RU220327U1 - INNER SPRING FOR SPRING SUSPENSION OF A THREE-AXLE TROLLEY OF A RAILWAY CAR - Google Patents

Abstract

The utility model relates to railway transport, relates to the spring suspension of three-axle bogies of freight cars and relates to the internal springs of the spring set. The technical result is decided by choosing the average diameter (D) of the internal spring for spring suspension, which is in the range from 98.5 mm to 101.5 mm, and the diameter (d) of the rod of the internal spring for spring suspension, equal to 22 mm, installed in the spring suspension hanging under the bolster, which will make it possible to create an internal spring structure in a three-axle bogie of a railway car with a calculated static axial load in the range from 27 tf to 30 tf, which will retain operational properties and will not collapse. An internal spring for spring suspension of a three-axle railway car bogie, which is a twisted cylindrical spring with working and support coils, characterized in that the average diameter of the spring is in the range from 98.5 mm to 101.5 mm, and its index (C), defined as the ratio the average diameter (D) of the spring to the diameter (d) of the spring rod is in the range from 4.4773 to 4.6136, while the spring is designed for use in triaxial bogies with a design static axial load in the range from 27 tf to 30 ts. 3 salary f-ly, 2 ill.

Description

The claimed utility model relates to railway transport, relates to the spring suspension of three-axle bogies of freight cars and relates to the internal springs of the spring set.

Known from the prior art is the design of an internal twisted cylindrical spring for spring suspension with working and support coils, having a number of working coils of 5.9 - 6.3, characterized in that its index, defined as the ratio of the average diameter of the internal spring to the diameter of the spring rod, is 5.750 - 6.263 (see RU 162858, F16F 1/06, published 06.27.2016).

The disadvantage of this spring is the loss of the operational properties of the spring when it is used in a three-axle bogie of a freight car with a calculated static axial load ranging from 27 tf to 30 tf. This conclusion follows from the fact that its index, defined as the ratio of the average diameter of the internal spring to the diameter of the spring rod and being in the range 5.750 - 6.263, assumes that a given spring has a rod diameter of less than 22 mm, or an average spring diameter of more than 100 mm. The calculation method has established that when used in a three-axle bogie of a freight car with a calculated static axial load in the range from 27 tf to 30 tf, the internal spring with the above geometric dimensions will touch the coils and further destroy it, which indicates the low strength of the spring. If the spring breaks, the spring suspension will lose its working damping capacity, which during operation will adversely affect the bogie and the railway car as a whole. In addition, the destruction of the spring during its operation can lead to an emergency situation, including the derailment of the railway rolling stock.

Known from the prior art is an internal spring for spring suspension, a twisted cylindrical one with working and support coils, having a number of working coils of 5.95, while its index (C _in ), defined as the ratio of the average diameter of the internal spring (D _in ) = 113 mm, to the diameter of the spring rod (d _in ) = 20 mm, is 5.65 (see RU 181842, F16F 1/06, publ. 07.26.2018).

The disadvantage of this spring is that it will lose its operational properties when used in a three-axle bogie of a freight car with a calculated static axial load ranging from 27 tf to 30 tf. This conclusion follows from the fact that its index, defined as the ratio of the average diameter of the internal spring to the diameter of the spring rod and equal to 5.65, assumes that this spring has a rod diameter of less than 22 mm, or an average spring diameter of more than 100 mm. It has been experimentally established that when used in a three-axle bogie of a freight car with a calculated static axial load in the range from 27 tf to 30 tf, in the internal spring of a three-axle bogie of a railway car with the above geometric dimensions, the coils will touch and its further destruction will occur, which indicates low spring strength. If the spring breaks, the spring suspension will lose its working damping capacity, which during operation has an adverse effect on the bogie and the railway car as a whole. In addition, the destruction of the spring during its operation can lead to an emergency situation, including the derailment of the railway rolling stock.

This technical solution was adopted as a prototype.

The technical problem is to develop the design of an internal spring for spring suspension, devoid of the above disadvantage.

The technical result is decided by choosing the average diameter ( D ) of the internal spring for spring suspension, which is in the range from 98.5 mm to 101.5 mm, and the diameter ( d ) of the rod of the internal spring for spring suspension, equal to 22 mm, installed in the spring suspension hanging under the bolster, which will make it possible to create an internal spring structure in a three-axle bogie of a railway car with a calculated static axial load in the range from 27 tf to 30 tf, which will retain operational properties and will not collapse.

The technical result is achieved due to the fact that the internal spring for spring suspension of a three-axle bogie of a railway car is a twisted cylindrical one with working and support coils, has an average spring diameter ranging from 98.5 mm to 101.5 mm, and its index (C ), defined as the ratio of the average diameter ( D ) of the spring to the diameter ( d ) of the spring rod, is in the range from 4.4773 to 4.6136, while the spring is designed for use in triaxial bogies with a design static axial load in the range from 27 tf to 30 tf.

The internal spring for spring suspension of a three-axle bogie of a railway car can be made of spring steel grade 60S2HFA.

The internal spring for spring suspension of a three-axle bogie of a railway car can be made of spring steel grade 60S2A.

The internal spring for spring suspension of a three-axle bogie of a railway car can be made of spring steel grade 55S2-3B.

The claimed utility model is illustrated by figures.

In fig. 1 shows a general view of the internal spring for spring suspension.

In fig. Figure 2 shows a cross-section of an internal spring for spring suspension.

Positions on the figures:

1 - internal spring.

Below is a calculation of the force (F) compressing internal spring 1 for spring suspension from a height (ℓ ₀ ) up to height (ℓ _i ). The force (F) compressing the internal spring 1 for spring suspension is calculated using the following formula:

where 0.001 is the coefficient for converting stiffness (kN/m) to (kN/mm);

ℓ ₀ = 265 mm - nominal height of internal spring 1 in a free state. This value (ℓ ₀ ) selected empirically. Having such a height in a free state, the internal spring 1, being under maximum load, does not break or deform;

ℓ _i (mm) - height of internal spring 1, compressed load (F) (kN);

C _B is the vertical stiffness of the internal spring 1 during compression.

The vertical stiffness (C _B ) of the internal spring 1 is determined by the formula

where G = 80000 MPa - shear modulus of spring 1 material;

d = 22 mm - diameter of the rod of internal spring 1, selected experimentally;

D is the average diameter of the inner spring 1, ranging from 98.5 mm to 101.5 mm;

n _P = 7.75 - working number of turns of the internal spring 1.

The average diameter of spring 1 is calculated based on:

outer diameter ( D1 ) of the inner spring 1, selected experimentally and located in the range from 120.5 mm to 123.5 mm. The interval from 120.5 mm to 123.5 mm was selected empirically and is determined by the outer diameter of the inner spring 1, selected at nominal value and equal to 122 mm, and the fact that tolerances of ±1.5 mm on the nominal outer diameter of the inner spring 1 are taken into account.

internal diameter of the inner spring 1, selected experimentally and located in the range from 76.5 mm to 79.5 mm. Interval from
76.5 mm to 79.5 mm was selected empirically and is determined by the internal diameter of the internal spring 1, selected at nominal value and equal to
78 mm and the fact that tolerances of ±1.5 mm on the nominal inner diameter of the inner spring 1 are taken into account.

The working number of turns (n _P ) of the internal spring 1 is calculated in accordance with GOST 13765-86 “Screw and cylindrical compression and tension springs made of round steel” and taking into account:

application in a three-axle bogie of a freight car with a calculated static axle load in the range from 27 tf to 30 tf;

nominal height (ℓ ₀ ) internal spring 1 in a free state, equal to 265 mm;

the magnitude of the working stroke of the internal spring 1, located in the height range of the internal spring 1 from a height ( ℓ _{i 2} ) equal to 215 mm to a height ( ℓ _{i 1} ) equal to 254 mm, determined experimentally;

the force of spring 1 at preliminary deformation and the force of spring 1 at working deformation, which are taken depending on the load of spring 1, and the force of spring 1 at maximum deformation, which is specified according to GOST 13765-86 “Screw and cylindrical compression and tension springs made of round steel ";

the stiffness of one turn of the internal spring 1, selected according to GOST 13765-86 “Screw and cylindrical compression and tension springs made of round steel.”

The number of working turns of spring 1 when calculating vertical stiffness (C _B ) is taken by the authors to be equal to 3.74 for the entire range of values of the average diameter of spring 1, which is in the range from 98.5 mm to 101.5 mm. _.

Let's calculate the vertical stiffness (C_IN) of the internal spring 1 according to formula (2) with the average diameters of the internal spring 1:D ₁ = 98.5 mm,D ₂ = 100 mm andD ₃ = 101.5 mm. When calculating from the interval 98.5 mm -101.5 mm, the extreme values of the average diameter and the value of the nominal average diameter of the internal spring 1 were selected.

When D ₁ = 98.5 mm, the vertical stiffness (C _B ) of the internal spring 1 is C _B1 = 315.33 kN/m.

When D ₂ = 100 mm, the vertical stiffness (C _B ) of the internal spring 1 is C _B2 = 302.27 kN/m.

With D ₃ = 101.5 mm, the vertical stiffness (C _B ) of the internal spring 1 is C _B3 = 289.06 kN/m.

Then the force (F) compressing the internal spring 1 for spring suspension to a height ( ℓ _i ) , with average spring diameters: D ₁ = 98.5 mm, D ₂ = 100 mm and D ₃ = 101.5 mm, is calculated by formula (1).

For heightℓ _{i 1} = 254 mm (ℓ _{i 1} - this is the height of the internal spring 1 during preliminary deformation):

at D ₁ = 98.5 mm F ₁ = 0.001 · (265 - 254) · 315.33 = 3.47 kN;

at D ₂ = 100 mm F ₂ =0.001 · (265 - 254) · 302.27 =3.32 kN;

at D ₃ = 101.5 mm F ₃ = 0.001 · (265 - 254) · 289.06 = 3.18 kN.

For heightℓ _{i 2} = 215 mm (ℓ _{i 2} - this is the height of the internal spring 1 at working deformation):

with D ₁ = 98.5 mm F ₁ = 0.001 · (265 - 215) · 315.33 = 15.77 kN;

at D ₂ = 100 mm F ₂ =0.001 · (265 - 215) · 302.27 =15.11 kN;

at D ₃ = 101.5 mm F ₃ = 0.001 · (265 - 215) · 289.06 = 14.45 kN.

For height ℓ _{i 3} = 203.6 mm ( ℓ _{i 3} is the height of inner spring 1 at maximum deformation):

at D ₁ = 98.5 mm F ₁ = 0.001 · (265 - 203.6) · 315.33 = 19.3 kN;

at D ₂ = 100 mm F ₂ = 0.001 · (265 - 203.6) · 302.27 = 18.56 kN;

at D ₃ = 101.5 mm F ₃ = 0.001 · (265 - 203.6) · 289.06 = 17.75 kN.

Thus, an inner spring 1 with a rod diameter ( d ) of 22 mm, with an average diameter ( D ) of the coil of the inner spring 1 ranging from 98.5 mm to 101.5 mm, with a force (F) compressing the inner spring 1 will be deformed by more than 19.3 kN (when used in a three-axle freight car bogie with a calculated static axial load in the range from 27 tf to 30 tf).

Index (C) defined as the ratio of the average diameter ( D ) of the coil of the internal spring 1 to the diameter ( d ) of the rod of the internal spring 1 is calculated as follows. The average diameter ( D ) of the coil of the internal spring 1 is in the range from 98.5 mm to 101.5 mm, the diameter ( d ) of the spring rod 1 is 22 mm. Respectively:

The internal spring 1 for spring suspension of a three-axle bogie of a railway car can be made of spring steel grades: 60S2HFA, 60S2A, 55S2-3B. A metal that is subjected to tension or, conversely, compression (elastic deformation) after the acting forces are removed from it must remain in its original shape (without residual deformation). Therefore, spring steel grades such as: 60S2HFA, 60S2A, 55S2-3B, characterized by an increased yield strength δ _in and elasticity, allow internal springs 1 made from these steel grades to withstand mechanical loads without changing their original shape.

A pilot batch of a utility model was produced, which underwent experimental work and confirmed its advantages.

Claims (4)

1. An internal spring for spring suspension of a three-axle bogie of a railway car, which is a twisted cylindrical spring with working and support coils, characterized in that the average diameter of the spring is in the range from 98.5 mm to 101.5 mm, and its index (C) is determined by as the ratio of the average diameter (D) of the spring to the diameter (d) of the spring rod, is in the range from 4.4773 to 4.6136, while the spring is designed for use in triaxial bogies with a calculated static axial load in the range from 27 tf up to 30 tf. 2. Internal spring for spring suspension of a three-axle bogie of a railway car according to claim 1, characterized in that it is made of spring steel grade 60S2HFA. 3. Internal spring for spring suspension of a three-axle bogie of a railway car according to claim 1, characterized in that it is made of spring steel grade 60C2A. 4. Internal spring for spring suspension of a three-axle bogie of a railway car according to claim 1, characterized in that it is made of spring steel grade 55S2-3B.