Depending on the design of the RO, their joints can be conditionally divided into two groups. The first group includes IM joints with such ROs, in which the rod is connected directly to the lever and which do not allow transfer of any forces to the rod, except for displacement ones. The second group includes IM joints with such ROs, which are not influenced and are not transmitted to the rod by forces, except for displacement ones. All joints can be performed on a common kinematic diagrams, but for the articulation of the second group, the requirements may be less stringent; these joints can be performed according to other kinematic schemes, the requirements for which will be given below.
Depending on the kinematic scheme, the joints can be divided into two types: straight (Fig. 13.18 and 13.19) and inverse:
In straight type joints, the drive arm (crank) and the driven arm (arm) of the adjuster rotate in the same direction. The execution of joints begins with determining the length of the lever R, while it should be borne in mind that the angle of rotation of the crank from the "Open" position to the "Closed" position should be equal to 90 °:
R = Amr / hpo, (13.7)
where G- the length of the IM crank, cm; m- the distance between the axis of rotation of the lever PO and the pin securing the rod and the lever, cm; hro - working stroke RO, cm; A - coefficient depending on the flow rate characteristics of the RO. All values in formula (13.7) are determined according to catalogs or data from factory installation and operating instructions for IM and RO. Coefficient A is taken equal to 1.4 with a linear flow characteristic or close to it and 1.2 with a nonlinear flow characteristic of RO, when its straightening is required.
To perform the articulation, the PO lever is set in a position in which the PO is half open (for this, the PO rod is raised to a height hpo / 2 from the "Closed" position). In this case, the lever should be perpendicular to the stem and, as a rule, should be located horizontally. Next, the installation of the IM is performed. For RO with linear flow characteristic or close to it, the MI is set so that the circle of radius r, described by the crank, touched the perpendicular to the PO lever, restored from the lever line to the "Half open" position (see Fig. 13.18). The IM crank is installed parallel to the PO lever and in this position they are connected by a rod. Further, the installation of mechanical stops and limit switches is carried out in accordance with the positions "Open" and "Closed" RO.
Depending on the location of the equipment, both direct and reverse articulation can be performed. The horizontal distance L between the axes of rotation of the lever PO and the IM crank for direct articulation is equal to R - g. The vertical distance S between the axes of rotation should be taken equal to (3 - 5) g.
For RO with a nonlinear flow characteristic, the MI is set so that L - R - 0.6 g for direct and L = R + 0.6 g. Then the PO lever is set to the "Closed" position, and the crank to such a position that the angle between it and the rod is 160-170 ° (see Fig. 13.19 and 13.20). In this position, the PO lever and the IM crank are connected by a thrust, after which mechanical stops are installed and adjusted Limit switches... As mentioned above, the requirements for the relative position of the RO and MI of the joints of the second group can be less stringent, and the joints can also be performed according to kinematic schemes, one of which is shown in Fig. 13.20. In this case, the following procedure should be observed.
Determine the length of the lever RO according to the formula (13.7). For RO with a linear flow rate characteristic, the lever is set to the "Half open" position, and the angle between the lever and the stem may differ from 90 °. Then set the MI so that the circle of radius r, described by a crooked thorn, touches the perpendicular to the lever PO, restored from the line of the lever in the "half open" position. The IM crank is installed parallel to the PO lever and in this position they are connected by a rod.
When performing this joint, the values of L and S are not regulated, the length of the thrust should be (3 - 5) r... For RO with a nonlinear flow characteristic, the lever is set to the "Closed" position, and the IM crank is in such a position that the angle between it and the rod is 160-170 °, in this position the crank and the lever are connected by a rod; the actuator must be located so that the length of the rod is (3 -5) g, and the angle between the rod and the lever is 40-140 °. The L and S values are not regulated.
Holders of the patent RU 2412066:
The invention relates to the field of mechanical engineering, namely to the connection of two articulated sections of the vehicle. The articulation unit includes two links that are pivotably connected together around a tightening device that acts as a vertical axis. The first articulation link includes a U-shaped throat-like opening for gripping the second articulation link in the vertical axis region. Sliding devices are provided that act between the articulation links, at least in the axial direction. The tightening device includes a means for ensuring the displacement of the articulation link. The second link consists of two link members, which are individually screwed to the frame of the vehicle section. Sliding devices are provided to move the two links of the articulation unit relative to each other. To provide long-term operation of movable devices, it is necessary that the articulation links, between which the sliding devices are located, move relative to each other with zero clearance. EFFECT: reliability and durability of the vehicle articulation unit. 23 p.p. f-ly, 4 dwg.
The present invention relates to the connection of two articulated vehicle sections, such as an articulated vehicle that includes a joint assembly.
Known articulated vehicle, which can consist of several sections. The sections of such an articulated vehicle are interconnected by means of a joint assembly. The articulation unit is equipped with a flexible corrugated fence, the passage of passengers from one section of the vehicle to another is carried out along the aisle.
It is known that articulated trains or articulated vehicles are subject to disproportionately large displacements. Such an articulation must be capable of absorbing heeling displacement, longitudinal displacement and flexural displacement. V this case by the term articulation is meant the articulation of two sections of a vehicle. Roll is defined as the displacement in which two sections of the vehicle rotate relative to each other and about the longitudinal axis. Flexural displacement occurs when two sections of an articulated vehicle fit into a curve when cornering, and longitudinal displacement occurs when such an articulated train travels over bumps and pits.
In order to fit into curves when cornering and, for example, to drive over pits, the known vehicle section articulation assembly includes an articulation joint and a horizontal axis joint. The articulation of the horizontal axis provides the displacement of the two articulated sections of the vehicle relative to each other and relative to an axis running across the longitudinal axis of the vehicle. Usually the horizontal axis bearings provided for this purpose are made of metal with rubber inserts.
Until now, it has been assumed that, due to the inherent elasticity of the chassis of the corresponding sections of the vehicle, the roll is extinguished by itself. undercarriage... This is partly true because the roll angle is no more than 3 °. However, it has been found that even with such very small heel angles, the torques that act on the pivot and / or on undercarriage are up to 35 kNm. Thus, damage to the chassis and / or articulation cannot be ruled out. In particular, the articulation point, which allows the articulated train to follow the curve when cornering, takes on heavy loads. This is reflected in the fact that in the area of the articulation unit, rolling bearings of significant dimensions are installed, while these bearings, in the end, not only transfer the load on the saddle to the sections of the cars, but can also transfer the forces that occur during the who have found an explanation for the banks.
Thus, DE 102006050210.8 describes a method of connecting an articulation unit, which is a composite joint section, with one section of a vehicle in order to transmit roll and longitudinal displacement. This means that the hinge includes two hinge elements, namely a joint assembly and one additional hinge element, which transmit roll and longitudinal displacement. Since such a hinge assembly allows the transmission of longitudinal displacement and roll, it is possible to eliminate loads both on the chassis of both vehicle sections and on the hinge itself. This is because only the saddle load and tensile force, as well as a small torque caused by roll of less than 10 kNm, must be transmitted through the articulation unit. Until now, the articulation unit has included rolling bearings of considerable dimensions. Considering that the use of the pivot structure does not significantly reduce the forces acting on the pivot bearing, other bearings can be used that are much cheaper than the very large rolling bearings used to date.
In addition, DE 1133749 discloses a pivot bearing with two superimposed forks, whereby a carrier plate of the other part of the articulation unit is located between the forks. Through-thread bolts are provided to connect the corresponding fork to the base plate. Between the legs of one of the two forks is a carrier plate that acts as an adjusting washer, which acts as a thrust washer. When resting on the thrust washers, the joint legs stretch. As a result, the thrust washers are loaded unevenly, since the fork legs taper slightly when stretched with a threaded bolt, since the forks are made one-piece and consist of one part. This causes the edges to press into the thrust washers, leading to rapid bearing wear.
In accordance with the present invention, the articulation assembly includes two links that are pivotally connected together about a tightening device acting as a vertical axis, the first articulation link incorporating a U-shaped throat-like opening to grip the other, second articulation link in the area of the vertical axis, while sliding devices are provided that act between the articulation links, at least in the axial direction (meaning the direction of the articulation axis), while the tightening device includes a means for ensuring the displacement of the articulation link, one articulation link includes two elements of the link link, which are individually screwed to the frame of the vehicle section. Sliding devices are provided to move the two links of the articulation unit relative to each other. To ensure long-term operation of mobile devices, it is necessary that the articulation links, between which the sliding devices are located, move relative to each other with zero clearance. This means that with the independent fastening of the articulation link elements, the position of the sliding devices can be adjusted and zero clearance can be ensured. On the other hand, by independently attaching the articulation link elements to the frame, the risk of overtightening the elements of one articulation link relative to the other articulation link is reduced. The reason is that the first and second articulation links are connected together and connected to the respective sections of the vehicle. The presence of long holes in the frame of vehicles provides some variability.
In accordance with the present invention, to provide zero clearance, the bracing device includes means for providing displacement of the articulation link. It is clear that even if the sliding devices wear out over time, the offset is consistently providing a zero clearance fit.
In particular, in order to effect displacement in accordance with a preferred embodiment of the present invention, it is provided that the tightening device includes an axial bushing and a locknut, said axial bushing being connected to the locknut, preferably by means of a bolt, and two links of the articulation are displaced along one threaded bolt under the action of springs. The axle bushing acts as the axis of the articulation unit around which the two articulation links move relative to each other. In accordance with another aspect of the present invention, in order to exert appropriate axial pressure on the articulation links, the axial sleeve is provided with a bead acting on one first articulation link and a collar nut acting on the other side of this first articulation link.
In accordance with another aspect of the present invention, a bead is formed on the inner surface of the axle sleeve against which the head of the threaded bolt abuts. As a result, the tightening device is made flush with the surface of the first link of the articulation.
In accordance with the first embodiment of the present invention, at the top and bottom of the second articulation link, in the area of the tightening device, an annular groove is made for the thrust washer, while said thrust washer is pressed against the first articulation link by at least one, and in accordance with the preferred example the implementation of the present invention with three (for balance) spring systems, which are evenly distributed around the circumference, and a sliding device is located between the thrust washer and the first link of the articulation. In principle, the two links always form a connection by means of a spring-loaded thrust washer, which exerts pressure on the sliding device, for example an O-ring made of Teflon, for example. That is, the present device is self-adjusting, which means that the wear of the O-ring is compensated for by the tightening device and in particular by the spring system. As already explained, the O-ring applies pressure to the first link via a spring system. In this case, the spring system includes several disk spring assemblies distributed around the circumference, each of which, in particular, is guided by a guide bolt. As a result, the O-ring, which acts as a sliding device, is uniformly loaded by the thrust washer and thus exerts uniform pressure on the first link of the articulation. The Belleville spring assembly is located in a cavity located under the thrust washer. A guide bolt, located in the cavity, serves as a guide for the assembly of the Belleville springs and prevents rotation of the thrust washer.
The sliding device, made in the form of an annular gasket, transmits a force acting in the direction of the axis of the tightening device. Essentially, these forces are torques due to the load on the saddle as well as small torques due to roll. To transmit the forces of braking and acceleration, a sliding sleeve is installed between the axial sleeve and the second movable link. This slide sleeve can be made of the same material as the sliding ring washer.
The second embodiment of the present invention is characterized in that a spring system is located on the inner surface of the axle sleeve between the threaded bolt and the shoulder. The spring system, which is in particular designed as a Belleville spring assembly, is constantly pressed against the second articulation link in the region of the throat-like opening of the first articulation link. In this context, the following should be noted.
A throat-like U-shaped opening is formed when the upper and lower elements of the first articulation link are connected. These two link members are attached to the undercarriage frame and the bearing is assembled first. This directly leads to the fact that in order to obtain a zero clearance between two articulation links, both the threaded bolt and the Belleville spring assembly must overcome the inherent elasticity of the first articulation link, which is especially difficult if the articulated connection with the frame constituting the elements of the first articulation link, occurs through a rigid connection. This is an advantage of the first embodiment of the present invention over the second, since the stiffness of the first link does not affect the zero clearance fit in any way.
In accordance with the second embodiment of the present invention, as well as in accordance with the first, sliding devices are provided between the articulation links, made in the form of annular spacers, and a movable sleeve is also provided between the axial sleeve and the second articulation link.
According to a third embodiment of the present invention, two so-called spherical bearings are provided as the sliding device. Such a spherical bearing is characterized in that it is made in the form of a sliding bearing and includes two bushings with arcuate sliding surfaces. The arcuate contour of the bearing shells assists in absorbing forces in both the radial and axial directions. It is also important that such a spherical support is capable of ensuring the operation of two component parts with a zero gap between them.
To ensure a zero clearance fit, two liners of two plain bearings, which face each other in the axial direction, perceive the forces of the springs so that self-regulation of the spherical support is ensured, that is, the wear of two adjacent liners of each spherical support is compensated by the force of the springs.
To provide adjustment, a sleeve bearing, which receives the forces of the springs, is fitted with a loose fit, and the other sleeve bearing is fitted with a tight fit. A parallel key is used to prevent rotation of a loose-fit bearing.
It is also provided that one liner of the spherical support abuts against one link of the articulation, and the other liner of the spherical support abuts against another link of the articulation. The Belleville springs, which in particular form the spring assembly, act on two spherical bearing bushings, said bushings being axially opposed to each other, that is, along the axis of rotation, and thus press on the two counterparts of the spherical bearing; some signs of wear during operation are compensated by the arcuate profile.
In all embodiments of the present invention, rotation of the axle sleeve relative to the first link is prevented, and a locknut is also used. Only the second articulation link can rotate relative to the first articulation link.
With the help of the accompanying drawings, the present invention is explained in more detail.
Fig. 1 is a main drawing of the articulation of two vehicle sections.
Fig. 2 shows a joint according to a first embodiment of the present invention.
Fig. 3 shows a joint according to a second embodiment of the present invention.
Fig. 4 shows a joint according to a third embodiment of the present invention.
Figure 1 shows the articulation 1 of two vehicle sections 2, 3. Articulation 1 includes, in particular, the articulation unit 10 and roll / roll bearings 30 installed between the articulation unit and the vehicle section 2. The articulation unit 10 is connected to the vehicle section 3 through the frame 40, dampers 50 installed between the articulation unit 10 and the frame 40. The articulation unit pivots about an axis 60.
The present invention provides an articulation 10. In the two embodiments shown in FIGS. 2 and 3, articulation 10 includes a first articulation link 11 and a second articulation link 12. The first articulation link 11 has a U-shaped throat-like opening 13 in which another, second articulation link 12 is inserted. The first articulation link 11 includes two articulation link members 11a and 11b, each of which is attached to the frame 40 with screws (not shown).
To connect the two articulation links 11, 12, a tightening device 20 is provided, which also forms an axis of rotation and articulation. The tightening device 20 includes an axial bushing 21 and a locknut 22, while said axial bushing 21 is connected to the locknut 22 by means of a threaded bolt 23. Both the axial bushing 21 and the locknut 22 are provided with collars 21a, 22a, which are at the axial sleeve abut against the lower and upper sides of the articulation link 11, as can be seen in Fig. 2 and Fig. 3. Both the axle sleeve 21 and the locknut 22 are fixedly attached to the articulation link 11 by pins 21b, 22b, which ensures that only the two articulation links 11, 12 move relative to each other.
To connect the threaded bolt 23 with the locknut 22, a shoulder 21c is made on the inner surface of the axial bushing, against which the head of the threaded bolt 23 abuts. A sliding bushing 24 is installed between the front side of the second link of the articulation 12 and the axial bushing 21. This sliding bushing 24 transmits the forces arising from acceleration and braking when the vehicle starts to move and brakes.
The exemplary embodiment of the present invention, shown in Fig. 2, provides both the transfer of the load on the saddle and the small torque arising from the roll, and the rotation of the two links 11, 12.
An annular groove 14 is provided in the second articulation link 12. A thrust washer 15 is installed in this annular groove 14. An annular gasket 16, made, for example, of Teflon, is placed on the thrust washer, which acts as a sliding device and which is attached to the inner surface of the throat-like opening of the link. joints 11. Under the thrust washer 15, several circumferentially distributed recesses 17 are installed for individual Belleville spring assemblies 18. articulation link 11 as shown in FIG. 2.
Thus, the Belleville spring assemblies always ensure a zero clearance fit of the two articulation links 11, 12, and this fit ensures that the two articulation links rotate relative to each other.
The device made in accordance with the embodiment of the present invention shown in Fig. 3 differs from the device made in accordance with the embodiment of the present invention shown in Fig. 2 in that the displacement is provided by the assembly of Belleville springs 27 located between the head of the threaded bolt 23 and collar 21c.
In principle, the device made in accordance with the embodiment of the present invention shown in Fig. 4 differs from the device made in accordance with the embodiment of the present invention shown in Figs. 2 and 3 in that two so-called spherical bearings 25, which are superimposed on each other along the axis of the pivot bearing, that is, in the direction of the axis of rotation of the pivot bearing. Thus, the two articulation links 11 and 12 form a hinge that pivots on two spherical bearings 25. In particular, a hole 35 is formed in the articulation link 12, into which the articulated bearing is inserted. An annular groove 12a is located in the region of the opening 35 of the articulation link 12. The liners 25a, 125a of the spherical bearing 25, 125 rest on the wall of the groove 12a. Corresponding bushings 25b, 125b of each of the spherical bearings 25, 125 are supported on a different articulation link 11, which is clear from FIG. 4.
A threaded bolt 23 is provided in the pivot joint of the two links 11 and 12, as well as an axial bushing 21 and a locknut 22, while said axial bushing 21 and said locknut 22 are fastened together by a threaded bolt 23. In the region of the groove 12a between the axial bushing 21 and the locknut 22 a space is formed, called the spring chamber 27, in which the Belleville spring assembly 37 is placed as a spring system. The two bushings 125a, 125b of the loose-fitting spherical support 125 are positioned so that the Belleville spring assembly acts on the bushing 125a, and the bush 125a constantly presses onto the respective bushings 125b under the action of the Belleville spring assembly 37. As a result, the wear clearance on the contact surface of the two bushings 125a and 125b is compensated. A loose-fit spherical bearing 125 remains stationary because key 38 prevents it from turning.
In Figs. 2, 3 and 4, like numbers are denoted with like numbers.
1. Articulation (1) of two articulated sections of a vehicle (2, 3), for example, an articulated vehicle, which includes an articulation unit (10), said articulation unit (10) includes two articulation links (11, 12 ), which are pivotally connected together about a tightening device (20) acting as a vertical axis, said first articulation link (11) includes a U-shaped throat-like opening (13) for gripping another second articulation link (12) in the region the vertical axis, the sliding devices (16) provided between the articulation links (11, 12) act at least in the axial direction, the said tightening device (20) includes means for ensuring the displacement of the articulation links (11, 12), wherein one link of the joint (11) consists of two elements of the link link (11a, 11b), each of which is attached separately to the frame (40) of the section (3) of the vehicle with screws.
2. An articulation according to claim 1, characterized in that the tightening device (20) includes an axial bushing (21) and a locknut (22), said axial bushing (21) being connected to said locknut (22).
3. Joint according to claim 1, characterized in that the axial bushing (21) is connected to the locknut (22) by a threaded bolt (23), while the two links of the joint (11, 12) are displaced by the force of the spring system (18, 27) pressed by the mentioned threaded bolt (23).
4. A joint according to any one of claims 1 to 3, characterized in that the axial bushing (21) is provided with a shoulder (21a).
5. A joint according to any one of claims 1 to 3, characterized in that the locknut (22) is provided with a collar (22a).
6. An articulation according to any one of claims 1 to 3, characterized in that the axial bushing (21) is made with a shoulder (21c) on the inner surface for the head of the threaded bolt (23).
7. A joint according to any one of claims 1 to 3, characterized in that an annular groove (14) is made above and below the second link of the joint (12) in the area of the tightening device (20) under the thrust washer (15), said thrust washer (15 ) is pressed against the first articulation link (11) by at least one, and in accordance with a preferred embodiment of the present invention by three (to ensure balance) spring systems (18), which are evenly distributed around the circumference, while between the said thrust washer ( 15) and the aforementioned first link of the articulation (11), a sliding device (16) is installed.
8. A joint according to claim 7, characterized in that the sliding device (16) is made in the form of an annular gasket.
9. A joint according to claim 7, characterized in that the spring system (18) includes a plurality of Belleville spring assemblies arranged around the circumference.
10. An articulation according to claim 9, characterized in that the Belleville spring assembly (18) is guided by a guide bolt (19).
11. An articulation according to claim 9, characterized in that the Belleville spring assembly (18) is located in a cavity (17) located under the thrust washer (15).
12. An articulation according to claim 1, characterized in that a sliding sleeve (24) is provided between the axial bushing (21) and the second articulation link (12).
13. A joint according to any one of claims 1 to 3, characterized in that a spring device (27) is located between the threaded bolt (23) and the shoulder (21c).
14. A joint according to any one of claims 1 to 3, characterized in that the spring device (27) is made in the form of an assembly of Belleville springs.
15. An articulation according to any one of claims 1 to 3, characterized in that sliding devices (16) made in the form of annular spacers are located between the articulation links (11, 12).
16. An articulation according to any one of claims 1 to 3, characterized in that a sliding sleeve (24) is located between the axial bushing (21) and the second articulation link (12).
17. An articulation according to any one of claims 1 to 3, characterized in that the axial sleeve is secured to the first articulation link (11) without the possibility of rotation (21a).
18. An articulation according to any one of claims 1 to 3, characterized in that the locknut is secured to the first articulation link (11) without the possibility of rotation.
19. A joint according to any one of claims 1 to 3, characterized in that the sliding devices (16) include at least two spherical bearings (25, 125).
20. An articulation according to claim 19, characterized in that the spherical bearing (25) is made in the form of a sliding bearing.
21. An articulation according to claim 19, characterized in that the spherical bearing includes two bushings (25a, 25b), wherein the two said bushings include arcuate mating sliding surfaces.
UNION OF SOVIET SOCIALIST REPUBLIC A 1 O 51) 5 B 61 P 15 10 THE CONSTITUTIONAL COMMITTEE OF INVENTIONS AND DISCOVERY OF THE SOCIAL STATE COMMITTEE OF THE USSR railway transport and allows to improve the driving performance of the bogie by reducing the force impact on the bogie and the track. The device contains an intermediate supporting element 3, which has a final elasticity (flexibility) in the vertical direction, the convex-concave shape of which allows pendulum oscillations of the side frame 1 relative to the body of the oaks 2 in the vertical transverse plane, the possibility of relative mixing (shift or rotation) along any of the two supporting surfaces and the possibility of increasing the mobility of the trolley in the horizontal plane. 3 and, .1585194 The invention relates to railway transport and concerns the design of a bogie of freight cars. The purpose of the invention is to improve the running qualities of the bogie by reducing the force effect on the bogie and the track, FIG. 1 shows the articulation device, front view; in Fig, 2 - the same, top view; in fig. 3 - supporting element. The articulation device of the side frame 1 of the teezka with the axleboxes 2 of the wheel pairs contains 10 intermediate supporting element 3, installed with a gap on the flat circular pivot 4 of the axlebox, bounded with two side ribs - and - projections concentric with it, with two sides 5. Formula of the invention A device for articulating the side frame of the bogie with the axle boxes of the wheel pairs, containing a convex supporting element installed in the axle opening of the side frame on the horizontal surface of the axle box, bounded by protrusions on the horizontal surface of the axle box, characterized in that, in order to improve driving performance trolley by reducing the force impact on the trolley and the track, the support element is installed with a gap relative to the protrusions, is made in the form of a disk, and its convex surface is formed by an upper flat horizontal section and an annular spherical section mating with it, while the specified surface of the side frame is made horizontal. The supporting element 3 is made in the form of a circular plate, the upper supporting surface of which has a spherical shape 6, cut off by a horizontal plane 7, and the lower pore surface is a flat annular. Under the action in the horizontal transverse plane of dynamic forces transmitted from the car body to the bogie and causing a deflecting moment , there are relative movements of the side frame and axle box. Due to the flat-spherical shape of the support element, 3 pendulum oscillations of the side frame relative to the axle box body will begin only after overcoming a certain holding moment (reactive force), the value of which depends on the size (diameter) of the flat part of this surface, i.e., there is a decrease in the rigidity of the trolley's perception of lateral forces. In addition, the possibility of relative movement on both the upper and lower supporting surfaces of the support element is provided, which causes a decrease in friction forces between the side frame and the axle box. 35, Rau'skiy industrial complex Pat
Application
4483715, 27.07.1988
ALL-UNION RESEARCH INSTITUTE OF CAR ENGINEERING
KUZMICH LEONID DMITRIEVICH, ZAVT BORIS SAMUILOVICH, SYCHEV VALERY ALEKSEEVICH, KASHKIN ALEXEY ILYIN, DUKHLAVOV VYACHESLAV ALEKSANDROVICH, GEYLER MICHEVILOVICH PETROVICH
IPC / Tags
Reference code
Articulation device of the side frame of the bogie with axleboxes of wheelsets
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In August 1997, the MAZ bus department replenished the produced family new model- articulated especially large capacity, designated 105. The first such bus entered the city route in the spring of 1999. The bus was designed according to the “pulling” scheme - with a leading middle axle. The design has a noticeable distinctive feature: the engine located in the "tractor" (first section) is installed vertically on the left. In addition to the fact that there is no need for a complex and expensive articulation unit (anti-folding), the adhesion mass has increased, i.e., the cross-country ability and stability have improved, and hitch on the basis of a spherical hinge provides the sections with three degrees of freedom. The adopted layout made it possible to lower the floor level of the cabin to 600 mm along its entire length, and the doorways have one step. In 2002, at the Moscow Motor Show, the Likinsky Bus Plant presented an articulated bus LiAZ-6212 with an engine located in the base (horizontally). Currently, the bus is mass-produced. Its anti-folding mechanism was developed by LiAZ designers independently. It should be noted that own developments only a few companies in the world have such nodes. In 2005, an experienced low-floor "accordion" mod. 6213 (with a purchased anti-folding assembly), and prototypes of the bus are currently undergoing operational tests.
Today's articulated bus of the Lviv bus plant "City" LAZ-20, which is also supplied as a trolleybus, is worthy of approval. The self-developed body and its paint scheme are successful. The length of the machine, exceeding the "standard" 18 m, makes it one of the latest "accordions" of world famous manufacturers - EvoBus (mod. CapaCity) and NeoMAN (GXL).
In 1993, the plant from the city of Likino-Dulyovo presented the city articulated bus of large capacity LiAZ-6220. The factory designers have independently developed a bus size (articulated) that has not been previously produced in the CIS, with a new, rear-engined layout according to the so-called "pushing" scheme. The study of the conditions for ensuring stability and controllability is fundamentally new car and the development of the corresponding mechanisms, the designers of LiAZ carried out together with the specialists of the Moscow Automotive Institute (MSTU MAMI). Their conclusions did not contradict the experience of colleagues from industrialized countries (articulated buses appeared there earlier), especially considering that for buses of this standard size, these problems have not been completely solved in the West either.
The articulation unit of the sections with the "pushing" scheme has only two degrees of freedom (that is, it does not allow them to twist relative to each other when driving on uneven roads or damage to the air suspension elements of one side), which leads to additional loads on the body and articulation, which reduce their resource. It was found that to prevent the "folding" of sections of the bus in turns (and when driving on slippery roads), a special device is required in the design of the rear-engined "articulated joints". The ability of the ABS brakes to help avoid folding when braking is not enough for an articulated bus with a drive to the third axle. The installation of a hydraulic (non-adjustable) damper in the articulation unit as a whole ensures the stability of the bus movement, damping the lateral vibrations of the sections and preventing them from swinging. However, the danger of folding remained. To prevent it or reduce it to a safe value, a damper with a variable diameter spool valve was used. Looking ahead, let's say that the maximum task was to link the damper operation with the angular velocity, the amount of rotation (and slippage) of the steered wheels, and taking into account the coefficient of adhesion to the road. In addition, an end sensor was needed, at a section folding angle of 45º (maximum allowable for various unit designs), giving a command to the anti-folding system and thereby preventing a further increase in the swing angle. The anti-folding device is based on hydraulic cylinders double acting, also called variable resistance hydraulic shock absorbers. However, to regulate the magnitude of their resistance, a special electronic unit was required.
It remains to say that the cost of an anti-folding system or ensuring stability of a rear-wheel drive bus, which is a complex electronic-hydraulic device, is comparable to the cost modern engine and hydromechanical transmission!
In articulated buses of industrialized countries, which have a "pushing" scheme, a more complex anti-folding mechanism is used. In the mentioned mod. The O305G device consisted of two steering angle sensors built into the steering gear and chokes with solenoid valves built into the pipelines connecting the hydraulic cylinders (two for each section of the bus). With an increase in the folding angle, the throttles increased the resistance to the fluid flow between the hydraulic cylinders. If the folding angle has exceeded 45º, solenoid valves blocked the overflow of fluid by locking the hydraulic cylinders. Onboard electronic system compared the rotational speed of the wheels of the average and rear axles, turning off the fuel supply when the permissible values of the ratio between them are exceeded. All wheels were equipped with side slip sensors, the signal of which caused the corresponding control actions on the anti-folding mechanism. Be that as it may, the domestic development of the anti-folding unit and its control system became a real success for LiAZ.
What is the reason for the popularity of especially large city buses with a push-back section? Previously - with the possibility of their unification with single city buses and a decrease in the engine noise level in the cabin, now - with a decrease in the floor height, since there is no power plant... In other words, main drawback articulated buses with a horizontal engine in the base and a middle drive axle (a scheme that until recently was considered a classic) is today associated with a relatively high floor and noise in the cabin with such an arrangement. In general, modern articulated buses differ in wheel drive and engine layout (horizontal or vertical).
Also known are articulated buses with an engine located in the rear and a middle driving axle (mod.SG24OH MAN, mod. 260-SH170 Magirus-Deutz, some others), and in some cases with leading rear and middle axles (or front and middle axle) installation of a single-axle section in front of a two-axle rear-engine bus). In this case, the torque from the engine is transmitted by multisection cardan shaft through the articulation unit to the drive axle of the front section. As noted by the specialists of the MSTU MAMI, the transmission of torque through the articulation point in this case, with the leading rear wheels the front section (middle axle), greatly complicates the design of the bus. The designers needed to carefully work out the place of the passage cardan shaft through the joint. Such a bus still needs a more complete load of the middle (driving) axle, for which in some cases it was necessary to separate the gearbox from the engine, installing it in the front of the bus. In addition, the use of such a design led to de-uniformity with the basic (single) model.
The advantage of buses with a middle drive axle and a "rear" engine is the absence of a folding control mechanism.
EvoBus and NeoMAN introduced the latest articulated buses in 2007 almost simultaneously. Their main feature was the length, which was non-standard for a two-section design, which in turn led to:
production of buses according to the scheme "single" + "trailer" in the form of a chassis of a 15-meter "three-axle";
the need to use two axes in the 2nd section;
the ability to use both (3rd and 4th) driving axles of the "trailer", since the 4th axle is the steering axle.
At the same time, the worst layout of the "stern" part of the CapaCity buses - 2 steps of the 4th door, I think, will make passengers remember the proverb: "All that glitters is not gold." The "highlight" of the same GXL from NeoMAN is the transparent corrugation above the joint. How will IrisBus respond?
As for overseas bus manufacturers, although it is believed that "accordions" appeared in the United States in the 1930s, today their fleet and popularity are much higher on the European continent.
It has already been noted that among the various layout schemes of articulated buses, the most widespread, despite all the difficulties, was the rear-engine scheme precisely because of the possibility of lowering the height of the cabin floor. We switched to the “pushing” scheme of the “articulations”, but did they achieve a low height of the cabin floor? And how is this ensured in the considered models?
In MAZ-105, it was possible to ensure the same floor height (600 mm) along the entire length of the cabin, with one step at each entrance.
Buses with stepless entrances are called low-floor buses. It turns out to be much more difficult to ensure the absence of steps at all doors in "accordions" than in single models. So, in LiAZ-6213 and City LAZ-20 A292 there are no steps only at the first and second doors (in the front section). Why? In the area of the last door, the floor height is increased in order to accommodate the main gear and the engine, and in the area of the third door, the floor height depends on the location of the anti-folding device mechanisms under the floor.
"Partial low floor" is typical not only for the CIS equipment. In the newest "accordion" CapaCity from EvoBus from back door to the salon there are… two steps. To exclude such a "ladder", the fourth door of articulated buses of European manufacturers (Neoplan, Setra, Volvo) was often "sewn up".
In order to provide a stepless entry into the second section or to reduce the number of steps to one, some bus manufacturers, in particular IrisBus, place individual elements of the anti-folding mechanism above the corrugation of the articulation unit (in this case, part of the roof rises).
It remains to add that in articulated trolleybuses, a stepless entry can be provided even when the traction motor is located in the front section, since its dimensions are small, especially if the motor is AC. So, in the "accordion" mod. 333 in the front section (opposite the second door) was installed not only an electric motor, but also an auxiliary diesel generator set (for travel without power "from wires"). In this model, there were no steps at all four doors, and an accumulation platform was arranged opposite the third. Also known are trolleybuses with a traction motor in the rear section and the use of an anti-folding unit.
LiAZ-6212
Behind, in the 2nd section, with a drive to the rear axle |
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| Engine | Renault ОМ906 | Catepillar | Deutz / MAN |
| Gearbox (number of stages and type) | Praga / ZF / Voith (5P / 6P / 3A) | Voith (3A) | ZF (6A) |
| Main bridge | MAZ | Raba | ZF |
| Interior floor location | Lowered, at the height of one step along the entire length | In the front section - stepless | |
| Output volumes, units * | 2003 - 47 2004 - 123 2005 - 115 2006 - 192 2007 - 202 |
2003 - 50 2004 - 269 2005 - 69 2006 - 34 2007 - 376 |
n. etc. |
| * According to the data of JSC "ASM-Holding". | |||
Material from the section " Frame drawings homemade walk-behind tractor »Photo site, drawings and diagrams of walk-behind tractors, motor cultivators and attachments to them. For those who searched the Internet for publications on the topic “ ", As well as photos and pictures upon request" Swivel joint for hitch».
Homemade walk-behind tractor with a breaking frame
It consists of two parts of the frame (the walk-behind tractor itself and the trailed trolley adapter), the so-called half-frames, connected to each other by means of a towing device, like a car and a trailer. To such tow hitch in addition to the reliability of the hitch, a condition is also imposed so that the walk-behind tractor and the adapter trolley can be freely rotated relative to each other both in the horizontal and in the vertical plane. To achieve the above goal, it is manufactured swivel joint articulation of two semi-frames of a walk-behind tractor with a breaking frame, a drawing of which is shown below. The complete independence of the walk-behind tractor and the adapter around the vertical and horizontal axes is ensured by the presence of two pairs of bearings in the pivot joint installed in the vertical and horizontal planes and allowing the trolley to occupy any position relative to the walk-behind tractor, while eliminating the suspension of the wheels on uneven ground and extinguishes all forces aimed at overturning the adapter, which may occur when the walk-behind tractor is operating on the field. On the drawing of the pivot hinge for a walk-behind tractor with a breaking frame depicted:
1- steel pin (rod with a diameter of 60 mm); 2- carrier of the adapter trolley (pipe 60 mm); 3- four 208 ball bearings; 4- housing of vertically installed bearings of the pivot joint (made of round timber with a diameter of 100 mm); 5- upper double bracket of a breakable walk-behind tractor hitch (two channels # 5); 6- housing of the upper horizontal bearing (round timber with a diameter of 100 mm); 7- upper semiaxis of the hinge (a rod with a diameter of 50 mm welded to the housing of vertically installed bearings); 8 and 11 - two thrust washers (thickness 3mm); 9- nut with M28 thread; 10- fixing cotter pin of the pivot joint; 12- lower semiaxis of the hinge assembly of the breaking frame of the walk-behind tractor (rod with a diameter of 50 mm); 13- housing of the lower horizontal bearing (round timber with a diameter of 100 mm); 14- lower arc of the walk-behind tractor (pipe 30 mm); 15- connecting tie for a walk-behind tractor with a breaking frame, connecting the upper double bracket with the lower arc (two metal strips 3 mm thick)
Installing such a pivot joint on reliably articulates the walk-behind tractor frame with the adapter frame, leaving them free to rotate relative to each other in the vertical and horizontal planes
