (https: / / rmrail.ru / catalogue / vagonnye-telezhki- / vagonnaya-telezhka%2023%2C5%20ts / ?ysclid=mnygkq9kf975487867).

[0042] The trolley model 18-1277 was put into operation in 2021 and received the EAEU Certificate of Conformity RU C-RU.ZHT02.V.00954 / 21; the trolley model 18-1277 is recognized as compliant with the requirements of GOST 9246-2013.

[0043] The spring suspension of the model 18-1277 bogie is implemented with seven double-row coil springs (five springs under the bolster beam, two springs under the friction wedges). All springs (outer and inner) have the same height of 249 mm.

[0044] The rod diameter of the outer springs of the spring suspension of the bogie model 18-1277 is 29 mm; the outer diameter of the outer springs is 199 mm; the inner diameter of the outer springs is 141 mm; the number of working turns of the outer springs is 3.9.

[0045] The rod diameter of the inner springs of the leaf spring suspension of the bogie model 18-1277 is 20 mm; the outer diameter of the inner springs is 131 mm; the inner diameter of the inner springs is 91 mm; the number of working turns of the inner springs is 6.1.

[0046] The results of the experiment showed the following.

[0047] Table 1 "Maximum ratio of frame force to static axial load with the height of outer 3 and inner 4 coil springs under friction wedges and inner coil springs 6 under the bolster equal to 246 mm, the height of outer coil springs 5 ​​under the bolster equal to 216.5 mm"

[0048] Parameter The declared spring suspension when the car is empty Spring suspension of the model 18-1277 bogie when the car is empty R650 curve does not exceed 0.185 0,22 R350 curve does not exceed 0.135 0,18 turnout does not exceed 0.115 0,19

[0049] Table 2 "Maximum ratio of frame force to static axial load with the height of outer 3 and inner 4 coil springs under friction wedges and inner coil springs 6 under the bolster equal to 246 mm, the height of outer coil springs 5 ​​under the bolster equal to 216.5 mm"

[0050] Parameter The declared spring suspension with a loaded wagon Spring suspension of the model 18-1277 bogie when the wagon is loaded R650 curve does not exceed 0.2 0,22 R350 curve does not exceed 0.16 0,18 turnout does not exceed 0.14 0,19

[0051] As follows from the data given in Tables 1 and 2, with the worst parameters of the declared spring suspension at minimum values ​​of spring heights, which determine their greater rigidity, greater friction in the wedge damper, the parameters of the maximum ratio of frame force to static axial load on the R650 curve, on the R350 curve, as well as on the turnout, will be less than in the spring suspension of the model 18-1277 bogie.

[0052] Table 3 "Maximum ratio of frame force to static axial load with the height of outer 3 and inner 4 coil springs under friction wedges and inner coil springs 6 under the bolster equal to 255 mm, the height of outer coil springs 5 ​​under the bolster equal to 224 mm"

[0053] Parameter The declared spring suspension when the car is empty Spring suspension of the model 18-1277 bogie when the car is empty R650 curve does not exceed 0.17 0,22 R350 curve does not exceed 0.12 0,18 turnout does not exceed 0.1 0,19

[0054] Table 4 "Maximum ratio of frame force to static axial load with the height of outer 3 and inner 4 coil springs under friction wedges and inner coil springs 6 under the bolster equal to 255 mm, the height of outer coil springs 5 ​​under the bolster equal to 224 mm"

[0055] Parameter The declared spring suspension with a loaded wagon Spring suspension of the model 18-1277 bogie when the wagon is loaded R650 curve does not exceed 0.19 0,22 R350 curve does not exceed 0.15 0,18 turnout does not exceed 0.13 0,19

[0056] As follows from the data given in Tables 3 and 4, with the best parameters of the declared spring suspension at maximum spring heights, the parameters of the maximum ratio of the frame force to the static axial load on the R650 curve, on the R350 curve, as well as on the turnout, will be significantly less than in the spring suspension of the model 18-1277 bogie.

[0057] The parameters of the springs in the declared spring suspension are determined for bogies with an axle load of up to 23.5 tf, with one double-row spring located under each friction wedge, and five double-row springs located under the bolster beam (i.e. the spring unit contains a total of seven double-row springs).

[0058] Thus, the claimed utility model ensures the achievement of a technical result consisting in improving the dynamic characteristics of a freight car bogie by reducing the maximum ratio of the frame force to the static axial load on the R650 curve, on the R350 curve, and also on the turnout.

Claims

1. A spring suspension for a two-axle freight car bogie with an axle load of up to 23.5 tf, comprising a side frame with a support platform for springs of the spring suspension, a bolster, a spring set, friction wedges, wherein the spring set includes double-row coil springs located under the friction wedges and the bolster, each double-row coil spring contains outer and inner coil springs, wherein the outer and inner coil springs located under the friction wedges are made greater in height than the outer coil springs located under the bolster, characterized in that the outer and inner coil springs under the friction wedges and the inner coil springs under the bolster are made with a height of 246-255 mm, the outer coil springs under the bolster are made with a height 216.5-224 mm, the diameter of the rod of the outer coil springs is 28-30 mm,The rod diameter of the inner coil springs is 19-21 mm, the average diameter of the outer coil springs is 166-173 mm, the average diameter of the inner coil springs is 109-113 mm, the number of working turns of the outer coil springs under the friction wedges is 3.7, the number of working turns of the inner springs under the friction wedges and the bolster is 6.1, the number of working turns of the outer coil springs under the bolster is 3.3., 2. Spring suspension according to paragraph 1, characterized in that the height of the coil springs is determined by their height in the free state.

3. A spring suspension according to paragraph 1, characterized in that one double-row coil spring is located under each friction wedge.

4. A spring suspension according to paragraph 1, characterized in that five double-row coil springs are located under the bolster beam.

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