THREE-AXLE RAILWAY BODY

Abstract

The utility model relates to the designs of three-axle freight railway bogies for cars intended for the transportation of goods. The technical result achieved by the utility model consists in increasing the reliability of a three-axle bogie without increasing its dimensions. The technical result is achieved due to the fact that in a three-axle railway bogie containing four side frames, two bolsters, a kingpin beam, three wheel pairs, spring assemblies, a brake lever transmission, the kingpin beam contains two lateral longitudinal parts and one transverse part forming an H-shaped casting, the ends of the lateral longitudinal parts of the kingpin beam are made to rest on the bolsters, the transverse part of the kingpin beam contains side walls at the bottom, and at the top the transverse part of the kingpin beam contains a thrust seat with a central hole for a kingpin passing downwards into the space between the side walls of the transverse part of the kingpin beam,the wheel axle of the central wheelset is located in plan between the side walls of the kingpin beam under the center seat and the kingpin, the brake lever transmission contains extreme vertical levers, one of which is pivotally connected to the bolster, and the other is pivotally connected to the rod of the brake cylinder, two central vertical levers located outside near the side walls of the transverse part of the kingpin beam, the central and extreme vertical levers are kinematically connected to each other by rods, the central vertical levers are pivotally connected to the middle rod located under the center seat with the kingpin above the wheel axle of the central wheelset and passing through openings in the side walls of the kingpin beam to the central vertical levers, according to the utility model, the middle rod is made curved so that its central section is located above the extreme sections pivotally connected to the central vertical levers,the distance between the middle rod and the wheel axle of the middle wheelset is not less than the total deflection of the spring assembly with the car loaded, the distance between the middle rod and the lower side of the kingpin beam under the center plate with the kingpin, as well as between the middle rod and the upper edges of the openings in the side walls of the transverse part of the kingpin beam is determined from the condition of preventing the middle rod from touching the wheel axle with the kingpin beam. 1 c.p. f-ly, 2 fig.,

Description

[0001] The utility model relates to the designs of three-axle railway freight bogies for wagons intended for transporting goods.

[0002] Patent application No. CN119428782A discloses a three-axle bogie comprising a frame with two longitudinal side sections and two central transverse sections. The middle wheel is located between the central transverse sections of the frame. A middle link, connected to vertical levers, is also located in the space between the central transverse sections and is curved so as not to interfere with the axle of the middle wheel.

[0003] The disadvantage of the technical solution known from patent application No. CN119428782A is the impossibility of its application for three-axle bogies in which the kingpin beam is made containing two lateral longitudinal parts and one central transverse part located directly above the middle wheel pair, since the middle traction, made convex, when the car is loaded will contact the wheel axle of the middle wheel traction, which can lead either to deformation of the middle traction or to its premature wear.

[0004] From the Russian Federation patent No. 223662 for a utility model, a three-axle bogie of a railway car is known, consisting of four side frames, two bolster beams, a kingpin beam, three wheel pairs with axle boxes, four spring assemblies with shock absorbers for damping vibrations, four friction vibration dampers, a brake lever transmission and two removable balance beams, the side frames rest on the axle boxes of the outer wheel pairs directly, and on the axle boxes of the middle wheel pair - through balance beams, while the kingpin beam contains two longitudinal parts and one transverse part, forming an H-shaped casting, the transverse part contains a center seat, the longitudinal parts contain a platform for the side bearing and end legs intended for placing bolster beams between them, the end legs have bevels, characterized in that the bevel wall the end paw is made with a smoothly changing variable thickness,increasing in the direction from the end of the end claw to the central part of the kingpin beam. The brake linkage of many three-axle bogies, including that of Patent No. 223662, comprises vertical levers connected to each other by rods, wherein the vertical levers, located on the sides of the central wheelset, are connected to each other by a central rod, which passes below the center plate through openings in the side walls of the kingpin beam's transverse section.

[0005] A disadvantage of the utility model according to patent No. 223662 is its unreliability, due to the fact that under maximum loads (with maximum load weight), the kingpin beam lowers, causing the straight axle of the middle wheelset to approach the center plate from its underside. This can result in contact between the axle of the middle wheelset and the middle tie rod. This can cause the tie rod to deform or wear out due to friction with the axle of the middle wheelset.

[0006] The three-axle bogie known from patent No. 223662 for a utility model is selected as the closest analogue.

[0007] The technical problem solved by the proposed utility model is to eliminate the shortcomings of analogues.

[0008] The technical result achieved by the utility model is to increase the reliability of a three-axle bogie without increasing its dimensions.

[0009] The technical result is achieved due to the fact that in a three-axle railway bogie containing four side frames, two bolster beams, a kingpin beam, three wheel pairs, spring assemblies, a brake lever transmission, the kingpin beam contains two lateral longitudinal parts and one transverse part forming an H-shaped casting, the ends of the lateral longitudinal parts of the kingpin beam are made to rest on the bolster beams, the transverse part of the kingpin beam contains side walls at the bottom, and at the top the transverse part of the kingpin beam contains a center seat with a central hole for the kingpin passing downwards into the space between the side walls of the transverse part of the kingpin beam, the wheel axle of the central wheel pair in plan is located between the side walls of the kingpin beam under the center seat and the kingpin, the brake lever transmission contains extreme vertical levers, one of which is pivotally connected to the bolster beam,and the other is pivotally connected to the brake cylinder rod, two central vertical levers located outside near the side walls of the transverse part of the kingpin beam, the central and extreme vertical levers are kinematically connected to each other by rods, the central vertical levers are pivotally connected to the middle rod located under the center seat with the kingpin above the wheel axle of the central wheelset and passing through the openings in the side walls of the kingpin beam to the central vertical levers, according to the utility model, the middle rod is made curved so that its central section is located above the extreme sections pivotally connected to the central vertical levers, the distance between the middle rod and the wheel axle of the middle wheelset is not less than the full deflection of the spring assembly with a loaded car, the distance between the middle rod and the lower side of the kingpin beam under the center seat with the kingpin,and also between the middle rod and the upper edges of the openings in the side walls of the transverse part of the kingpin beam, determined from the condition of preventing the middle rod of the wheel axle from touching the kingpin beam.

[0010] The middle pull can be made arched.

[0011] The claimed utility model is explained by figures.

[0012] Fig. 1 shows a general view of the claimed three-axle railway bogie.

[0013] Fig. 2 shows a longitudinal section of the claimed three-axle railway bogie.

[0014] Positions on figures:

[0015] 1 – side frame;

[0016] 2 – bolster;

[0017] 3 – kingpin beam;

[0018] 4 – wheelset;

[0019] 5 – spring unit;

[0020] 6 – brake lever transmission;

[0021] 7 – longitudinal part of the kingpin beam;

[0022] 8 – cross section of the kingpin beam;

[0023] 9 – side walls of the cross section of the kingpin beam;

[0024] 10 – heel seat;

[0025] 11 – kingpin;

[0026] 12 – wheel axle of the middle wheelset;

[0027] 13, 14 – extreme vertical levers of the brake lever transmission;

[0028] 15, 16 – central vertical levers of the brake lever transmission;

[0029] 17 – brake lever rods;

[0030] 18 – medium thrust;

[0031] 19 – holes in the side walls of the kingpin beam;

[0032] 20 – earring.

[0033] The claimed three-axle railway bogie comprises four side frames 1, two bolster beams 2, a kingpin beam 3, three wheel pairs 4, spring assemblies 5, and a brake lever transmission 6. The kingpin beam 3 comprises two lateral longitudinal parts 7 and one transverse part 8, forming an H-shaped casting. The ends of the lateral longitudinal parts 7 of the kingpin beam are made to rest on the bolster beams 2. The transverse part 8 of the kingpin beam comprises side walls 9 at the bottom, and at the top, the transverse part of the kingpin beam comprises a center seat 10 with a central hole for a kingpin 11, passing downwards into the space between the side walls 9 of the transverse part of the kingpin beam. The wheel axle 12 of the central wheelset 4 is located in plan between the side walls 9 of the kingpin beam under the heel plate 10 and the kingpin 11.The brake lever transmission 6 comprises outer vertical levers 13, 14, one of which 13 is pivotally connected to the bolster 2, and the other 14 is pivotally connected to the brake cylinder rod, two central vertical levers 15, 16, located outside near the side walls 9 of the transverse part of the kingpin beam. The central 15, 16 and outer 13, 14 vertical levers are kinematically connected to each other by rods 17. The central vertical levers 15, 16 are pivotally connected to the middle rod 18, located under the center seat 10 with the kingpin 11 above the wheel axle 12 of the central wheelset and passing through openings 19 in the side walls of the kingpin beam to the central vertical levers 15, 16.

[0034] The middle rod 18 is curved so that its central section is located above the outer sections pivotally connected to the central vertical levers 15, 16. The distance between the middle rod 18 and the wheel axle 12 of the middle wheelset is not less than the full deflection of the spring assembly when the car is loaded. The distance between the middle rod 18 and the lower side of the kingpin beam 3 under the center seat 10 with the kingpin 11, as well as between the middle rod 18 and the upper edges of the openings 19 in the side walls 9 of the transverse part of the kingpin beam, is determined from the condition of preventing the middle rod 18 from touching the wheel axle 12 against the kingpin beam 3.

[0035] Vertical levers 13, 14, 15, 16 are levers located in a vertical plane, which, at the same time, have the ability to rotate in a vertical plane.

[0036] When the car is unloaded, the structural elements of the bogie (bolster 2, pivot beam 3) are in the highest possible position, while the deflection of the spring unit 5 is minimal and is determined by the tare weight of the car (the weight of the empty car).

[0037] When the car is fully loaded, the deflection of spring unit 5 is complete (maximum). At the same time, bolster 2 drops by an amount corresponding to the complete deflection of spring unit 5. Accordingly, kingpost 3, which rests on bolster 2, also drops by an amount corresponding to the complete deflection of spring unit 5.

[0038] The value of the total deflection of the spring unit 5 is determined either by calculation using known dependencies, or by the results of computer modeling.

[0039] In the initial (stationary) position of the bogie, when the distance between the middle rod 18 and the lower side of the kingpin beam 3 under the center seat 10 with the kingpin 11, as well as between the middle rod 18 and the upper edges of the openings 19 in the side walls 9 of the transverse part of the kingpin beam is not less than the full deflection of the spring unit 5 with the car loaded, the middle rod 18 will not contact the lower side of the kingpin beam 3 under the center seat 10 with the kingpin 11, as well as with the upper edges of the openings 19 in the side walls 9 of the kingpin beam. It is also obvious that in the initial (stationary) position of the bogie, the middle rod 18 will be positioned so as not to touch the lower edges of the openings 19 in the side walls 9 of the kingpin beam (as in the closest analogue); for this, the distance between the middle rod 18 and the lower edges of the openings 19 in the kingpin beam 3 can be minimal.The absence of contact in the initial position of the bogie between the middle rod 18 and the lower edges of the openings 19 in the side walls 9 of the kingpin beam, as well as between the middle rod 18 and the lower side of the kingpin beam 3 under the center seat 10 with the kingpin 11, as well as between the middle rod 18 and the wheel axle 12 of the middle wheelset, is obvious, since to ensure adequate operability of the brake lever transmission, all levers and rods of the brake lever transmission must be able to move freely, without interaction (contact) with other structural elements of the bogie. In this case, the initial (stationary) position is the position of the structural elements of the bogie when the car is unloaded.

[0040] In the brake lever transmission, after the car is loaded, the levers and rods will also move downward, since one of the outer vertical levers 13 is pivotally attached relative to the bolster 2 (e.g., via shackle 20), and the other 14 is pivotally connected to the brake cylinder rod, which moves downward with the car. However, due to the complex kinematic connection caused by the multiple vertical levers and rods connecting the vertical levers, the middle rod 18 will move downward by a value different from the deflection of the spring assembly.

[0041] When the middle rod 18 is lowered, there is a risk of it coming into contact with the wheel axle 12 of the middle wheelset, which does not change position after the car is loaded. Therefore, the distance between the middle rod 18 and the wheel axle 12 of the middle wheelset is selected based on the total deflection of the spring assembly when the car is loaded, such that contact between the middle rod 18 and the wheel axle 12 of the middle wheelset is prevented during bogie operation when the car is fully loaded.

[0042] Computer modeling, including determining the total deflection of the spring assembly, can be carried out using the SolidWorks program.

[0043] Thus, after loading the car, when lowering the kingpin beam 3 with the kingpin 11 downwards, the middle rod 18 will not contact either the lower side of the kingpin beam 2 under the center seat 10 with the kingpin 11, or the upper edges of the holes 19 in the side walls of the kingpin beam, since the middle rod 18 in the initial position of the bogie is located from them at a distance selected according to the results of computer modeling from the condition of preventing the middle rod 18 from touching the wheel axle 12 against the kingpin beam 3. In addition, the middle rod 18 is additionally displaced downwards due to its kinematic connection with the extreme vertical levers 13, 14, one of which is pivotally connected to the bolster 2, and the other is pivotally connected to the rod of the brake cylinder. That is, the middle rod 18 after loading the car will always be located below the lower surface of the kingpin beam 3 with the kingpin 11 and the upper edges of the holes 19 in the side walls of the kingpin beam, without touching them.

[0044] Since the nature of the relative displacements of the bogie structural elements (the kingpin beam 3 with the kingpin 11, the middle rod 18, the wheel axle 12 of the middle wheelset) will be different in different sections of the middle rod 18 (for example, the wheel axle 12 of the middle wheelset is missing under the end sections of the middle rod), the implementation of the middle rod as a straight line does not allow for this circumstance to be taken into account. Therefore, with a straight middle rod, it will come into contact with other structural elements of the bogie (the kingpin beam with the kingpin, the wheel axle of the middle wheelset), located above and below the middle rod, after the car is fully loaded, which will lead to premature wear of the middle rod or to its deformation or damage.Alternatively, a straight-line middle tie rod would necessitate an unnecessary increase in the bogie dimensions when selecting distances between the middle tie rod and the bogie structural components located above and below it, preventing them from coming into contact with the middle tie rod after the car is fully loaded. It should also be noted that to prevent contact between a straight middle tie rod and the bogie structural components located above and below it, the need to increase the bogie's overall height would reduce its reliability, as such an increase can only be achieved by changing the bogie's center of mass, which would reduce its stability.

[0045] The design of the middle rod 18 as a curved rod allows it to be placed in the space between the wheel axle 12 of the middle wheelset and the lower side of the kingpin beam 3 under the center seat 10 with the kingpin 11, and simultaneously in the openings 19 of the side walls of the kingpin beam, taking into account the nature of their relative displacements, so that when the car is fully loaded, the middle rod 18 does not touch either the wheel axle 12 of the middle wheelset, or the lower side of the kingpin beam 3 under the center seat 10 with the kingpin 11, and also does not touch the edges of the openings 19 in the side walls of the kingpin beam without increasing the dimensions of the bogie. The specified distances are ensured by selecting the geometry of the middle rod 18 (its dimensions, shape). The choice of average thrust geometry under given conditions is ensured either by calculation or based on the results of computer modeling – this is a standard engineering task.In this case, there will be no increase in the overall dimensions of the bogie compared to a bogie in which, with the same design of the pivot beam, the middle rod is made straight.

[0046] It should be noted that above the middle rod 18 there is a thrust seat 10 of the kingpin beam and a kingpin 11, which can be designed differently relative to each other. For example, kingpin 11 may project below the lower side of kingpin beam 3 under center plate 10. Therefore, it is necessary to provide the required distance between middle rod 18 and the protruding end of kingpin 11. In the case where the end of kingpin 11 is located above the lower side of kingpin beam 3 under center plate 10, it is necessary to provide the required distance between the lower side of kingpin beam 3 and middle rod 18. In any case, it is necessary to exclude the possibility of contact between middle rod 18 and the structural elements of the bogie located above it, while kingpin 11 in this case is also an integral element of the railway bogie, since it affects the volume of space above middle rod 18.

[0047] The most appropriate shape for the middle rod is an arc-shaped one, since such a shape is easy to manufacture, and in the middle rod 18 of an arc-shaped shape there will be no unnecessary stresses caused by a sharp change in geometry, i.e. the proper reliability of the middle rod 18 will be ensured.

[0048] Furthermore, the arc-shaped shape of the middle rod 18 fully allows for the observance of all the required distances, since the greatest changes in distances will take place above and below the central, most convex section of the middle rod 18 due to the presence of three elements shifting in the vertical direction relative to each other - the kingpin beam 3 with the kingpin 11, the wheel axle 12 of the central wheelset and the middle rod 18 itself. The extreme sections of the middle rod 18 are located in the zone in which only two elements - the kingpin beam 3 and the middle rod 18 itself - experience a relative vertical displacement. Therefore, the extreme sections of the middle rod 18 can be located below its middle section.

[0049] Thus, the implementation of the middle rod 18 in a curved shape, for example, an arc, taking into account the nature of the mutual (relative) vertical displacement of the structural elements of the bogie located above and below the middle rod 18, during car operation, makes it possible to exclude its contact with the kingpin beam 3 with kingpin 11, and with the wheel axle 12 of the middle wheelset and with the edges of the openings 19 in the side walls of the kingpin beam. The absence of contact between the middle rod 18 and other structural elements of the bogie makes it possible to exclude its premature wear as a result of friction, and also makes it possible to exclude its deformation and damage.

[0050] The specific distances between the middle link 18 and the bogie structural elements located above and below it are determined taking into account the specific geometric parameters of the bogie and the brake linkage elements, calculated for a specific axle load, which can range from 25 to 30 tf. The claimed utility model is of particular importance for bogies with high axle loads (up to 30 tf), since it is precisely under high axle loads that possible contacts between the middle link and the bogie structural elements located above and below it will have the most negative consequences.

[0051] Since the curved middle link 18 is positioned in the same space between the kingpin beam 3 with the kingpin 11 and the wheel axle 12 of the middle wheelset as with a straight middle link, there is no increase in the bogie's dimensions. Due to its curvature, the middle link is optimally positioned within this same space, while the curvature of the middle link allows for the relative displacements of the bogie's structural components located above and below it to be taken into account.

[0052] Consequently, the claimed utility model ensures the achievement of a technical result consisting in increasing the reliability of a three-axle railway bogie without increasing its dimensions.

Claims

1. A three-axle railway bogie comprising four side frames, two bolster beams, a kingpin beam, three wheel pairs, spring assemblies, a brake lever transmission, the kingpin beam comprises two lateral longitudinal parts and one transverse part forming an H-shaped casting, the ends of the lateral longitudinal parts of the kingpin beam are made to rest on the bolster beams, the transverse part of the kingpin beam at the bottom contains side walls, and at the top the transverse part of the kingpin beam contains a center seat with a central hole for a kingpin passing downwards into the space between the side walls of the transverse part of the kingpin beam, the wheel axle of the central wheelset in plan is located between the side walls of the kingpin beam under the center seat and the kingpin, the brake lever transmission contains extreme vertical levers, one of which is pivotally connected to the bolster beam, and the other is pivotally connected to the brake cylinder rod, two central vertical levers,located outside near the side walls of the transverse part of the kingpin beam, the central and extreme vertical levers are kinematically connected to each other by rods, the central vertical levers are pivotally connected to the middle rod, located under the center seat with the kingpin above the wheel axle of the central wheelset and passing through the openings in the side walls of the kingpin beam to the central vertical levers, characterized in that the middle rod is made curved so that its central section is located above the extreme sections pivotally connected to the central vertical levers, the distance between the middle rod and the wheel axle of the middle wheelset is not less than the full deflection of the spring assembly with a loaded car, the distance between the middle rod and the lower side of the kingpin beam under the center seat with the kingpin,and also between the middle rod and the upper edges of the openings in the side walls of the transverse part of the kingpin beam, determined from the condition of preventing the middle rod of the wheel axle from touching the kingpin beam.

2. A three-axle railway bogie according to paragraph 1, characterized in that the middle traction is made arched.

Images