The way to improve traction properties of a locomotive

 

(57) Abstract:

The invention relates to railway transport and concerns undercarriage of the locomotive. The inventive method of increasing traction properties of a locomotive is to balance loads on the wheel a couple of extra loading trucks outside force. Additional loading trucks perform longitudinal displacement of at least one of the trucks from the static position hanging on the value of lwithdetermined by the formula

< / BR>
where Fto- generated gravity; h is the height of the coupler relative to the railhead; Dto- the diameter of the wheels of the locomotive rolling circle; GVL- the weight of the upper structure of the locomotive, per truck. 3 Il.

The invention relates to railway transport and concerns undercarriage of the locomotive.

In the prior art it is known that the traction properties of the locomotive is determined primarily by its ability to create maximum thrust force without slipping when pulling away from rest and accelerates with the composition calculated weight. Maximum traction when pulling away and the acceleration is limited by the forces of adhesion (friction) wheels with reuleaux the control wheels and rails. In statics (see Fig. 1) in the absence of vertical thrust load from the wheels of the locomotive on the rails almost the same. When the thrust force F (see Fig. 2, 3), which acts on the automatic coupling of the locomotive, there is a moment M Fto(h 0.5 Dto) load the rear (downstream) the truck and unloading the front, where Ftotangent traction; h installation height of the coupler relative to the railhead; Dtodiameter of a wheel rolling circle [1]

Therefore, the adhesion of the wheels and rails front of the truck is lower than the rear of the truck and at the same traction moments acting on the wheelset, the likelihood of slippage wheelset front of the truck is higher than the rear of the truck. This causes a reduction in the tractive force of the locomotive, i.e., degrades its traction properties.

Known methods analogues alignment axial loads locomotives [2, 3]

Closest to the invention is a method, which consists in equalizing the loads on the wheel a couple of extra loading trucks outside force.

The disadvantage of this method is its complexity, the practical impossibility of implementing the locomotive due to severe size is different ballast masses.

The technical result, which is aimed invention is to improve traction properties of a locomotive.

This technical result is achieved in that in the method lies in balancing the loads on the wheel a couple of extra loading trucks external force, the latter carry out longitudinal displacement of at least one of the trucks from the static position hanging on the value of lwithdetermined by the formula

< / BR>
where Ftogenerated thrust force;

h installation height of the coupler relative to the railhead;

Dtothe diameter of the wheels of the locomotive rolling circle;

GVLthe weight of the upper structure of the locomotive, per truck.

The invention is illustrated by drawings.

In Fig. 1 presents a diagram of the crew of the locomotive at a stationary position of the locomotive and the lack of traction control, Fig. 2 and Fig. 3 when implementing thrust and movement of locomotive respectively to the left and to the right.

When the movement of the locomotive according to the variant of Fig. 2 left thrust force F on the couplers 1 acts in the direction of the velocity vector and is balanced by the force of the resistance movement W at frame 2 is t to that the resultant of the forces PT1the pressure of the upper structure of the locomotive GVLon the front truck and the force caused by the moment M becomes smaller than the force acting on the rear cart PT2. A similar distribution pattern and axial loads for trucks P1P2P3P4P5P6. For additional loading of the front truck 4 must be shifted from the original position (the position of static hanging locomotive, where PT1PT2) to the center of the locomotive CT on the value of lc. However, in accordance with the laws of mechanics will increase the load on the front truck. It will be equal to PT1(P'T1> PT1). Will zagrozenia wheelset 6 front truck. Adjusting the amount of displacement of the trolley lcyou can ensure equality axial loads wheelset 6 both trucks P1P2P3P4P5P6in all modes of traction locomotive.

Based on the principle of equilibrium of a technical system, the sum of the moments and forces acting on it must be zero (Fig. 2):

MOh=0, Ni= 0,

where MO-Othe moments acting on the system is to him.

Write in detail these equations are:

< / BR>
where the reaction forces respectively

After the appropriate mathematical transformations it is possible to identify the unknown as

.

Obviously, increasing the load on the front truck is by reducing the load on the rear truck. Moreover, the force dorogaya the front truck, Ppequal to the amount of force to relieve rear truck PC. Denote Pp= PC= P. For equal loads on both trucks of the locomotive requires conditions

.

Taking into account that

,

and using the above dependencies, you can get the expression to determine the offset of the front truck as a function of the actual thrust force that ensures equality of vertical loads on the truck:

.

Let us illustrate these considerations with an example. Suppose GVL100 t, Fto0, FK235 t, l2l35 m, h 1,055 m, Dto1,05 m

1. In the absence of thrust FK10 and bias truck lc0 then M 0)

< / BR>
i.e. condition static hanging locomotive (P1P2P3P4P5P6cto the center of the locomotive CT:

< / BR>
I.e., if the thrust force of the locomotive is equal to Fto35 t, for this crew needs the front truck to shift toward the center of the locomotive on the value of lc0,371 m will provide equality of vertical loads on carts and P1P2P3P4P5P6.

When changing direction of movement (see Fig. 3) are similar to those calculated dependences. If the crew is made with one movable in the longitudinal direction of the truck (in this case, the rear truck, this truck should be offset from the center of the locomotive on the value of lc.

If the crew both trucks have the mobility in the longitudinal direction, the corresponding image can be moved to the front of the truck or two trucks simultaneously. In the latter case, the required amount of displacement of each truck will be less, but the total amount of displacement of both trucks must be equal to lc.

It should be noted that the implementation of this method to improve traction properties of diesel locomotives is quite feasible technical problem. For powerful freight locomotives with a maximum thrust force that is generated in the mode of driving and acceleration to calculated the slight pressure from the beginning spaced motor base truck is significantly reduced, and the solution to this problem is further simplified. The offset of the truck to the desired value of lcdepending on the actual thrust should happen automatically.

The sources of information.

1. Ivanov, C. N. and other Design and dynamics of locomotives. M. "Transport", 1974, S. 183-185.

2. Biryukov, I. V. and other Mechanical part of the traction rolling stock. M. "Transport", 1992, S. 122-131.

3. USSR author's certificate N 1525056, class B 61C 15/04, 1987.3

The way to improve traction properties of a locomotive, which consists in equalizing the loads on the wheel a couple of extra loading trucks external force, characterized in that the additional loading of the trucks perform an offset of at least one of them from the position of static hanging on the value of lwithdefined by a relation

lwith2 Fto(h 0.5 Dto) / GVL,

where Ftogenerated thrust force;

h installation height of the coupler relative to the railhead;

Dtothe diameter of the wheels of the locomotive rolling circle;

GVLthe weight of the upper structure of the locomotive, per truck.

 

Same patents:

Locomotive wheelset // 2246406

FIELD: railway transport.

SUBSTANCE: proposed wheelset consists of axle with press-fitted wheel centers and tires. Tire consists of two rings fitted on wheel center and provided with end face circular clearances relative to each other. One of clearances is air gap, and the other accommodates rings made of diamagnetic material. One of tire rings is furnished with curvilinear section pins rigidly secured in mating holes made in other ring of tire. Induction coils are fitted on each pin. Windings of coils located in zone of wheel-to-rail contact are connected to dc supply source in series through current collectors when locomotive moves off. Said dc source is located on locomotive.

EFFECT: increased wheel-to-rail adhesion coefficient.

3 dwg

Locomotive wheelset // 2247661

FIELD: transport engineering; rail vehicles.

SUBSTANCE: invention relates to devices aimed at increasing starting power of locomotive. Proposed wheelset consists of axle 1 with wheel centers and tyres 3. Spring-loaded plungers 6 are arranged in slots 4 made in wheel tyres. Plungers 6 carry catches 7 with cuts 8 pneumatically controlled when moving off.

EFFECT: increased forces of wheel-to-rail adhesion when locomotive moves off from place.

3 dwg

Rail vehicle // 2340494

FIELD: transportation.

SUBSTANCE: rail vehicle consists of body and carriages in journal-boxes of which wheel pairs axle necks (14) are located, and air brake system. On axle butt ends disks (12) are rigidly fixed which have magnetic nicks (13) interacting with mating nicks (6) located on other disks (5) fixed in journal-box (1) covers (2) and capable to move axially. Space between above mentioned disks is connected with control reservoir of air brake system.

EFFECT: elimination of rail vehicle self-moving possibility.

2 cl, 3 dwg

Up!