RU229900U1 - Special vehicle on combined track for repair of contact network of trams - Google Patents

Abstract

The utility model consists of an automobile chassis with mounted process equipment and a set of equipment for movement along rails due to frictional contact of the drive wheels of the automobile chassis with the rails, including hydraulically movable front and rear rail adapters with wheeled bogies, a hydraulic system, a system for monitoring and controlling the safety of movement along the rails and a system for shock absorption and elastic suspension of the adapters. The front and rear rail adapters are made in the form of two-axle rotary bogies, wherein the front bogie is mounted in the base of the automobile chassis, and the rear bogie is mounted behind the rear axle of the automobile chassis, wherein the front and rear bogies are pivotally connected to the rods, which, in turn, are pivotally connected to the crossbars secured with the help of U-bolts, respectively, on the front and rear axles of the automobile chassis, in addition, the front and rear bogies are pivotally suspended to the side members of the automobile chassis by means of hydraulic cylinders and brackets secured to the side members. The swivel bogies of the front and rear adapters consist of frames on which rail wheels are mounted, swivel bearing devices are installed in the centers of the frames, on the swivel plates of which the lower articulated supports of the rods and the lower articulated supports of the hydraulic cylinders are coaxially fixed, while the axes of the lower articulated supports of the rods and hydraulic cylinders are in the plane passing through the vertical axis of the swivel bearing device, in addition, the rotation angle of the swivel plates is limited by stops with dampers, and the swivel plates are equipped with locks in the neutral position relative to the longitudinal axes of the bogies. The hydraulic system includes a single hydraulic station, with a pump drive from the power take-off box of the automobile chassis, for hydraulic actuators of the mounted process equipment and a set of equipment for movement on rails, as well as an autonomous hydraulic station for the shock absorption system and elastic suspension of the adapters. The rail traffic safety monitoring and control system includes a hardware and software complex for diagnosing the state of control circuits, electromagnetic valves of hydraulic distributors, pressure sensors and adapter bogie position sensors. The shock absorption and elastic suspension system of the front and rear adapters includes hydropneumatic accumulators separately connected through hydraulic valves from the pipeline rupture to the piston cavities of the hydraulic cylinders, and a hydropneumatic accumulator connected through an adjustable throttle to the hydraulically connected rod cavities of the hydraulic cylinders, as well as pressure sensors installed on the supply lines of the pipelines to the hydropneumatic accumulators. The rear adapter bogie is equipped with two swinging wheel beams mounted on horizontal axes on the bogie frame in the plane of the longitudinal axis of the bogie, rail wheels are mounted on the axles at the ends of the swinging beams, wherein the swinging angle of the beams relative to the horizontal plane is limited by stops with dampers. 1 s.p. fils, 8 figs.

Description

The utility model relates to the field of special vehicles adapted for travel on public roads and rails, and also equipped with mounted technological equipment for various production purposes (lifting devices, etc.).

For repair and maintenance of the tram contact network, special vehicles (emergency technical vehicles) on combined rail (hereinafter referred to as special vehicles on combined rail) are used.

Special vehicles on the KH with technological equipment mounted on them allow movement both on public roads and on tram rails, for which the automobile chassis is equipped with a set of equipment for movement on rails (rail running), including special adapters with rail wheels and systems that ensure safe movement on rails.

Unlike special vehicles on the KX used on the railway, the operating conditions on tram tracks impose more stringent requirements on the design of special vehicles on the KX for repairing the contact network of trams, which is due to the presence of sections of tram tracks with a small radius of curvature of up to 20 meters, characterized by an increased probability of derailment if the speed limit is not observed. Ensuring the safety of movement of a special vehicle on the KX on rails is a basic requirement for the design.

In addition, a feature of these special vehicles on the KH is that the technological equipment, which is a lift with a working platform, is characterized by a high center of mass, and therefore ensuring stability against overturning of the special vehicle on the KH when driving on curved sections of tram tracks is also one of the main requirements for their design.

In the special vehicles under consideration, the KX uses a friction drive scheme for movement on rails, which consists in the fact that movement on rails is carried out due to the frictional contact of the rear drive wheels of the automobile chassis with the heads of the tram rails. This technical solution provides greater traction and better braking characteristics of the machine, due to the increased coefficient of friction of the automobile wheel on the rail, against the option - a drive rail wheel on the rail, used in other types of drives.

When using a friction drive system, a special vehicle on a KX, when moving on rails, has three support elements: I - the front adapter bogie; II - the rear adapter bogie; III - the rear drive wheels of the automobile chassis, usually with a 4x2 wheel arrangement.

In this case, elements II and III operate in tandem with the ability to redistribute the perceived load from the weight of the vehicle between them. The total load from the weight of the vehicle chassis and the weight of the attachments is usually distributed equally on the front adapter - ^1/2 _of the weight and ^1/2 _of the weight on the rear adapter and rear drive wheels of the chassis operating in tandem. According to the recommendations of the European standard EN 15746-1:2010, the load on the rail wheels of the rear adapter should be in the range of 22-29% of the load on the drive wheels of the chassis, depending on the total weight of the vehicle (the lower value applies to heavier vehicles).

It should be noted that in the Russian Federation, for the production of special vehicles on the KX, standard automobile chassis for driving on public roads are used, as the most cost-effective, with subsequent modification for the installation of equipment for movement on rails.

The equipment for movement on rails, used in known analogues of special vehicles on the KX consists of the following main units and systems:

front and rear hydraulically driven rail adapters, including bogies with rail wheels, moved by hydraulic cylinders from the transport position to the working position, for driving on tram rails;

hydraulic system for controlling hydraulic drive mechanisms of adapters;

rail traffic safety control and management system;

a system of shock absorption and elastic suspension of rail adapters, providing shock damping when passing joints, switches and intersections of tram track rails, and also ensuring constant pressing of the rail wheels against the rail heads.

Various known models of special vehicles on the KX differ from each other mainly in the location of the rear and front adapters relative to the axles of the vehicle chassis, as well as their attachment to the vehicle chassis; the design of the rail bogies (single-axle, two-axle, rotary/non-rotating); the shock absorption system and elastic suspension of the rail adapters; the functional capabilities of the safety system for movement on rails.

The closest analogues of the claimed utility model include:

1. Combined-rail emergency technical vehicles for repairing the overhead contact network of trams, manufactured by Research and Production Company RANKO LLC (website http://www.ranko.ru) in cooperation with SAZ, Czech Republic (website http://www.SAZ.CZ), “Special-purpose vehicle on combined pneumatic-rail track for repairing the overhead contact network of trams”, patent for utility model RU 199975 U1, priority dated 02.12.2019 (patent holder - Research and Production Company RANKO LLC).

In the above model, the adapters are made in the form of single-axle non-rotating bogies with rail wheels, and the bogies are mounted in the base of the automobile chassis and attached to the side members (longitudinal beams of the chassis frame) between the front and rear axles of the automobile chassis. The rail running equipment of this model of a special vehicle includes a device for blocking the shock absorption system of the front axle of the automobile chassis when driving on rails. The rear adapter allows you to shift the bogie in the horizontal direction, after lowering it onto the rails, closer to the drive wheels of the automobile chassis in order to increase the base between the wheels of the front and rear bogies, to increase the stability of the special vehicle, which complicates the design and reduces its reliability. The elastic suspension system of the bogies is based on hydropneumatic accumulators connected to the piston cavities of the hydraulic cylinders.

2. Tramliner TL-017 aerial platform, LocoMobile (Belarus), website http://www.loco-mobile.ru). The equipment for movement on rails of this special vehicle on the KH includes a front rail adapter based on a two-axle rotary bogie, fixed on the side member behind the front axle of the automobile chassis and a rear adapter based on a single-axle non-rotating bogie, installed behind the rear axle and fixed on the side member. The design uses spring shock absorbers, which have large dimensions and metal content, as well as non-adjustable and unstable elastic characteristics over time.

3. Special-purpose vehicles of the Zagro Group (Germany), website http://www.zagro-group.com in various variations in the design of adapter bogies and their installation on special chassis with all-wheel drive, single-wheels and narrowed track for driving on tram or railway rails. The first two models of the above-mentioned analogues were taken as prototypes. The following should be noted from the disadvantages of the prototypes:

1. For emergency technical vehicles manufactured by Scientific and Production Company RANKO LLC:

The front and rear rail adapters are made on the basis of single-axle non-rotating bogies, which are mounted on the base of the automobile chassis, which on the one hand ensures the passage of curved sections of the tram track with a radius of up to 20 meters, but on the other hand predetermines a small support contour, reducing the stability against overturning;

When driving on rails, the suspensions of the front and rear axles of the vehicle chassis are locked by special hydraulic drive devices, as a result of which shock absorption is provided only by the hydropneumatic accumulators of the adapters.

When driving on rails, a significant part of the special vehicle (from the front bumper to the front bogie axle) is “cantilever suspended” relative to the front bogie axle, which creates additional cyclic dynamic loads on the side members of the vehicle chassis, the frame of the process equipment, as well as the bogie and hydraulic cylinders of the front adapter.

The machine's control and management system does not have a diagnostic function for the state of control circuits, electrohydraulic valves, pressure and position sensors.

Non-rotating adapter bogies do not allow for compensation of numerous deviations in the geometry of the track, which leads to additional dynamic loads on the adapter elements and intensive wear of the bogie wheels, especially the wheel flanges.

2. On the hydraulic lift "Tramliner TL-017" by the company "LocoMobile". This model has an increased support contour, but at the same time it is characterized by the same shortcomings as the first prototype associated with the use of a single-axle bogie of the rear adapter and a "cantilever suspended" front part of the special vehicle on the KX when driving on rails, in addition, as part of the rail running equipment, an insufficiently effective shock absorption and elastic suspension system of adapters is used, made on metal springs, having large dimensions, metal consumption and unstable elastic characteristics.

The safety of operation of all types of special vehicles on the KX is affected by the specifics and condition of the rail tram track, including the following main factors must be taken into account when creating the equipment in question:

Standard wear of rails is allowed, including vertical wear up to 18 mm;

local subsidence of both rail threads and the subsidence of one rail relative to the other can be 20 mm, and distortions, i.e. alternating subsidence of one and the other rail threads, are allowed up to 10 mm;

the paths in the plan may have curvatures of up to 15 mm at points located up to 10 m apart;

the elevation of the head of the outer rail above the head of the inner rail on curved sections of track with a radius of less than 50 m may be from 100 to 150 mm;

the track gauge on curved sections of the track can be up to 1532 mm, instead of 1524 mm on straight sections with a tolerance for widening up to 18 mm;

the elevation of the inter-rail flooring above the top of the rail head is allowed up to 30 mm.

The given parameters are regulated by SNiP 2-05-90.

As is known, the positioning and holding of a special vehicle on the KH on rails is carried out due to the flanges of the wheels of the adapter bogies (for reference: the flange height is 18 mm.)

The above factors, with a combined negative impact, when moving on a curved section of the track with a violation of the speed limit, can lead to derailment of a special vehicle on a KH. The proposed utility model, in particular, is aimed at minimizing the impact of these factors on the safety of movement of a special vehicle on a KH on rails.

The most difficult operating conditions, in terms of the greater probability of derailment, are for rear adapter bogies, which is due to the following:

the force of pressing the wheels of the rear adapter bogies to the rails is more than 4 times less than that of the front adapter, and therefore, all other things being equal, loss of contact with the rails and their derailment are more likely than that of the wheels of the front adapter bogie.

the vector of the traction force created by the rear wheels of the automobile chassis on a curved section of the track is decomposed into a force directed along the axis of the rails and a force in the direction to the side from the center of curvature of the track, trying to shift to the side both the wheels of the automobile chassis and the bogies of the rear adapter in this direction. In this case, the lateral force is perceived only by the flanges of the wheels of the bogie moving along the outer thread of the track, which is located further from the center of curvature of the track.

Preventing the wheels of the adapter bogies from derailing is possible by changing the position of the wheels of the adequately changing geometry of the track. The design of the considered prototypes of special vehicles on the KX does not fully solve this problem.

The technical result of the utility model is to increase the safety of movement of a special vehicle on combined rail travel.

The solution to the set task is ensured by the fact that a special combined-run vehicle for repairing the contact network of trams consists of a vehicle chassis with mounted technological equipment and a set of equipment for movement along rails due to frictional contact of the drive wheels of the vehicle chassis with the rails, including hydraulically movable front and rear rail adapters with wheeled bogies, a hydraulic system, a system for monitoring and controlling the safety of movement along the rails and a system for shock absorption and elastic suspension of the adapters.

The front and rear adapters are made in the form of two-axle rotary bogies, wherein the front bogie is mounted in the base of the automobile chassis, and the rear bogie is mounted behind the rear axle of the automobile chassis, wherein the front and rear bogies are pivotally connected to the rods, which, in turn, are pivotally connected to the crossbars secured with the help of ladders, respectively, on the front and rear axles of the automobile chassis, in addition, the front and rear bogies are pivotally suspended to the side members of the automobile chassis by means of hydraulic cylinders and brackets secured to the side members.

The swivel bogies of the front and rear adapters consist of frames on which rail wheels are mounted, swivel bearing devices are installed in the centers of the frames, on the swivel plates of which the lower articulated supports of the rods and the lower articulated supports of the hydraulic cylinders are coaxially fixed, while the axes of the lower articulated supports of the rods and hydraulic cylinders are located in a plane passing through the vertical axis of the swivel bearing device, in addition, the angle of rotation of the swivel plates is limited by stops with dampers, and the swivel plates are equipped with locks in a neutral position relative to the longitudinal axes of the bogies.

The hydraulic system includes a single hydraulic station, with a pump drive from the power take-off box of the automobile chassis, for hydraulic actuators of mounted technological equipment and a set of equipment for movement on rails, as well as an autonomous hydraulic station for the shock absorption system and elastic suspension of adapters.

The rail traffic safety monitoring and control system includes a hardware and software complex for diagnosing the state of control circuits, electromagnetic valves of hydraulic distributors, pressure sensors and adapter bogie position sensors.

The shock absorption and elastic suspension system of the front and rear adapters includes hydropneumatic accumulators, separately connected to the piston cavities of the hydraulic cylinders through hydraulic valves against pipeline rupture, and a hydropneumatic accumulator connected, through an adjustable throttle, to the hydraulically connected rod cavities of the hydraulic cylinders, as well as pressure sensors installed on the supply lines of the pipelines to the hydropneumatic accumulators.

As a variant of the design of a special vehicle on a combined run for repairing the contact network of trams, the bogie of the rear adapter is equipped with two swinging wheel beams mounted on horizontal axles on the bogie frame in the plane of the longitudinal axis of the bogie, at the ends of the swinging beams, rail wheels are mounted on the axles, while the swinging angle of the beams relative to the horizontal plane is limited by stops with dampers.

The technical features of the claimed utility model can be implemented using means used in general mechanical engineering.

The distinctive features reflected in the formula of the utility model are necessary for its implementation and are sufficient, since they provide a solution to the technical problem.

In the following, the claimed utility model is explained by an example of its implementation, schematically depicted in the drawings.

Fig. 1 - general view of a special vehicle moving along a road;

Fig. 2 - general view of a special vehicle moving along tram rails;

Fig. 3 - general view of the front rail adapter (axonometry);

Fig. 4 - cross-section of the front rail adapter along the axis of the slewing bearing;

Fig. 5 - general view of the rear rail adapter in the version with swinging wheel beams (axonometry);

Fig. 6 - cross-section of the rear rail adapter along the axis of the rotary support device;

Fig. 7 - basic hydraulic diagram of the equipment for movement on rails;

Fig. 8 - block diagram of the rail traffic safety control and management system.

A special combined-run vehicle for repairing the contact network of trams (Fig. 1) consists of a vehicle chassis 1, on the side members of which 2 mounted technological equipment 3 is mounted for repairing the contact network of trams.

In the base of the automobile chassis (Fig. 2), in front of the front axle 4, a front rail adapter 5 is installed, and behind the rear drive axle 6 of the automobile chassis, a rear rail adapter 7 is installed.

The front rail adapter (Fig. 3) consists of a two-axle rotary bogie 8, a rod 9, a crossbar 10, two brackets 11 and two hydraulic cylinders 12, which serve to raise/lower the two-axle rotary bogie from the working position (driving on rails) to the transport position (movement of a special vehicle on a KH on a road).

A two-axle rotary bogie (Fig. 4) includes a frame made in the form of a plate 13, to which transverse wheel beams 14 are welded, four rail wheels 15 are mounted along the ends of the beams. A slewing bearing device 16 of a known design is mounted in the center of the frame, on the slewing plate 17 of which two lower hinged supports 18 of the rod are mounted, as well as two lower hinged supports 19 of the hydraulic cylinders. The said lower supports of the hydraulic cylinders and rods are mounted coaxially to each other, while the axes of the supports are in a plane passing through the vertical axis of the slewing bearing device.

On the frame plate 13 there are stops with dampers 20 for limiting the angle of rotation of the rotary plate 17, as well as a lock (not shown conditionally) for fixing the rotary plate in a neutral position relative to the longitudinal axis of the bogie (when the special vehicle on the KH is moving along the road).

The traction rod 9 serves for the hinged connection of the bogie with the front axle of the automobile chassis. For this purpose, the traction rod is hingedly mounted on the lower hinge supports 18 on one side, and is hingedly connected on the other side to the crossbar 10, which, in turn, is secured with the help of the stirrups 21 to the beam 22 of the front axle of the automobile chassis.

Brackets 11 are secured to the side members 2 of the automobile chassis and are the upper hinge supports of hydraulic cylinders 12.

The hydraulic cylinders serve to lower/lift the rail adapter trolley from the transport position to the working position and back, as well as for the elastic suspension of the trolley to the side members of the automobile chassis. From the housing side, the hydraulic cylinders are pivotally connected to the lower supports 18, and the hydraulic cylinders are pivotally connected with the brackets 11 by their rods.

In Fig. 3, the arrows show the directions of rotation of the bogie relative to the axis of the slewing bearing, the direction of rotation of the wheels and the direction of swing of the rod relative to the hinged supports of the crossbar.

The rear rail adapter 7 (Fig. 5) is basically similar to the front rail adapter and the main units are functionally identical, but differ in design and geometry, in connection with which they are designated in Fig. 5 by similar positions as in the front adapter shown in Figs. 3 and 4, including the rod 9, crossbar 10, bracket 11, hydraulic cylinders 12, frame 13, bogie wheels 15, slewing bearing 16, rotary bearing plate 17, lower supports of the rod 18 and hydraulic cylinders 19, step ladder 21.

The crossmember 10 of the rear adapter is connected by stirrups 21 to the beam 23 of the rear axle of the automobile chassis.

The fundamental difference between the rear rail adapter and the front one is in the design of the bogie wheel beams. Two swinging wheel beams 24 are mounted on horizontal axes 25 of the bogie frame 13 in the plane of the longitudinal axis of the bogie. The swing angle of the beams is limited by stops with dampers 26 installed on the frame. The use of swinging beams allows to compensate for possible differences in height, local subsidence and distortions of the tram track rails, which, as indicated earlier, is especially important for the rear adapter bogie.

The hydraulic cylinders 12 of the front and rear adapters are connected to the hydraulic system of the rail travel equipment complex. The basic diagram of the hydraulic system is shown in Fig. 7. The hydraulic system for feeding the actuators provides for the use of two sources of hydraulic energy:

a single hydraulic station, with pump 27 driven by the power take-off box of the automobile chassis, serving both to supply hydraulic actuators of mounted technological equipment and a set of equipment for movement on rails;

Autonomous hydraulic station 28 for the shock absorption system and elastic suspension of adapters.

The use of two hydraulic stations allows to increase the reliability of the special vehicle on the KX, since any emergency stop on the tram tracks leads to a disruption of the tram traffic.

The hydraulic system of the rail travel equipment integrates a shock absorption and elastic suspension system for the adapters, which performs the following functions:

maintaining constant contact between the wheels of the rail bogies and the rails due to the elastic suspension of the adapter bogies to the side members;

damping of dynamic loads when driving on rails.

The shock absorption and elastic suspension system of the adapters is implemented on the basis of hydropneumatic accumulators 29, the connection of which to the hydraulic cylinders of both the front and rear adapters is carried out as follows. In Fig. 7, all the designations of the system elements are shown using the example of the front adapter 5, since they are identical for the rear adapter 7. Two hydropneumatic accumulators 29 are separately connected, through hydraulic valves from the pipeline 30 break, to the piston cavities of the hydraulic cylinders 12, and the hydropneumatic accumulator 31 is connected through an adjustable throttle 32 to the hydraulically connected piston cavities of the hydraulic cylinders by a pipeline 33.

On the supply lines of pipelines 34 leading to the piston cavities of hydraulic cylinders, after hydraulic locks 35, pressure sensors 36 are installed.

To regulate the pressure in the system on the discharge lines of pipelines 37, safety valves 39 are installed in front of the hydraulic distributors 38. By adjusting the pressure with the safety valves, the required redistribution of the mass from the equipment falling on the drive rear axle of the automobile chassis and the rear adapter bogie is achieved, based on the fact that the load on the rear axle of the chassis directly determines the traction force and braking properties of the special vehicle on the KX, and the stability of its positioning on the rails in unfavorable conditions of the tram track depends on the load on the adapter bogie.

The use of adjustable throttles allows for the adjustment of the lifting/lowering speed of adapter trolleys, regulation of the rigidity of hydropneumatic accumulators taking into account the weight of the process equipment and automobile chassis, as well as the condition of the tram tracks (deviations of the track geometry from standard parameters).

The rail traffic safety monitoring and control system is shown in the block diagram (Fig. 8). The control system consists of a control panel, indication and data input 40, located in the cabin of the automobile chassis, a control unit 41, limit switches 42, providing control of the position of the front and rear adapter bogies, hydraulic valves 43, controlling two-position hydraulic distributors 38, included in the hydraulic system of the special vehicle on the KH, as well as pressure sensors 36.

The system is powered by the vehicle's battery 44. The horn 45 is used to give special signals when moving along the rails.

In the dark, illumination 46 and video surveillance camera 47 are used to visually control the correct positioning of the adapter trolley over the rails.

The control and management system includes a hardware and software complex for diagnosing the state of control circuits and system elements with the output of light and sound signals on the control panel display 48 about violations of the standard operating modes and state of the system.

The control, indication and data entry panel contains buttons for raising/lowering the front 49 and rear 50 adapters, buttons for turning on the autonomous pumping station in manual 51 or automatic (by pressure) mode 52, a button (key) 53 for entering the control unit, a horn button 54, and a backlight button 55. The control panel display shows the following information:

pressure in hydraulic cylinders;

position of adapter trolleys;

information about errors that occur (displayed as text information);

operating hours of equipment when moving on rails;

information about turning on the control buttons.

The control of the processes of placing (removing) a special vehicle on the KH on rails can be carried out from the control panel 40 or using a portable radio-controlled remote control (not shown conditionally), connected to the control unit 41.

The equipment for movement on rails works as follows.

Stage I - placing the special vehicle on the rails.

On a paved section of tram tracks, a special vehicle on a KH, moving in reverse, achieves alignment of the longitudinal axis of the special vehicle with the axis of the tram tracks.

Having positioned the rear adapter trolley, the rotary plate lock is disconnected and the autonomous hydraulic station 28 is turned on, then by switching the hydraulic distributor 38, the hydraulic fluid is supplied to the piston cavities of the hydraulic cylinders 10, lowering the adapter trolley until the rail wheels touch the rail heads.

After the wheels of the bogie have reached contact with the rails and their flanges are in the correct position on the rails, the hydraulic cylinder rods continue to extend, which simultaneously ensures the lifting of the side members of the automobile chassis, due to the action of the hydraulic cylinder rods on the brackets 9, as well as the “hanging” (lifting) of the rear axle of the automobile chassis due to the rods 7 in order to redistribute the load between the rear bogie and the drive wheels.

The extension of the hydraulic cylinder rods is carried out until the calculated pressure value in the hydraulic system is reached, which is set by the setting of the safety valve 39.

The calculated value of the pressure setting of the safety valve for operation is determined at the design stage of the special vehicle on the KX, based on the condition of distributing 50% of the total mass of the special vehicle on the KX between the drive wheels of the automobile chassis and the rear adapter bogie in the proportion of 75% to the drive wheels of the automobile chassis and 25% to the rear adapter bogie.

When the safety valve is triggered and the lifting of the vehicle chassis side member stops, the hydraulic distributor 38 is moved to the neutral position and the hydraulic locks 35 are closed, resulting in the formation of two hydraulically closed circuits:

I - the piston cavities of the two hydraulic cylinders of the rear adapter are separately connected to the hydraulic cavities of the two hydropneumatic accumulators 29;

II - the rod cavities of two hydraulic cylinders are connected to the hydraulic cavity of the hydropneumatic accumulator 31.

In this case, the specified hydraulic circuits are separated by membranes of hydropneumatic accumulators from their pneumatic cavities, which perform the functions of pneumatic springs, thereby providing elastic suspension of the adapter bogie to the side members of the automatic chassis.

After completing the preparation of the rear adapter for movement on rails, similar actions are performed with the front adapter according to the above-described algorithm, while controlling the hydraulic distributor of the front adapter.

The difference is that when the hydraulic cylinder rods are extended, the front axle of the automobile chassis is "hung" by means of the front axle rods until the front automobile wheels are raised to a height of 150÷200 mm above the rail head (as shown in Fig. 2). In addition, the setting of the safety valve of the front adapter hydraulic system (Fig. 7) for the actuation pressure is determined from the condition that the front adapter bogie is subject to a load equal to 50% of the total mass of the special vehicle on the KH.

Having completed the installation of the front and rear adapters, the autonomous pumping station 28 is disconnected. The special vehicle on the KX is ready to move on rails.

I. Movement of a special vehicle on the KH along rails.

The control of the special vehicle on the KH on tram tracks is carried out from the cabin of the automobile chassis. For driving on rails, the steering wheel is locked in the neutral position. The speed mode of movement is regulated by switching the gearbox and gas pedals, as well as the braking system of the automobile chassis. The state of the equipment for movement on rails is monitored on the control panel, indication and data entry. The speed of movement is controlled by the tachometer of the automobile chassis.

When moving on sections of tram tracks with deviations in the geometry of the rail bed and on curved sections of the track, rail adapters ensure a change in the position of the bogie wheels in three directions both to maintain a guaranteed pressure of the wheels to the rail heads and to ensure the correct fit of the side surface of the wheel flanges to the side surface of the rails. This is achieved by the proposed design solutions for the units and systems of the special vehicle:

elastic suspension of the adapter bogies, ensuring their vertical movement while riding on rails;

use of swivel trolleys in front and rear adapters;

the possibility of longitudinal rocking of the front and rear adapter bogies relative to the lower hinge supports of the rods and hydraulic cylinders;

the possibility of transverse independent swinging of the wheel beams of the rear adapter bogie;

installation of hydropneumatic accumulators both on the piston cavities and on the rod cavities of hydraulic cylinders.

Claims (2)

1. A special road-rail vehicle for repairing the overhead contact network of trams, consisting of an automobile chassis with mounted technological equipment and a set of equipment for movement along rails due to frictional contact of the drive wheels of the automobile chassis with the rails, including hydraulically movable front and rear rail adapters with wheel bogies, a hydraulic system, a system for monitoring and controlling the safety of movement along the rails and a system for shock absorption and elastic suspension of the adapters, characterized in that the front and rear adapters are made in the form of two-axle rotary bogies, wherein the front bogie is mounted in the base of the automobile chassis, and the rear bogie behind the rear axle of the automobile chassis, wherein the front and rear bogies are pivotally connected to the rods, which, in turn, are pivotally connected to the crossmembers secured with the help of U-bolts, respectively, on the front and rear axles of the automobile chassis, in addition, the front and rear bogies are pivotally suspended from the side members of the automobile chassis by means of hydraulic cylinders and brackets fixed to the side members, wherein the two-axle rotary bogies of the front and rear adapters consist of frames on which the rail wheels are mounted, slewing bearing devices are installed in the centers of the frames, on the slewing plates of which the lower hinged supports of the rods and the lower hinged supports of the hydraulic cylinders are coaxially fixed, and the axes of the lower hinged supports of the rods and hydraulic cylinders are located in a plane passing through the vertical axis of the slewing bearing device, the angle of rotation of the slewing plates is limited by stops with dampers, and the slewing plates are equipped with locks in the neutral position relative to the longitudinal axes of the bogies; the hydraulic system includes a single hydraulic station, with a pump drive from the power take-off box of the automobile chassis, for hydraulic actuators of the mounted technological equipment and a set of equipment for movement on rails, and an autonomous hydraulic station for the shock absorption system and elastic suspension of the adapters; the rail traffic safety monitoring and control system includes a hardware and software complex for diagnosing the state of control circuits, electromagnetic valves of hydraulic distributors, pressure sensors and adapter bogie position sensors; the shock absorption and elastic suspension system of the front and rear adapters includes hydropneumatic accumulators, separately connected through hydraulic valves from the rupture of pipelines to the piston cavities of hydraulic cylinders, and a hydropneumatic accumulator connected through an adjustable throttle to hydraulically connected rod cavities of hydraulic cylinders, as well as pressure sensors installed on the supply lines of pipelines to the hydropneumatic accumulators. 2. A special combined-run vehicle for repairing the contact network of trams according to paragraph 1, characterized in that the rear adapter bogie is equipped with two swinging wheel beams mounted on horizontal axles on the bogie frame in the plane of the longitudinal axis of the bogie, rail wheels are mounted on the axles at the ends of the swinging beams, and the swinging angle of the beams relative to the horizontal plane is limited by stops with dampers.