Instructions for freight car bogies. Freight wagon bogie repair technology. Non-destructive testing of components and parts of bogies
The main malfunctions of bogies are wear of rubbing parts, cracks and fractures of cast side frames and bolsters, weakening of rivets of friction bars, and misalignment of bearing gaps. The magnitude and intensity of wear and damage are decisively influenced by right choice material of parts, compliance technological process manufacture, repair and assembly of trolleys, timely detection and elimination of faults.
In addition to the parts of the friction damper, the holes of the brackets for the rollers of the brake shoe suspensions, the holes of the bracket of the dead center holder, the inclined surfaces and bearings of the bolster, the details of the horizontal bearings, as well as the guide and bearing surfaces of the axle box openings of the side frames, are subject to intensive wear due to friction. At thrust bearings, the inner surfaces of the outer shoulder along the axis coinciding with the longitudinal axis of the car, and the supporting surfaces wear out most quickly. Their average wear rate is 0.8 and 0.4 mm per year, respectively. With significant wear, conditions are created for the relative movement and impact of center plates and bolsters and the formation of cracks in them.
Increased wear in the brake transmission joints leads to an increase in dynamic loads on them and can be the cause of cracks.
Cracks and breaks in the side frames and bolsters occur due to significant dynamic loads, hidden defects in
casting, metal fatigue phenomena, the presence of nicks and burns on the surface of parts from electric welding, which are stress concentrators. Particularly difficult are the operating conditions of the side frames, which are unsprung parts.
Causes of cracks and fractures of bogie parts may be violations of the rules of operation and assembly.
Friction bar rivet loosening and breakage is due to their stepped wear, which leads to wedge and bar impacts.
In four-axle bogies, there are cracks in the connecting beam in the area where bearings, center plates and center bearings are located.
In the side frames of the TsNII-KhZ (18-100) bogies, cracks are most likely in the corners of the axle box and spring openings, in the inclined, lower and upper chords, and in the tides for the rollers of the brake shoe suspensions. When inspecting bolsters, special attention should be paid to thrust bearing areas, side bearing supports, sloped surfaces and casting hole locations.
It is not allowed to operate wagons in the bogies of which there are cracks in the side frames and bolsters, the absence or fracture of the bearing cap and its bolt. In operation, the gaps between the bearings of the bogies and car frames should be controlled. The total gap between the bearings on both sides of the bogie for four-axle cars must be at least 4 and not more than 20 mm. The absence of gaps between the side bearings along the diagonal of the car is not allowed. For gas tanks, the total clearances in the bearings must be at least 4 and not more than 16 mm. In addition, gas tanks are not allowed to have gaps on at least one side of the bogie.
For eight-axle cars, the total gap between the bearings of the connecting and pivot beams for one bogie must be at least 4 and not more than 15 mm, and between the connecting and bolster beams - not less than 4 and not more than 20 mm for each two-axle bogie.
If at least one of the listed faults is detected, the car is sent to the current uncoupling repair.
Organization of work during the repair of freight car bogies
Input control of bogies at depot and overhaul produced after the wagons are put into repair positions.
At the same time, the position of the parts of the spring set, the overestimation of the friction wedges relative to the bolster, the presence of free movement of the friction wedges and springs, the gaps between the side bearings of the bogie and the frame of the car are checked. The results of the checks are recorded in the defective statement and used in the repair of parts and assemblies.
Check the service life of cast parts, which should not exceed 30 years.
Repair of bogies with planned types of repairs is carried out in bogie departments by the in-line or in-line conveyor method. Regardless of the method of repair, the bogie department must have positions for washing, disassembling, assembling, repairing and accepting finished bogies. Repair positions are equipped with stands, non-destructive testing tools and technological equipment that allow you to maximize the mechanization of the work performed, increase labor productivity and provide the necessary quality of repair
Before washing, the trolley frame is removed from the wheelsets, installed on a technological trolley, which feeds the frame into the washing machine with a traction winch. Washing of bogies with wheelsets that do not require a complete revision of axle boxes is not allowed.
Washing is carried out with a washing solution of the ML-52, MS-8, "Labomid-101" types heated to a temperature of at least 60°C at a concentration of 30 g/l under a pressure of 19 kgf/cm 2 . After washing, the trolleys are thoroughly cleaned of flaking rust and destroyed paintwork. Particular attention is paid to the cleaning of controlled areas (Fig. 6.1, 6.2).
After cleaning, the bogie frame is installed at the disassembly position, where the linkage, kingpin, spring set, bearing parts and side frames are dismantled in sequence. Monitoring the technical condition of the side frames and bolsters includes visual inspection, measurement of wear and defects using tolerance control tools (templates) and non-destructive testing. The VD-12NF eddy-current flaw detector or DF-type flux-gate testing devices (DF-1, DF-103, DF-105, DF-201) are used as non-destructive testing means for side frames and bolsters of bogies. Flaw detection of bogie parts is carried out in full compliance with the requirements of the “Technological Instructions for Tensile Testing and Non-Destructive Testing of Car Parts” No. 637-96
Rice. 6.1. Scheme of controlled areas on the side frame of the trolley:
1 - the angle of the box opening is internal; 2 - outer box opening angle; 3 - belt over box opening; 4 - upper belt; 5 - inclined belt;
- spring opening angle;
- window collars
PKB TsV Ministry of Railways of Russia. Before carrying out flaw detection, it is necessary to inspect the controlled parts visually on the contacting stand using a magnifying glass of seven times, a portable lamp with a supply voltage of 12 or 36 V, a metal brush, and templates. All surfaces of the bolsters and side frames are subjected to visual inspection. Discovered at
Rice. 6.2. Schemes of controlled areas on the bogie bolster:
visual inspection, defects are circled with chalk and re-checked by the eddy current, fluxgate or magnetic particle method.Inspection positions should be equipped with stationary or mobile stands that allow the extension of the side frames and tilting to a position convenient for inspection of the side frames and bolsters.
1 - lower belt; 2 - upper belt; 4 - thrust bearing; 5 - inclined plane
The stand (Fig. 6.3) is used for disassembly, control and repair of bogie parts. Trolley 18-100 is installed on the stand by an overhead crane, while the side frames and the bolster fall into the sockets of the corresponding turning mechanisms. With a cylinder 1 the bolster rises relative to the side frames, releasing the spring sets. After
Beam Frame
Rice. 6.3. Scheme of the stand for the repair of freight car bogies:
1 - cylinder of the bolster lifting mechanism; 2 - the cylinder of the mechanism for turning the bolster; 3 - sliding mechanism cylinder; 4 - side frame swivel cylinder
removal of friction wedges and springs, the side frames are brought out of the dimensions of the bolster with the help of sliding pneumatic cylinders 3. In this position, the side frames and bolsters are checked and repaired. To ensure the convenience of the work performed, the side frames and bolsters can be rotated by turning pneumatic cylinders 2 And 4. The return of the repaired side frames and bolsters to their original position is carried out by the listed mechanisms in reverse order.
Tilters must ensure inspection of the bolster and side frame with their rotation by 180 ° relative to the longitudinal axis. Zones of parts are subject to non-destructive testing in accordance with Fig. 6.1 and 6.2.
The presence of cracks in the details of the bogies is not allowed, with the exception of cracks that are eliminated in accordance with the current repair documentation. Parts of bogies with wear more than acceptable standards are repaired by welding and surfacing, followed by machining to drawing dimensions. It is allowed to repair side frames and bolsters with a service life of not more than 28 years.
Welding and surfacing work on the parts of the bogies is carried out at special welding positions equipped with tilters, electric welding, gas welding equipment and other devices.
15 June Repair Techniques
Machining of deposited surfaces and welds is carried out on specialized machines, as well as drilling, milling and planing machines equipped with the necessary devices.
Repaired and tested bogie parts are delivered to the assembly position.
After assembling and checking the quality of the repair, the established stamps and inscriptions are applied to the bogies, painted, and after rolling under the car, the final inspection of the repaired bogies is carried out.
Side frame repair
The repair of the side frames of the bogies consists in restoring the worn-out rubbing places and welding the allowable cracks.
Bracket bushings 1 (Fig. 6.4) for suspension rollers, brake shoes are replaced during major repairs, regardless of the amount of wear. During the depot repair, the bushings must be replaced when worn for more than
mm. If the diameter of the hole for the bushing is more than 45 mm, the hole is drilled to a diameter of 50 mm, a metal bushing with an inner diameter of 45 mm is installed and it is scalded around the perimeter.
Wear of guide surfaces for axle boxes 2 allowed in the width of the box opening not more than 4 mm during depot repairs and not more than 3 mm - during major repairs. When repairing by surfacing, wear should not exceed 8 mm per side. Worn bearing surfaces 3 with a wear depth of more than
mm can be eliminated by milling, provided that the remaining height of the tide of the supporting surface must be at least 0.5 mm.
If there are any cracks in the load-bearing areas, the side frames are rejected. It is allowed to repair by welding during planned types of repairs the following defects:
Rice. 6.4. Trolley side frame 18-100 226
■cracks 4 friction wedge guide collar or its splits;■ cracks 5 in the suspension bracket of the triangel, if their length is not more than 32 mm;
■ longitudinal crack 6 in the wall of the tide for the triangel suspension roller;
■ splitting of lugs 7 in the places where friction bars are fastened, if no more than two lugs are chipped off diagonally.
Repair by surfacing bearing surfaces 3 box opening is not allowed.
The allowable dimensions of the side frames of bogies 18-100 when they are released from the depot repair are shown in fig. 6.5.
When released from overhaul, the base of the side frame M should be no more than 2198 mm, and the distance between the guides for axle boxes - no more than 341 mm.
The distance between the walls of the opening for the spring set of the side frame and the outer jaws of the axle box openings is measured before setting the friction bars. Their difference (dimensions H 1 And H 2 ) should not exceed 3 mm. With a larger difference, the corresponding box jaws are subjected to surfacing, followed by processing on milling machines to drawing dimensions.
Rice. 6.5. The dimensions of the side frames of the bogies are 18-100 when they are released from the depot repair
The base of the side frame is measured with a template at a distance of 60 mm from the bottom of the guide plane (Fig. 6.5).
Size difference M the base of the side frames of one trolley is allowed no more than 2 mm.
Repair of bolsters and connecting beams
When examining the bolster (Fig. 6.6), determine the good condition of the upper, vertical, lower belts and columns, the supporting part
Rice. 6.6. Bogie bolster
bearing, the serviceability of the side bearings of the side bearings and the degree of wear of the rubbing surfaces. The internal surfaces of the beam are inspected with illumination through the technological holes of the upper and lower chords.
With planned types of repairs, it is allowed:
crack welding 5, 6,7 in the bearing surface of the thrust bearings, if they do not pass through the outer shoulder and their total length does not exceed 250 mm;
welding of longitudinal cracks 8 from the casting hole, if they do not go to the outer collar and their total length does not exceed 250 mm;
crack welding 9 in the corners between the restrictive collars and the inclined plane for the wedge;
crack welding 10 side supports of the bearing, if their length is not more than 100 mm;
welding of longitudinal cracks 2 inclined plane, not facing the restrictive collars;
spall surfacing 11 outer and inner shoulders of thrust bearings. If there is no inner shoulder, or the length of the breakaway part is more than half of its perimeter, or the kingpin hole has wear of more than 2 mm per side, the shoulder is restored by welding a bushing 15 mm high above the bearing surface of the thrust bearing;
I surfacing of inclined planes 12 and supporting surface 13 bearing, if wear exceeds 3 mm during depot repairs and 2 mm - during major repairs. The remaining thickness of the metal of the inclined surfaces of the bolsters must be at least 7 mm, and the thrust bearing - at least 18 mm;
■ surfacing of thrust ribs 14 bolsters that limit the displacement of the springs, with wear up to 8 mm.
cracks 1, 3, 4 cannot be repaired and the beam is excluded from the inventory.
Thrust outer and inner collars of thrust bearings are welded on if the remaining thickness of the outer collar is at least 11 mm, the inner collar is at least 7 mm.
Before execution welding work on the side frames and bolsters, it is necessary to heat the repaired area to a temperature of 250 + 300 ° C.
During depot repairs, inclined surfaces of bolsters 12 it is allowed to repair by welding strips or welding inserts. The slats and inserts are made from the same steels as the bolsters. It is allowed to use inserts cut from strips of rejected traction clamps after their inspection by flaw detection, as well as those made of steel grades st 3 sp and 20.
Welding of strips is allowed if the remaining thickness of the inclined plane is 6-9 mm. Inclined surfaces must be milled to a thickness of 8 or 6 mm to install a repair strip with a thickness of 10 and 12 mm, respectively.
Repair with inserts 18 mm thick is carried out if the wear of the walls of the bolsters over 9 mm is detected, including through abrasions and dips. Before installing the insert, a window is cut out in an inclined plane using manual oxygen cutting and a special jig. Prepared strips or inserts are placed on tacks and, after heating the inclined plane to a temperature of 200 + 250 ° C, they are welded by manual welding with electrodes of grades U ONI-13/45 or by semi-automatic welding in carbon dioxide with welding wires SV-08G2S or SV-09G2STs. The root seam in manual arc welding is made with electrodes with a diameter of 3 mm, the subsequent ones - with a diameter of 4-5 mm. The start and end of each pass must not be at the insertion corners. To reduce welding stresses, all seams, starting from the second, must be forged as the metal cools at a temperature of at least 450 ° C or below 150 ° C.
insert plate Forging at temperatures Surfacing 150+450°C is prohibited. The lower worn surface is welded flush with the surface of the insert or strip (Fig. 6.7). The quality of welding seams is checked by the magnetic particle method.
Rice. 6.7. Repair of inclined surfaces of the bolster
The cap of the slider with wear of more than 3 mm is repaired by surfacing or welding overlays. The height of the sides of the cap must be at least 76 mm, and narrow - at least 70 mm. The cap must be secured with a 12 mm through bolt with a nut, spring washer and cotter pin. To adjust the gaps between the bearings of the frame of the car and the bogie, up to four spacers 1.5-5 mm thick are installed under the bearing cap.Pivots with wear over a diameter of more than 3 mm are repaired by surfacing followed by machining.
When rolling under the car, the thrust bearings of the bogies are lubricated with graphite grease or used LZ-TsNII grease.
In the connecting beams of the welded structure of the model 18-100 bogies (Fig. 6.8), welding is allowed:
cracks in the welds of individual beam elements, regardless of their length;
cracks 1, 5, 6 with their depth up to 24 mm, regardless of length. If the thrust bearing needs to be restored by surfacing, the length of the crack 6 should not exceed 350 mm;
cracks 7, 8, 9, 10 not more than 250 mm long each. With simultaneous presence of cracks 8 And 9 on one side of the thrust bearing, the total length of the cracks should not exceed 250 mm;
Rice. 6.8. Connecting beam
■ cracks in the zone of extreme patches at the bottom of the beam with a total length of up to 400 mm. The working surfaces of the thrust bearing 4 and pyatnikov are repaired by surfacing or welding of plates with wear of more than 3 mm.Worn more than 2 mm per side king pin hole 3 restore by surfacing or welding of inserts.
Inspection and repair of connecting beams is carried out on tilting stands.
More specific requirements for the repair of connecting beams of bogies of eight-axle cars are set out in the Typical technological process for the repair of the connecting beam of a four-axle bogie TK-232.
Assembly and acceptance of carts
During the repair, all parts of the bogies are subjected to an intermediate quality check of the work performed. An intermediate check is carried out by foremen, foremen, heads of enterprises, as well as employees of technical control departments at car repair plants. Verification is performed visually, as well as using templates and other measuring instruments. For example, a template (Fig. 6.9) checks the wear and quality of repairs after surfacing and machining of each inclined surface of the bolster. A special barbell (Fig. 6.10) controls the distance between the slats and their non-parallelism.
The repaired and tested bogie units are sent for assembly, which is carried out in the reverse order of disassembly. On the tilting stand (Fig.
"1 1 |
Rice. 6.9. Template for measuring inclined surfaces of the bolster:
- installation frame;
- staples;3 - measuring sliders
When assembling a four-axle bogie, linkages of two-axle bogies are connected with a lower link and a connecting beam is installed on the thrust bearings of the two-axle bogies, and then the final assembly of the linkage is performed. After installing the connecting beam, check the gap between the axes of the internal
wheel pairs of bogies and the lower chord of the beam, which must be at least 85 mm from each end of the beam. The check is performed after rolling the bogies under the wagon.
Rice. 6.10. Gauge for measuring the distance between slats and checking if they are not parallel™
The side frames of one trolley must have the same base or with a difference of no more than 2 mm.It is not allowed to roll up wheelsets with a diameter difference:
for one two-axle bogie - more than 20 mm;
for two biaxial bogies - more than 40 mm;
for one four-axle bogie - more than 20 mm;
for two four-axle bogies - more than 40 mm.
The difference in height from the thrust bearings to the rail heads of two-axle bogies is no more than 12 mm, including for those included in a four-axle bogie.
The total clearances between the box body and the side frame guides must be within:
during depot repairs along the bogie from 6 to 15 mm, and across - from 5 to 13 mm;
during overhaul along the bogie from 6 to 13 mm, and across - from 5 to 11 mm.
Permissible gaps between the side frame and the body of the box - no more than 1 mm.
The selection of side frames and bolsters in the kit is carried out according to age groups in accordance with the repair documentation.
After rolling under the car, the total gaps between the side bearings of the car frame and the bogie are checked on both sides of each end of the car, which should be within 6-16 mm for four-axle cars, and 6-12 mm for hoppers and dump cars. For four-axle bogies, the gaps between the bearings of the connecting beam and the bearings of the bolsters in total for each bogie should be within 4-10 mm, and between the bearings of the car frame and the connecting beam - 4-12 mm. For all types of wagons, the absence of gaps between side bearings located diagonally is not allowed.
After the repair and acceptance, the side frames and bolsters are stamped with the number of the repair company, the date of repair and the code of the owner state.
During a major overhaul, the carts are completely painted, and during a depot repair, only in places with a damaged protective coating. Coloring is done with oil paints or enamels. Inscriptions are applied to the side frames and bolsters with white paint. After the depot repair, the first and last three digits of the car number are applied, and after the overhaul - the year of the repair, the plant number, the first and last three digits of the car number.
Trolley Repair Safety
Proper organization of the repair of carts should ensure the safe performance of all work. This is achieved through the use of serviceable mechanization and technological equipment at all stages of the repair, as well as strict compliance with safety requirements. Foremen and employees of trolley departments undergo periodic briefings on safe working methods and timely pass tests in knowledge of safety instructions and industrial sanitation.
Roll-in and roll-out of carts from under the car is carried out under the guidance of a foreman or foreman. The distance between the bogie and the protruding parts of the frame and other equipment of the raised car must ensure free rolling in and out of the bogies.
Transportation of trolleys must be mechanized. When rolling in and out of the bogies, it is not allowed to be on the bogie and in the way of its movement, as well as to place car parts in the immediate vicinity of the bogie being moved.
After installing the bogies on the tracks, the wheelsets should be wedged on both sides. Works on disassembly, assembly and movement of cast parts of bogies must be carried out with the help of tilting stands, lifting mechanisms or special equipment. Equipment must be inspected before starting work. At the same time, special attention is paid to the serviceability of grips, clamps and safety devices.
Hoisting cranes, grabs, stick devices are not allowed to be used if their service life has expired before the next survey. The heating of the rivets of the friction bars must be carried out on electric forges. Throwing heated rivets is not allowed. Rivets should be installed using hydraulic clamps.
When working with fluxgate, eddy current and magnetic particle flaw detectors, you should use the appropriate manuals for their correct and safe operation. Portable lamps must have a voltage of not more than 36 V.
The safety instructions must be posted in a conspicuous place in the trolley compartment.
Restoration of elements and parts of bogies is carried out by employees of the bogie repair section, in accordance with technological instruction for the restoration of parts for bogies model 18-100 TI 600.25100.00002.
Inspection of bogies, measurement of parts (with the exception of triangles, springs and friction wedges, which are inspected and measured by a r.p.s. mechanic), control over compliance with the repair technology of bogies, compliance with safety and labor protection is carried out by the site foreman.
When replacing the side frames of the trolley, their bases must be the same or have a difference of no more than 2 mm. The base of the side frames is determined by the number of "bumps" on the inclined belts of the side frame (it must be the same) and is confirmed by a mandatory instrumental check (template).
The technical condition of the parts of the lever brake transmission must comply with the requirements of the "Instructions for the repair of brake equipment of cars" TsV-TsL-0013.
Before rolling the bogies under the wagons, the friction surfaces of the center pads, thrust pads and side bearings must be lubricated with USSA graphite grease (GOST 3333-80), or LZ-TsNII used grease, or grease, and with uniform wear of the bearing surface of the thrust bearing up to 5 mm, it is allowed to put a generously lubricated polymer gasket.
The thickness of the gasket should be equal to the size of the thrust bearing depth of 3-5 mm allowed without repair.
When two-axle bogies are rolled under the car, the total gap between the bogie side bearings and the car frame on both sides of the bogie for all types of four-axle cars must be at least 4 mm and not more than 20 mm, except for hoppers for transporting coal, hot sinter, apatites, hopper-dosers TsNIM -2, TsNII-3 and VS-50 dump cars, in which the gap must be at least 6 mm and not more than 12 mm. For dump cars VS-80, VS-82, VS-85 - not less; 2 mm and not. over 20 mm. The absence of gaps between the bearings on one side of the car is allowed. The absence of gaps between the side bearings along the diagonal of the car is not allowed. The value of the total diagonal gap must be at least 6 mm.
When restoring the bearing surface of the thrust bearing to landscape dimensions or installing a new bolster, when installing a polymer gasket, the gap between the carriage frame pivot beam bearing and the bogie bolster bearing must be at least 7 mm and not more than 10 mm. In this case, the total gap between the bearings of the bogie and the car frame must be at least 14 mm and not more than 20 mm.
When rolling under 8-axle tanks of four-axle bogies, the total gap between the bearings of the connecting and pivot beams on both sides of one end of the eight-axle tank must be at least 4 mm and not more than 15 mm; between the connecting and bolster beams at both ends of the two-axle bogie, the total gap must be at least 5 mm and not more than 10 mm. The absence of gaps is not allowed:
- - between any two bearings of one four-axle bogie on one side of the tank;
- - diagonally of the tank between the bearings of the connecting and pivot beams;
- - diagonally of the four-axle bogie between the bearings of the bolster and connecting beams.
The technical condition of the brake equipment during the current uncoupling repair must comply with the requirements of Section II "Instructions for the repair of brake equipment of cars" TsV-TsL-0013, "Instructions for the operation of brakes of the rolling stock of Ukrainian railways" TsT-TsV-TsL-0015.
On the trolley rolled out from under the car, they additionally check the serviceability of the auto mode support beam (no bending) and its attachment points on the side frames of the bogie - the presence of bolts, nuts, cotter pins, rubber-metal elements under the beam supports, fastening the contact strip, adjusting the auto mode. On an empty car, the gap between the auto mode stop and the contact strip should be no more than 3 mm.
It is not allowed to roll under the car bogies whose service life of bolsters or side frames (30 years) expires before the next scheduled type of repair.
The supporting and thrust surfaces of the side frame in the axle box opening are subject to repair in accordance with the instruction RD 32 TsV 052-2002.
It is not allowed to repair the side frame, in which the supporting surface in the axle box opening has local groove-like wear into the frame body. Worn vertical guide planes in the axle box opening (thrust surfaces) are restored by wear-resistant surfacing with a hardness of 240 - 300 HB, followed by machining to drawing dimensions.
Worn tides of bearing surfaces in the axle box openings of the side frames under the axle box body are machined over the entire plane of the tide to the maximum amount of wear. With a residual height of the tide of 3 mm or less, install replaceable gaskets on the plane machined on the machine. When processing the tide, the penetration of the tool into the body of the side frames is not allowed.
Replaceable gaskets are not installed on side frames that do not have a technological hole under the axlebox openings.
When side frames with welded pads on the supporting surfaces are received for repair, the strips are removed on the machine using the VNIIZhT technology and, after flaw detection, replaceable pads are installed on the supporting surfaces of the side frames.
It is allowed to repair the supporting surfaces in the axle box openings of the side frames with wear up to 4 mm. Replaceable gaskets developed by the Alloy Research Center are installed on the repaired surface.
After machine processing of the supporting places in the axle box openings of the side frame, non-parallelism of the supporting surfaces is allowed no more than 1 mm.
Irregularities in the transition from the machined surface to the raw surface along a radius of 55 mm must be cleaned.
Replaceable wear-resistant pads are installed during scheduled repairs of cars in all axle box openings of all side frames of one car.
During scheduled repairs of freight cars with rolling out and dismantling of bogies, wear-resistant gaskets are removed from the side frames for a complete examination of the side frame in the axle box openings. To do this, the “legs” of the gasket body are bent from the outside of the side frame.
Installing replacement gaskets is not allowed if:
- - cracks in the gasket body or plate;
- - spalls on the wear-resistant plate;
- - cracks in the weld between the wear plate and the gasket body.
- - uneven wear of the bearing surface of the wear-resistant plate relative to the unworn part of the surface by more than 2 mm.
Carts equipped with wear-resistant gaskets must interact with axle boxes restored to drawing dimensions.
Before rolling the bogies under the car, the thrust bearing and bearings are lubricated with graphite grease with the addition of 10% graphite or used LZ-TsNII grease.
Normative documentation used in the development of this final work:
Instructions for the repair of freight car bogies RD 32 TsV 052-99;
Two-axle bogies for freight cars of 1520 mm gauge mainline railways. Specifications, GOST 9246-99;
Guidelines for depot repair of 1520 mm gauge freight cars. TsV-587 2001;
Technological instruction for tensile testing and non-destructive testing of car parts. No. 637 PKB TsV, 1995;
Guidelines for repairing the bogie bolster of the TsNII-X3 bogie by welding. No. 453 PKB - TsV 1991;
Instructions for welding and surfacing during the repair of wagons and containers TsV 201-98.
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“UZBEKISTON TEMIR YOLLARI” DATK
TOSHKENT TEMIR YOL MUHANDISLARI INSTITUTE
Imoya?orishga
ru?sat berylsine
“Vagon va vagon Khzhaligi” department
MALAKAVY BITIRUV ISHI
Mavzu: Freight wagon bogie repair technology
Muallif: Rakhimov Sh.Sh.
Ra?bar: Bobrovskaya I.I.
Maslahatchilar: Abdullaev B.A.
Galimova F.S.
Tashkent - 2013.
abstract
The settlement and explanatory note of the final work on the topic “Technology for the repair of freight car bogies” contains 85 pages of text. It includes 9 tables, 26 diagrams, 4 appendices, 21 literary sources are used.
The graphic part consists of 5 sheets of A1 format.
Key words: Sidewall, Bolster, Thrust bearing, Triangel.
In the first part of the final work, the issues of the device of a freight car bogie and the requirements for its repair are considered.
In the second part, the development of a technical project for organizing the repair of bogies in the conditions of a wagon depot was carried out.
In the third part, mechanization means for the repair of the bogie are proposed, in particular, an installation for riveting friction bars; tilter of the side frames of the bogies, the calculation of the electric drive of the tilter was made.
Much attention in final work devoted to issues of labor protection and safety.
The calculation of the technical and economic indicators of the bogie section was made.
Introduction
1. a brief description of repaired freight car bogies
1.1 Arrangement of freight car bogies
1.2 Requirements for the repair of freight wagon bogies
1.3 Traffic safety in railway transport
2. Organization of production in the trolley shop
2.1 Purpose of the trolley section
2.2 Method and organization of trolley repair positions
2.3 Relationship of the bogie section with other sections of the depot
2.4 Significance of the site in the structure of the car depot
2.5 Calculation of the repair program of the bogie section
2.6 Production structure of the trolley section
2.7 Choice of a repair method and development of a technological scheme
2.8 Form of organization of production in the trolley section
2.9 Selection and calculation technological equipment Location on
2.10 Calculation work force bogie section
2.11 Calculation of the production area of the site
3. Freight car bogie repair technology
3.1 Malfunctions and repairs of side frames
3.2 Malfunctions and repair of friction bars
3.3 Malfunctions and repair of friction wedges
3.4 Malfunctions and repairs of bolsters
3.5 Troubleshooting and repair of connecting beams of four-axle bogies model 18-101
3.6 Painting carts
4. Mechanization of repair of freight car bogies
4.1 Trolley cast sidewall tilter
4.2 Spring testing machine
4.3 Rotary device for moving wagon bogies
4.4 A set of equipment for the restoration of bolsters by surfacing
4.5 Stand for surfacing of the side frame
4.6 Installing the friction strip riveting
5. Pedagogy
6. Labor protection
7. Calculation of technical and economic indicators of the bogie workshop
Conclusions and offers
Literature
Introduction
At present, the railway transport faces such tasks as increasing the reliability of the already existing obsolete rolling stock; increase in guaranteed plots; improving the safety of train traffic. With ever-increasing speeds of movement, an increase in the mass of freight trains, the issues of axle box reliability are most acute.
One of the tasks facing the railway facilities is to maintain the rolling stock in working condition with limited financial resources. Therefore, the process of restoring worn parts is an urgent task today.
Restoration of worn parts of the rolling stock provides savings in high-quality material, fuel, energy and labor resources. To restore the working capacity of worn parts, 5-8 times less technological operations are required compared to the manufacture of new parts.
However, the resource of restored parts, in comparison with new ones, in many cases remains low. At the same time, there are examples when the resource of parts restored by progressive methods is several times higher than the resource of new parts.
Freight car bogie operates in very complex and difficult conditions. The process of wear of its main parts is undesirable, but inevitable. Among the main disadvantages of the model 18-100 bogie is the insufficient wear resistance of the bolster bearing unit, which necessitates frequent repairs of the unit by welding and reduces the bogie's reliability.
In addition, increased wear in this unit worsens the dynamic and strength characteristics of the cars, which negatively affects not only the condition of the cars themselves, but also increases the wear of wheels and rails.
1. Brief description of the bogies under repairfreight wagons
trolley repair shop
Carriage bogies (Figure 1.1) are part of the running gear. They are designed to ensure the safe movement of the car along the rail track with the required speed, smooth running and the least resistance to movement. Bogie designs include wheelsets, axle boxes, spring suspension, return and stabilizing devices.
Figure 1.1. Trolley model 18-100
In addition to the elements listed above, the bogie has a frame on which parts of the spring suspension and braking equipment are mounted, as well as bolsters and other beams with thrust bearings and side bearings that directly perceive loads from the car body frame.
IN modern conditions bogie wagons are widely used in railway operation, which, compared with non-bogie structures, provide good fitting into curved sections of the track and less vertical movement when moving over uneven rails.
In addition, a system of elastic elements, vibration dampers, stabilizing devices and executive bodies of brake equipment are more rationally placed in the designs of bogies, which makes it possible to design cars with good running smoothness and a stable position of the body when trains move at high speeds.
Modern freight cars of mainline and industrial transport have two-, three- and four-axle bogies, and heavy-duty conveyors are equipped with multi-axle bogies, consisting of a set of the structures listed above. As a rule, these are models with single-stage spring suspension. The only exceptions are isothermal and some specialized wagons used to transport goods that require transportation at high speeds.
1.1 Freight wagon bogie arrangement
1.1.1 Trolley mdressedAnd 18-100
The main type of bogie operated under freight cars is a two-axle bogie with cast side frames of the TsNII-KhZ type (model 18-100) (TsNII is the former name of VNIIZhT, which developed this design, X is the first letter of the author's name Khanin, 3 is the third option). This trolley has sufficient strength and reliability in operation. Until 1972, the trolley was called just that - TsNII-KhZ. Now more commonly referred to simply by the model number 18-100. The scheme of the cart 18-100 is shown in Figure 1.2.
The bogie consists of two wheelsets, four axle boxes 1, two cast side frames 2, two sets of central spring suspension 5 and 6, a cast bolster 3 and a brake linkage 8, 9. The bogie brake is a shoe brake with one-sided pressing of the pads. The connection of the frame with the axle boxes is direct jaw, the support of the body on the bogie through the thrust bearing of the bolster, and when the body is tilted, additionally through the bearings. The bogie allows axle load up to 230 kN (23.5 tf) at a speed of 120 km/h and 235 kN (24 tf) at a speed of 100 km/h.
The frame (figure 1.3) consists of horizontal and inclined belts, as well as columns. In the middle of the frame there is an opening for central spring suspension, and at the ends there are axle box openings. Sections of inclined belts and vertical trough-shaped columns.
Figure 1.2. Model 18-100 Cart Schematic
Figure 1.3. Trolley frame
The horizontal section of the lower belt has a closed box-shaped section. On the sides of the middle opening there are guides 6, which limit the transverse movements of the friction wedges, and at the bottom there is a supporting surface with bolts and collars 7 for placing and fixing the springs of the spring set. On the inner side of this surface there are shelves 9, which are supports for the tips and holding the triangel in the event of a break in the suspension. At the locations of the friction wedges in each column 5 of the frame, one bar 8 is riveted. On the upper belt of the side frame there are brackets 4 for attaching the brake shoe suspensions. The axlebox openings have annular lugs 2 in the upper part, with which the frame rests on the axleboxes, and jaws 1 on the sides.
On the inner side of the upper belt (since 1984) or the inner side of the inclined belt of the frame (until 1983), five bumps 3 are cast, which serve to select the side frames when assembling the bogies. The selection is made according to the number of left (not cut) cones, corresponding to a certain size A between the outer jaws of the box openings. This ensures that the wheelset axles are parallel. Size A has six gradations: No. 0 - No. 5. If all the cones are cut down, then the frame has gradation No. 0 with a size between the outer jaws of 2181 ± 1 mm, with one uncut cone - gradation No. 1 with a size of 2183 ± 1 mm, etc. .d., increasing by 2 mm.
The bolster (Figure 1.4, a) is cast from steel 20GL or 20G1FL in the form of a beam of equal resistance to bending of a closed box section.
It has a thrust bearing 7, a shelf 7 for attaching the bracket 2 dead center brake linkage, bearings 3 for sliders, recesses (slots) 6 for accommodating friction wedges, collars 5 limiting the displacement of the internal springs of the spring set, and protrusions 4 holding the outer springs from displacement when the bogie moves. The center plate of the body rests on the thrust bearing 7, through the centers of which the kingpin passes.
Figure 1.4. Bolster
The support for the king pin is the pallet 11, which is located under the thrust bearing in the middle of the bolster. The king pin serves as the axis of rotation of the bogie relative to the body, and also transmits traction and braking forces from the bogie to the body and vice versa.
Figure 1.4. Bolster bearing
The spring suspension consists of two sets placed in the spring openings of the left and right side frames.
Each set (Figure 1.5, a) includes five, six or seven double-row coil springs 2 and 3 and two wedge 7 friction dampers. Each double-row spring consists of outer and inner springs with different windings - right and left, respectively. The number of double-row springs in the set depends on the carrying capacity of the car.
a - general view; b, c, d - installation diagrams of seven, six and five double-row springs, respectively
Figure 1.5. Spring kit for trolley model 18-100
Five springs are placed in carts rolled under the bodies of wagons with a carrying capacity of up to 50 tons, six - up to 60 tons and seven - more than 60 tons. In this regard, the location of the springs in the kit will be different (Figure 1.5, b, c, d ).
Figure 1.5. Spring set of the cart model 18-100 assy
The extreme side springs of the kit support the wedges of the vibration dampers. From below, the wedges have annular protrusions that do not allow them to be displaced relative to the springs in the horizontal plane, and with their upper part they enter the guides of the bolster. The operation of the wedge friction damper of the bogie was discussed earlier. Wedges are cast from steel 20L. The springs are made of steel 55C2, and the friction bars are made of steel grades 45, 30KhGSA or 40X.
Static deflection of the spring suspension from the container - 8 mm, from the gross weight - 46-50 mm. The coefficient of relative friction of the vibration damper is 0.08-0.10.
1.1.2 Trolley model 18-100M
To increase the overhaul runs of freight car bogies, the 18-100 model bogie was modernized according to the M1698 project. The essence of this modernization is to protect the main friction pairs of the bogie from wear in operation.
A replaceable gasket 6 mm thick is installed in the axle box opening of the side frame of the bogie (Figure 1.5, c).
A replaceable gasket 6 mm thick is installed in the axle box opening of the side frame of the bogie. (Figure 1.5, c)
In accordance with the project, typical friction bars are replaced with composite ones (Figure 1.5, e). A composite friction bar is installed in the friction damping assembly. It consists of two elements: a fixed friction bar (10 mm thick), which is riveted to the side frame, and a contact (movable) friction bar (6 mm thick), freely placed between the fixed bar and the vertical surface of the friction wedge.
Figure 1.5. Trolley model 18-100M
The steel friction wedges of the bogie model 18-100 are replaced with cast iron ones (Figure 1.5, d).
A wear-resistant element made of steel 30KhGSA is installed in the thrust bearing of the bolster in the form of a flat gasket (disk) (Figure 1.5, a).
The sliders are equipped with a wear-resistant cap (Figure 1.5, b).
The trolley 18-100, which has undergone this modernization, has the designation 18-100M.
On bogies that are recognized as fit after repair with the installation of wear-resistant elements, the letters “PM” are stamped, 70 mm high, which are applied with white paint in a rectangle (100 x 100 mm) on the upper belt of the cantilever part of the bolster, next to the stamps on the production of planned types of repairs.
These bogies must ensure the mileage of the car through the units and parts, with installed wear-resistant elements in the friction units, until the next scheduled type of repair, but not less than 160 thousand km. (empty + loaded).
1.2 Requirements for the repair of freight wagon bogies
Restoration of elements and parts of bogies is carried out by employees of the bogie repair section, in accordance with the technological instruction for the restoration of parts of bogies model 18-100 TI 600.25100.00002.
Inspection of bogies, measurement of parts (with the exception of triangles, springs and friction wedges, which are inspected and measured by a r.p.s. mechanic), control over compliance with the repair technology of bogies, compliance with safety and labor protection is carried out by the site foreman.
When replacing the side frames of the trolley, their bases must be the same or have a difference of no more than 2 mm. The base of the side frames is determined by the number of "bumps" on the inclined belts of the side frame (it must be the same) and is confirmed by a mandatory instrumental check (template).
The technical condition of the parts of the lever brake transmission must comply with the requirements of the "Instructions for the repair of brake equipment of cars" TsV-TsL-0013.
Before rolling the bogies under the wagons, the friction surfaces of the center pads, thrust pads and side bearings must be lubricated with USSA graphite grease (GOST 3333-80), or LZ-TsNII used grease, or grease, and with uniform wear of the bearing surface of the thrust bearing up to 5 mm, it is allowed to put a generously lubricated polymer gasket.
The thickness of the gasket should be equal to the size of the thrust bearing depth of 3-5 mm allowed without repair.
When two-axle bogies are rolled under the car, the total gap between the bogie side bearings and the car frame on both sides of the bogie for all types of four-axle cars must be at least 4 mm and not more than 20 mm, except for hoppers for transporting coal, hot sinter, apatites, hopper-dosers TsNIM -2, TsNII-3 and VS-50 dump cars, in which the gap must be at least 6 mm and not more than 12 mm. For dump cars VS-80, VS-82, VS-85 - not less; 2 mm and not. over 20 mm. The absence of gaps between the bearings on one side of the car is allowed. The absence of gaps between the side bearings along the diagonal of the car is not allowed. The value of the total diagonal gap must be at least 6 mm.
When restoring the bearing surface of the thrust bearing to landscape dimensions or installing a new bolster, when installing a polymer gasket, the gap between the carriage frame pivot beam bearing and the bogie bolster bearing must be at least 7 mm and not more than 10 mm. In this case, the total gap between the bearings of the bogie and the car frame must be at least 14 mm and not more than 20 mm.
When rolling under 8-axle tanks of four-axle bogies, the total gap between the bearings of the connecting and pivot beams on both sides of one end of the eight-axle tank must be at least 4 mm and not more than 15 mm; between the connecting and bolster beams at both ends of the two-axle bogie, the total gap must be at least 5 mm and not more than 10 mm. The absence of gaps is not allowed:
Between any two bearings of one four-axle bogie on one side of the tank;
On the diagonal of the tank between the bearings of the connecting and pivot beams;
On the diagonal of a four-axle bogie between the bearings of the bolster and connecting beams.
The technical condition of the brake equipment during the current uncoupling repair must comply with the requirements of Section II "Instructions for the repair of brake equipment of cars" TsV-TsL-0013, "Instructions for the operation of brakes of the rolling stock of Ukrainian railways" TsT-TsV-TsL-0015.
On the trolley rolled out from under the car, they additionally check the serviceability of the auto mode support beam (no bending) and its attachment points on the side frames of the bogie - the presence of bolts, nuts, cotter pins, rubber-metal elements under the beam supports, fastening the contact strip, adjusting the auto mode. On an empty car, the gap between the auto mode stop and the contact strip should be no more than 3 mm.
It is not allowed to roll under the car bogies whose service life of bolsters or side frames (30 years) expires before the next scheduled type of repair.
The supporting and thrust surfaces of the side frame in the axle box opening are subject to repair in accordance with the instruction RD 32 TsV 052-2002.
It is not allowed to repair the side frame, in which the supporting surface in the axle box opening has local groove-like wear into the frame body. Worn vertical guide planes in the axle box opening (thrust surfaces) are restored by wear-resistant surfacing with a hardness of 240 - 300 HB, followed by machining to drawing dimensions.
Worn tides of bearing surfaces in the axle box openings of the side frames under the axle box body are machined over the entire plane of the tide to the maximum amount of wear. With a residual height of the tide of 3 mm or less, install replaceable gaskets on the plane machined on the machine. When processing the tide, the penetration of the tool into the body of the side frames is not allowed.
Replaceable gaskets are not installed on side frames that do not have a technological hole under the axlebox openings.
When side frames with welded pads on the supporting surfaces are received for repair, the strips are removed on the machine using the VNIIZhT technology and, after flaw detection, replaceable pads are installed on the supporting surfaces of the side frames.
It is allowed to repair the supporting surfaces in the axle box openings of the side frames with wear up to 4 mm. Replaceable gaskets developed by the Alloy Research Center are installed on the repaired surface.
After machine processing of the supporting places in the axle box openings of the side frame, non-parallelism of the supporting surfaces is allowed no more than 1 mm.
Irregularities in the transition from the machined surface to the raw surface along a radius of 55 mm must be cleaned.
Replaceable wear-resistant pads are installed during scheduled repairs of cars in all axle box openings of all side frames of one car.
During scheduled repairs of freight cars with rolling out and dismantling of bogies, wear-resistant gaskets are removed from the side frames for a complete examination of the side frame in the axle box openings. To do this, the “legs” of the gasket body are bent from the outside of the side frame.
Installing replacement gaskets is not allowed if:
Cracks in the gasket body or plate;
Spalls on the wear plate;
Cracks in the weld between wear plate and gasket body.
Uneven wear of the bearing surface of the wear-resistant plate relative to the unworn part of the surface is more than 2 mm.
Carts equipped with wear-resistant gaskets must interact with axle boxes restored to drawing dimensions.
Before rolling the bogies under the car, the thrust bearing and bearings are lubricated with graphite grease with the addition of 10% graphite or used LZ-TsNII grease.
Normative documentation used in the development of this final work:
Instructions for the repair of freight car bogies RD 32 TsV 052-99;
Two-axle bogies for freight cars of 1520 mm gauge mainline railways. Specifications, GOST 9246-99;
Guidelines for depot repair of 1520 mm gauge freight cars. TsV-587 2001;
Technological instruction for tensile testing and non-destructive testing of car parts. No. 637 PKB TsV, 1995;
Guidelines for repairing the bogie bolster of the TsNII-X3 bogie by welding. No. 453 PKB - TsV 1991;
Instructions for welding and surfacing during the repair of wagons and containers TsV 201-98.
1.3 Traffic safety in railway transport
Currently, structural changes are taking place in the industrial complex of the Republic of Uzbekistan due to the faster growth of industries that produce final products.
For UTY and the entire railway transport, structural changes in the industry determine the need, priority areas and pace of development of the transport complex.
An increase in the level of safety of transport activities is carried out in this regard on the basis of a set of measures to reduce negative impact transport to environment, increasing the level of transport accessibility for business entities and the population, improving the quality of transport services in terms of timely transportation of goods and ensuring their safety, increasing the speed and comfort of passenger transportation.
The continuing increase in the freight turnover of the country's transport system determines the need to maintain a high level of traffic safety, which, in turn, requires appropriate financial investments.
An analysis of the causes of traffic safety violations shows that a significant number of them are due to an insufficiently high level of professionalism and low technological discipline of the personnel directly involved in the transportation process. This is due, among other things, to the fact that the number of independent participants in the transportation process is increasing every year in the transport services market, whose activities require system integration and standardization, since they significantly affect the safety of train traffic.
Accordingly, this requires further improvement of approaches to the organization of work to ensure safety in the process of implementing the Company's strategic program, as well as in other organizations participating in the transportation process.
Improving the safety of train traffic is a priority in the development of railway transport The industry and the company have done and are doing a lot to maintain the proper level of reliability of technical equipment and train traffic safety.
The level of operational safety that exists in the railway transport of Uzbekistan is the highest in comparison with other types of domestic transport. This not only testifies to the effectiveness of efforts in this area, but also imposes special requirements on the validity of changes in this system. The number of derailments and derailments of trains, both freight and passenger, as well as the number of deaths in these incidents, is decreasing. The number of accidents is consistently low.
However, by now, almost all the possibilities of the security management system for further development and expansion of functionality have been exhausted. Therefore, achieving the goal of ensuring guaranteed (normative) safety with a minimum amount of resources requires the application of new principles, methods and means of transition to a new target state of the transportation safety management system.
One of the directions for ensuring transport security is the formation of a system of technical regulation in railway transport.
Another area of work is the formation of a quality management system in accordance with the international standards ISO 9000 series and its refraction in relation to the traffic safety management system.
Measures to improve traffic safety and social responsibility of the Company state regulation, among which, along with technical regulation, should have a positive impact:
Company civil liability insurance;
Licensing of railway activities;
Accreditation as recognition of the competence of individuals or legal entities perform work on railway transport, subject to their compliance with the requirements for railway transport facilities;
Certification of railway personnel;
Metrological assurance of activities affecting safety;
State investigation of the causes of transport accidents with trains, their accounting and development of measures to prevent them in the future.
At the same time, train traffic safety is not only a technical category, but also an economic one. Maintaining security requires costs, both capital and ongoing, and security breaches tend to be accompanied by more or less damage. At the same time, the lack of investment resources, the high depreciation of fixed assets of railways, the lack of consistency in solving budgeting issues exacerbate the problem of ensuring traffic safety. Its solution requires a comprehensive scientific justification, including in conjunction with the general problem of ensuring the economic security of the industry.
Analysis of the state of traffic safety on railways shows that there are still many unresolved issues in the case of accident prevention. Violations of traffic safety complicate the transportation process, create a negative background in public opinion about the work of the Company.
In the shortest possible time, a significant increase in the level of transportation safety can be achieved, primarily as a result of the implementation of a number of measures, which include the automation of a number of operations, including:
Operational control (supervision) over the timeliness and quality of execution of technological processes;
Control of the residual resource of technical means;
Calculation of actual and predicted indicators of transportation safety;
This will allow determining the causes of traffic safety violations committed through the fault of the railway company, as well as other participants in the transportation process. The implementation of transport security measures should ensure:
* protection of corporate interests in determining liability for damage caused as a result of violation of traffic safety by other participants in the transportation process and the rational solution of problems of systematic and qualitative elimination of the causes of such violations;
* stimulating an increase in the level of traffic safety by all participants in transportation activities;
* provision of reliable data on cases of traffic safety violations.
The proposed approaches predetermine the required high level social responsibility of the Company and, accordingly, the high status of the Company in the domestic economy.
Each worker associated with the movement of trains bears personal responsibility for traffic safety in the scope of his duties.
Each employee of the railway transport is obliged to give a signal to stop the train or shunting train and take other measures to stop them in all cases that threaten people's lives or traffic safety, and if a malfunction of a structure or device that threatens traffic safety is detected, in addition, immediately take measures to protect hazardous area and troubleshooting.
Each employee of the railway transport must comply with the rules and instructions for safety and industrial sanitation established for the work performed by him.
Violation of the Rules for technical operation by railway workers entails disciplinary or criminal liability in accordance with applicable law.
2. Organization of production in the trolleysite
2.1 Purpose of the trolley section
The trolley section is a separate subdivision of the wagon depot with. Bukhara and is designed to perform the repair of bogies. The process of repairing bogies involves the following main operations:
rolling out bogies from under the wagons,
external cleaning and washing of trolleys,
disassembly into components and parts,
defect detection of parts and sorting them into groups (without repair, repair subject to rejection),
transportation of parts to the appropriate repair departments,
transportation of new or repaired parts,
trolley assembly,
delivery of the cart to the receiver, rolling under the car.
The trolley shop is managed by the head of the section, the foreman and foremen are subordinate, each of which is responsible for rhythmic and high-quality work. Work on fault detection and branding of parts and assemblies of bogies is carried out by the foreman of the bogie section, who has been trained, passed exams in the prescribed manner and has practical work skills.
The work of the site is organized in one shift lasting 8 hours with a five-day working week.
Master and foremen are obliged:
organize work in full accordance with the technological process and guidance documents;
provide high-quality repair of units and parts of bogies;
monitor compliance with safety instructions.
The main principles of progressive technology and advanced methods of work of the bogie section are:
organization of repair according to the method of replacing faulty parts and assemblies with pre-repaired ones;
mechanization of labor-intensive processes, the use of devices, pneumatic and power tools that provide high quality repair work and increase in labor productivity;
creation of modern technological processes for the repair of bogies;
strict implementation of instructions, rules, requirements of technological processes during the repair of cars in compliance with the parallelism and sequence of work;
timely and high-quality preparation of the inventory of works, provision of materials, spare parts and tools.
2.2 Method and organization of positions for repairing trolleys
Repair of bogies in the car depot is carried out by the in-line method.
The bogies rolled out from under the cars along the transverse track or with the help of a rotary device are fed to the track for receiving bogies for repair.
The bogie frame is removed from the wheelsets by an overhead crane and transferred to the first position of the bogie repair flow-conveyor line (PKL), and the wheelsets are rolled further along the transverse path to the wheel-roller section.
At position 1, the removed frame of the bogie is installed with the lower part of the bolster on the PKL carriage by an overhead crane, and the process of developing the bogie begins. Here the king pin is removed, the bolts securing the bearing caps are unscrewed or cut off, the caps with gaskets are removed, the sets of springs and friction wedges are disassembled.
Upon completion of these works, the trolley frame is moved by the transporting body to the washing machine (position 2), where the trolleys are cleaned and washed.
At position 3, the lever transmission is disassembled and the triangles are removed. To do this, the rollers of the vertical levers are removed, which allows you to remove the vertical levers themselves, the bottom thrust, and then the triangel along with the shoes and blocks.
At position 4, the side frames are moved apart from the bolster with a special device and placed on the flaw detection unit.
Currently the most effective methods non-destructive testing are the eddy current method of testing with the VD-12NF flaw detector and the fluxgate.
The ferroprobe method fits better into the flow-conveyor repair method.
Using these methods, all fatigue defects in the form of cracks in the side frames and bolsters are detected.
In addition, side frames and bolsters are inspected at this position in order to identify spalls, loosen the rivets of the friction bars and measure the dimensions of the bogies in the wear zones.
Assembly units with cracks are rejected in accordance with the requirements of Section 3, and parts with excess wear are removed from the PCL and transferred to the appropriate production areas, where these surfaces are welded and machined, as well as the friction plates and bushings of the brackets for the shoe suspension rollers are changed.
After completing the above work, the side frames and bolsters are transferred to position 5.
Position 5 is the position of the start of assembly work. A bolster is installed on the support of the conveyor carriage, on the ends of which I hang
t side frames. Springs and friction wedges are installed on the lower belt of the spring opening.
Position 6 - designed to assemble the linkage. Here the installation of triangels is carried out, the suspensions are inserted into the sockets of the shoes, the rollers are installed in the holes of the suspensions and brackets of the side frames, the brake pads, vertical levers are installed, which are connected by a spacer rod.
The linkage assembly units installed at the 6th position are connected using the earring rollers with the dead center holder and vertical levers, the vertical levers are connected to each other, to the triangle and other parts with lubrication of all swivel joints.
Position 8 - designed to install bearing caps. pivots, delivery of the bogie frame to the receiver and installation of the bogie frame on wheelsets.
Position 9 and 10 - the trolleys are painted and dried, respectively.
2.3 Relationship of the bogie section with other sections of the depot
The bogie section interacts with the car assembly and wheel-roller sections.
The bogies, rolled out from under the car, are fed into the bogie section, where the wheelsets are disassembled and, during disassembly, are fed into the wheel-roller section for their inspection and repair.
The bogie section can be arranged in series or in parallel with respect to the wheel section.
2.4 Significance of the site in the structure of the car depot
The bogie section is one of the main sections of the wagon depot and the work of the wagon assembly and wheel sections depends on its operation.
In the event of failures in the operation of the bogie section, the wheel section will not receive the required number of wheel sets for repair, the car assembly section will not receive bogies for wagons, the rhythm of the production line of the entire wagon depot will be disrupted, which will inevitably lead to failure of the plan.
Therefore, the performance of the bogie section must be consistent with the capacity of the car assembly section. This will give the necessary rhythm to the production process as a whole along the production line of adjacent sections.
2.5 Calculation of the repair program of the bogie section
The production program of the bogie section depends on the number of bogies coming for repair from the car assembly area. To calculate it, it is assumed that from under the cars undergoing depot repair, all bogies should roll out from under the cars and go to the bogie section for repair, and from under the cars of the current uncoupling repair - 20-25% of the number of cars being repaired in the car assembly plot. According to the task, the annual program for the repair of cars in the depot is 2000.
Therefore, for depot repair it is necessary to repair
N d= N*2 = 2000 * 2 = 4000 carts,
where N b - program depot repair of wagons, 2000.
For current uncoupling repair
N T = N d* 0.25 = 4000 * 0.25 = 1000 carts.
Thus, the annual program of the bogie section
N= N d+ N T = 4000 + 1000 = 5000 carts.
2.6 Production structure of the trolley section
The bogie section includes several departments: dismantling, washing, inspection and sorting of parts, repair and assembly of frames, bolsters, spring suspension parts, vibration dampers, assembly of brake parts, repair and assembly of the axle box, general assembly areas, inspection and painting of bogies . In the areas for the repair of freight car bogies, a department for the repair, filling and processing of plain bearings is organized.
When equipping, planning and arranging sections and production lines, it is necessary to observe the sequential placement of equipment, stands, production lines, workplaces and storage areas in the course of the technological process. This bet should strive not only to ensure direct production and the most rational specialization of work at each site, but also to achieve the best use of technological and transport equipment.
The production process of repairing freight car bogies includes a significant number of various operations - technological and transport, from disassembly and cleaning of bogies, troubleshooting and repair of their parts, and ending with complete assembly and testing of repaired bogies.
Old bogies, rolled out from under the cars in the assembly shop, are delivered by an overhead crane of the transport corridor to the dismantling stalls of the undercarriage section. These stalls are located on a path that is elevated from the floor to allow easy access to the bottom of the carts.
Carts are dismantled in a certain order. First, the linkage assemblies are removed, the king pin and side bearings are removed, and then the belt carts are turned over 180 ° with an overhead crane and in such a more convenient position, the nuts of the axlebox and shoe bolts are unscrewed, the bolts are knocked out, the lower belt is removed and the wheel pairs with axleboxes are removed. After that, the trolley is turned over to its original position and all other components and parts are removed.
Dismantling of bogies with molded sidewalls is easier. First, the units of the brake linkage are disassembled, then the bolster is slightly lifted with a crane and the spring sets are removed, after which the sidewalls are raised until the openings exit the axle boxes, the wheel sets are rolled out, and the sidewalls are laid on the platform near the washing machine.
The wheel pairs, after removing the axle boxes from them, are transferred by an overhead crane to the wheel compartment of the running gear section, the springs and springs are sent for repair to the spring compartment, the bearings to the roller compartment, and all other parts to the washing machine to clean them from dirt.
The washed parts and assemblies are fed by crane to the inspection site, where they are carefully examined, cracks, tears and wear are identified, the amount of repair is determined and sorted into fit, repairable and unserviceable.
Repair of cast sidewalls of bogies is currently being carried out in a specialized department of the undercarriage section. After cleaning on a washing machine, all sidewalls will be transferred to a rack by an overhead crane to determine the scope and nature of the repair.
From the rack, the sidewalls will be fed by an overhead crane to the conveyor, on which there are six repair positions.
The repaired sidewalls will be removed from the conveyor by an overhead crane and stacked on a rack or transferred directly to the bogie assembly conveyor.
Repair of bolsters and cross-links is carried out at specialized production sites equipped with equipment and technological equipment for complex mechanization of work.
The repaired bolsters and cross braces are stacked on racks by an overhead crane, from where, as necessary, they are fed to the conveyor for assembling bogies.
The bogies are assembled on a reverse-pulsing conveyor in accordance with the technological process.
On the conveyor there are six workers and one spare position where certain production operations are performed in a given, automatically controlled rhythm lasting 11 minutes.
The repaired trolleys are moved by an overhead crane to a transverse track for delivery to the assembly shop.
The list of operations of the production process of repairing freight car bogies:
1. Disassembly. 2. Cleaning, washing. 3. Repair of side frames. 4. Repair of bolsters. 5. Surfacing. 6. Electric welding. 7. Machining.
8. Picking. 9. Assembly. 10. Coloring. 11. Drying.
2.7 Choice of a repair method and development of a technological scheme
Carts and their parts are repaired by the in-line method. The introduction of the in-line method ensures a more rational division and use of labor and the widespread use of mechanization and automation of work, which greatly reduces the downtime of trolleys in repairs and improves the quality of repairs.
In the conditions of in-line production at the repair site for freight car bogies, specialized single-subject production lines are organized for disassembly and general assembly of bogies, repair of side frames, bolsters, axle boxes, parts of the linkage of the brake and other parts of the bogies.
Each production line is equipped with a conveyor of the appropriate design and equipped with a device that provides automatic control of processes in accordance with the selected rhythm of work.
The organizational feasibility of using the in-line repair method is determined by the size of the repair plan, the stability of the plan by months, and the specialization of production.
The calculation of the minimum output of products at which the organization of production lines is appropriate is based on the ratio between the fund of production lines and the established cycle time (simple repair and number of positions).
The calculation is carried out according to the formula:
where N- repair program (min);
T etc - 3.208 - the rate of downtime in the repair of the product, hours;
F pH- 2012 - nominal fund of working hours, hours;
K in - 1 - the number of products in one position.
We have found the minimum output of trolleys suitable for in-line production. Since the program of the designed bogie section is more N min , (1881,5<5000), то внедрение поточного метода ремонта тележек для данного производства будет целесообразным.
Having chosen the in-line repair method, we will determine the parameters of the production lines: beat, rhythm, tempo, front, number of positions, length of positions.
The nominal working time fund is taken equal to F=20.2.
The cycle of a certain production line is determined by the formula:
where h pl- coefficient taking into account the loss of the time fund for servicing jobs (t about), equipment repair (t p) and regulated breaks (t p).
For a preliminary calculation, you can take h pl = 0,85.
The front of the production line (the number of simultaneously repaired products) is determined by the formula:
where T etc - the complexity of the repair of this unit, details.
The front of the production line for dismantling carts
F 1 == 1 t.
The front of the production line for the repair of sidewalls
F 2 == 2 b.
The front of the production line for the assembly of carts
F 3 == 1 t.
The estimated number of positions on the line is determined from the expression:
For dismantling and assembling carts:
AND 1 = = 1 pos.
To repair sidewalls:
AND 2 == ~ 2 pos.
The position length is determined by the length of the products being repaired on the line and the distances between them.
For dismantling carts:
l 1 \u003d 2 (2.8 + 1) \u003d 7.6 m.
To repair sidewalls:
l 2 = 0.8 m.
To assemble carts:
l 3 \u003d 2 (2.8 + 1) \u003d 7.6 m.
The estimated length of the production line is determined by the formula:
L pl= And n*l
For dismantling carts:
L pl1 = 2 * 7.6 \u003d 15.2 m.
To repair sidewalls:
L pl2 = 2 * 0.8 \u003d 1.6 m.
To assemble carts:
L pl3 = 2 * 7.6 \u003d 15.2 m.
2.8 Form of organization of production in the trolley section
The organization of production is that component of the overall task of achieving the efficiency of the site, which is resolved not in isolation, but in the general complex of technical, organizational, economic, ensuring an increase in the level of mechanization and automation of technological processes, creating the necessary conditions for the growth of labor productivity.
The general requirements underlying the rational organization of production and the technological process are specialization, proportionality, parallelism, direct flow, continuity, rhythm, automation.
Based on this, the design of the organization of production should provide:
Compliance of design solutions with solutions in the field of advanced engineering and technology;
The stability of the technological process under the conditions of a given operating mode;
Specialization of production, development of its progressive forms, raising the level of economically expedient concentration and cooperation;
Formation of a rational production structure;
Reliability and synchronization of the operation of technological equipment, individual devices and technical means, as well as their interaction;
Reducing the cycle of processing products, the time they are in production;
Product quality control.
When repairing carts, only the in-line repair method is possible, since appropriate equipment is needed for each type of work.
Consequently, one of the signs of in-line production about the location of equipment in the order of the sequence of the technological process is predetermined by the nature of the technological process.
The next sign of in-line production is a sign that determines the mechanization of the transportation of the object of labor. Workplaces are specialized to perform certain operations of the technological process. Only the sign of equality in the duration of operations at each workplace does not stand up, since the productivity of the washing machine is not equal to the productivity of the machine for painting and drying carts.
A feature of the in-line form of organizing production in the trolley section is that the position should be considered not only and not so much the workplace, but the corresponding department of the site.
2.9 Selection and calculation of process equipment at the site
The equipment of the site is divided into production, auxiliary, lifting and transport and energy.
Production equipment includes: metal-cutting machines, presses, washing machines, special stands and installations, on which all the main technological operations for processing, painting and testing products are performed.
The required number of units of production equipment of each type is determined by the formula
B R = ,
where T FROM- the complexity of processing a unit of product on equipment of this type, machine-hour;
F rd= 2012 - the actual annual fund of the operating time of equipment of this type.
The complexity of the repair of the product is taken from the "Typical, technically justified enlarged norms of time" for the repair of the corresponding unit of the car.
The equipment that cannot be determined by calculation is accepted for technological reasons based on the experience of existing enterprises.
The required number of units of production equipment for the trolley section of the depot was calculated.
Washing machine
B R = ? 1m.
Electric welding machine - we accept 2 pcs.
Machine for processing hard-faced areas of bolsters
B R = ? 1 st.
Radial drilling machine
B R = ? 1 st.
Side rail processing machine
B R = ? 1 st.
Installation for semi-automatic surfacing of bearings
B R = ? 1 mouth
Gliding Machine
B R = ? 1 st.
Vertical drilling machine
B R = ? 1 st.
The rest of the equipment is selected in accordance with the technological process and based on the experience of advanced car repair enterprises.
Table 2.1 List of trolley station equipment
lifting device |
||
Side spreader |
||
Tilter |
||
Paint booth |
||
Pin End Machining Machine |
||
Triangular test press |
||
Milling machine |
||
Drilling machine |
||
planer |
||
sharpening machine |
||
Stand for testing brake rods |
||
Stand for testing brake levers |
2.10 Calculation of the labor force of the bogie section
The required number of workers is determined by the formula:
where N- annual bogie repair program, 5000;
T- the complexity of repairing the trolley assembly;
H pl- monthly norm of working hours, 168.8 hours;
TO etc- coefficient taking into account the growth of labor productivity for the planned period, 1.08.
Washing machine operator:
Riveter:
Electric welder:
Defectoscopist:
Total: f = f 1 + f 2 + f 3 + f 4 + f 5 = 1 + 2 + 4 + 5 + 1 = 13 people.
The calculated contingent of workers is distributed by profession and qualification. Additionally, the staff for servicing and organizing production is calculated. Calculations are made in table 2.2:
Table 2.2 Calculation of the staff by profession and qualification
When working on a conveyor line, it is necessary to add 2-5% of the total number of reserve workers to the number of workers obtained by calculation to replace those temporarily absent from the line, as well as to eliminate delays, defects, etc.
Then the total number of workers will be:
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1. Introduction …………………………………………………………………………………. 8
2. Purpose and composition of the trolley compartment ………………………………………….. 8
3. Calculation of the number of employees of the trolley section ……………………………… .. 10
4. Calculation of site equipment ……………………………………………………………… 12
5. Repair of carts …………………………………………………………………………... 13
5.1. Incoming control of bogies …………………………………………………………. 13
5.2. The order of disassembly and washing …………………………………………………………. 13
5.3. Non-destructive testing of components and parts of the bogie ……….………. fourteen
5.4. Disassembly of the cart ………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… 15
5.5. Fault detection of components and parts of bogies ………………………………… 18
5.6. Repair of side frames ………………………………………………………………….. 21
5.7. Bolster repair ………………………………………………………….. 25
5.8. Cart sliders …………………………………………………………………… 30
5.9. Requirements for the spring kit …………………………………………….. 31
5.10. Friction wedge repair ……………………………………………………… 33
5.11. Assembly of carts after repair ………………………………………………………. 35
5.12. Checking the quality of repairs………………………………………………………… 35
5.13. Application of stamps, marks after repair……………………………. 36
5.14. Coloring of carts……………………………………………………………………….. 37
5.15. Stencils applied with oil paint……………………………………….. 39
5.16. Control of trolleys when leaving the repair………………………………………….. 39
5.17. Record keeping …………………………………………………….. 40
5.18. Modernization of the vertical lever of the brake linkage…………. 47
6. Modernization of bogie units …………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………….
6.1. General provisions ………………………………………………………………….. 51
6.2. Modernization of the assembly friction wedge and bar of the spring kit ……… 51
6.3. Modernization of the bearing unit of the bolster ………………………. 54
6.4. Modernization of the inclined planes of the bolster …..………………… 55
6.5. Modernization of the side frame………………………………………………………. 55
6.6. Replacing the caps of the bolster ……………………………………………… 57
6.7. Requirements for the performance of surfacing and electric welding …………. 58
6.8. Quality control and evaluation of parts after welding and surfacing………………….. 58
6.9. Personnel qualification requirements……………………………………………. 58
6.10. Output control of bogies repaired with installation
wear-resistant elements………………………………………………………….. 59
7. Safety measures when working in the trolley compartment ……………………………… 60
APPS
Annex 1. Layout of the trolley compartment equipment ..…………….. 72
Appendix 2. List of equipment of the trolley compartment ..............................……………….. 74
Appendix 3. List of non-destructive testing tools used in
trolley compartment.....…………………………………………………. 75
Appendix 4. List of measuring tools and technological
fixtures ...............…………………………………………………… 76
Appendix 5. A minimum stock of basic spare parts and materials,
used in the repair of wagons...................………………………….. 79
Appendix 6. Journal of acceptance of repaired freight trucks
wagons f. VU-32 ………………..………………………………………….. 80
Appendix 7
frames and bolsters of freight car bogies …………………... 81
Annex 8. Summary list of rejection of bogie side frames
freight wagons ………………………………………………………….. 82
Appendix 9. Summary list of rejection of bolsters
freight car bogies …………………………………………………. 83
Change registration sheet ............................……………………………………………………….. 185
1. INTRODUCTION.
1.1. This technological instruction applies to the depot and overhaul of two-axle bogies model 18-100 in the Shakhunya carriage repair depot of the Gorky Directorate for the repair of carriages - a branch of Russian Railways OJSC.
1.2. This technological process for the repair of bogies was developed on the basis of the "Instructions for the repair of freight car bogies" RD 32 TsV 052-2002, "Instructions for the repair of freight car bogies model 18-100 with the installation of wear-resistant elements in friction units" RD 32 TsV 072 -2005, the governing document ""Methodology for measuring bolsters, side frames, springs and spring sets when carrying out planned types of repair of bogies 18-100"" RD 32 TsV 050-2005, "Instructions for the repair of brake equipment of cars" TsL-945, guidelines for non-destructive testing RD 32.174-2001, RD 32.149-2000, RD 32.150-2000, RD 32.159-2000, Instructions for welding and surfacing during the repair of freight cars TsV-201-98, Tensile testing methods for freight parts and passenger cars No. 656-2000 PKB TsV, Triangel repair manuals R 001 PKB TsV - 97 RK, Methods of AEC side frames and bolsters No. 682 - 2005 PKB TsV.
2. GENERAL PROVISIONS.
2.1. This set of documents establishes:
Organization of trolley repair;
Safety precautions when repairing trolleys;
Methods of repair and control of bogie parts;
The norms and requirements that bogies must meet when they are released from depot and overhaul;
The procedure for performing transport operations;
The procedure and places for applying stamps;
Accounting and maintenance of reporting forms established for the repair of bogies.
2.2. Repairs are carried out according to the method of replacing faulty components and parts with pre-repaired or new ones of the appropriate type that meet technical requirements.
2.3. The work of the shift is supervised by the foreman of the trolley section, who reports to the workshop foreman and deputy head of the repair depot.
The foreman supervises the activities of shift workers. He is responsible for the timely and high-quality repair of bogies and ensuring safe working conditions.
Work on fault detection and branding of parts and assemblies of bogies is carried out by the foreman of the bogie section, who has been trained, passed exams in the prescribed manner and has practical work skills.
The results of monitoring the technical condition of the cart are taken into account in the log form VU-32.
2.4. Provision of workplaces with tools and devices is carried out through the tool department.
2.5. Providing jobs with spare parts is carried out through the pantry, where their necessary stock is created directly from the auxiliary sites and warehouses of the HX. Checking the circulating stock of materials and parts is carried out by the foremen and the foreman of the repair and procurement workshop.
2.6. Delivery of parts and materials is carried out at the request of the foreman (foreman) by transport workers using electric cars, or directly by the performers.
Freight wagon bogie repair
Wear and damage to bogies. Most often, the wear of friction pairs in bogies 18-100 and 18-109 occurs in the walls of the holes of the side frame brackets for the brake shoe suspension rollers and the dead center brackets of the bolster.
Swivel joints of the brake transmission (roller-sleeve) are also characterized by abrasion of the contacting surfaces, as a result of which the gaps between them increase. The rubbing surfaces of friction devices are intensively worn out.
Special attention is paid to the restoration of normal clearances in hinged joints and friction grooves. Studies have established that with an increase in the gaps in the interfaces, the dynamic loads acting on them increase and, accordingly, the rate of increase in the wear of rubbing parts increases. Therefore, during a major overhaul, the gaps in the movable joints are adjusted to those specified in the working drawings for new products. Relatively less often, wear of the guides and bearing surfaces of the axle box openings of the side frames is observed.
Under the center pads of the bolsters (thrust pads) wear out along the inner edges of the outer collar, the supporting surface and the walls of the kingpin hole. The inner surfaces of the collar wear out most intensively along the axis coinciding with the longitudinal axis of the car. The weighted average wear rate is 0.75-0.8 mm per year. The intensity of shoulder wear along the car is 2-2.5 times greater than across it. The bearing surface wear rate is 0.4 mm per year. According to the conditions of normal operation of the center plate in the center bearing, the greatest wear of the inner surface of the outer shoulder can be allowed to be no more than 10 mm in diameter, and the wear of the bearing surface in the center bearing - no more than 7 mm. With increased wear in the direction of the longitudinal axis of the center plate and center plate car, there is a possibility of their relative movement and collision, which can lead to damage to the bolster, spalling of the inner shoulder of the center plate and cracks in the center plate.
In the pad interacting with the pad, the bearing pad, the side cylindrical surface and the walls of the pivot hole are worn out. However, unlike the thrust bearing, the wear intensity of the cylindrical surface of the thrust bearing is much less than that of the thrust bearing, and is 0.35 mm/year along the car, and even less across the car. The pins wear out slightly.
The operation of the friction dampers of the bogie vibrations is significantly affected by the wear of the friction bars, which work in tandem with the friction wedges. When worn, a recess is formed on the bar, on the sides and at the bottom of which there are working steps, which limit the vertical and horizontal movement of the wedges during the movement of the car, thereby disrupting the normal operation of the vibration dampers and the spring suspension of the bogies.
The stepped wear of the friction bar leads to impacts of the wedge and the bar when the car is moving, which causes an increase in dynamic and horizontal forces, as well as a violation of the fastening of the bars. Especially these negative phenomena are manifested when the slats are worn more than 4-5 mm, and therefore their wear cannot be allowed to exceed the specified value, so the replacement or repair of the slats should be timed to the overhaul. The wear of the inclined planes of the bolsters to the limit state, as a rule, occurs by 10-12 years. According to the Guidelines for the Overhaul of Freight Cars, surfacing of these planes is carried out when wear is more than 2 mm.
Damages include malfunctions resulting from improper operation of the car or violations of technical conditions and technology in the process of manufacturing bogies: cracks and breaks in cast bearing elements (side frames, bolsters), cracks and breaks in rollers, brake shoe suspensions, etc. In stressed In the areas of the side frames of the bogies, cracks most often appear in the axle box opening at the point of transition to the inclined belt and in the lower corners of the spring set opening, less often in the upper belt and in the inclined one.
When analyzing the occurrence of cracks, destruction of bolsters and side frames of bogies in operation, it was found that their main causes were hidden defects in the casting (shells, non-metallic inclusions), hot cracks of foundry origin, non-compliance of the metal with the specifications for casting in terms of chemical composition and mechanical properties, as a result of metal fatigue phenomena, due to the presence of sharp nicks or burns from electric welding on the surfaces of parts, which were stress concentrators.
Repair technology. Two-axle bogies of models 18-100 and 18-109 are repaired at car repair enterprises, as a rule, by the in-line method. The bench assembly method is used and non-current.
With the in-line repair method in the depot, the trolley, after washing on a two-zone jet-jet machine, enters the first position of the mechanized production line, where it is removed from the wheelsets using a lift and installed on the conveyor carriage. Wheel pairs are sent for repair to the wheeled production site.
From the control panel, the trolley is rotated 90 ° to remove the brake levers and one triangel, then 180 ° to perform similar operations on the other side, after which the frame is set to its original position and it is fed to the second position, where the spring sets are also removed with rotation trolleys 180°.
In the third position, with the help of a special device, the side frames of the bogies are moved apart, the bolster is turned with a tilter to inspect and identify cracks in the support column and the thrust bearing, as well as to measure the wear of the thrust bearing and working surfaces of the beam. The side sliders are disassembled, their details are examined, measured, the unusable ones are replaced and reassembled, but the bolts are not cottered.
In the side frames of the bogie, they inspect the places of possible cracks, check the strength of the fastening of the friction strips, measure the distance between them in the horizontal and vertical planes, measure the wear of the walls of the holes in the brackets of the brake shoe suspension rollers, or check the condition of the replaceable bushings. If it is necessary to drill holes in the brackets, the side frames are fed to the radial drilling machine.
For welding and surfacing works, which cannot be performed during the cycle of the conveyor, the side frames and bolsters are fed into the gas-electric welding department and then to the machines for machining. In the third position for assembly, instead of them, pre-repaired ones from the corresponding drive are served.
Then the bogie frame (side frames and bolster) is moved to the fourth position, where the places for the springs are painted and the spring kits are installed. The position is equipped with a special hydraulic lift.
In the fifth position, repaired triangles are hung on the brackets of the side frames and the linkage is assembled. After that, the bogie is lifted by a hydraulic lift and lowered onto prepared wheelsets fixed on the rail track along the base of the bogie.
The assembled trolley is measured and handed over to the receiver.
There are several mechanized production lines at car repair plants: for dismantling bogies, for repairing over-spring beams, side frames, triangles, assembling, painting and drying bogies.
The repair of the side frames of the bogies consists mainly in the restoration of worn rubbing surfaces. In the presence of any cracks in stressed areas, the side frames are rejected. It is allowed to weld longitudinal cracks in the walls and shoulders of the brackets for the rollers of the shoe hangers.
During overhaul, friction strips are installed only new or repaired with the dimensions of the new ones. During depot repairs, strips with wear in thickness of not more than 4 mm can be used. Worn strips are welded with special electrodes, followed by mechanical and heat treatment. The hardness of the metal after heat treatment should not be lower than HB 286. The tightness of the strap to the surface of the side frame is checked with a 1 mm thick probe plate, which should not penetrate into the gap.
If the friction bars are serviceable, then check the distance between them and their parallelism in the vertical and horizontal planes. This distance in the upper part should be within 636-628 mm, in the lower part of the dates it should be 4-6 mm more than the upper one. The non-parallelism of the slats in the horizontal plane is allowed no more than 2 mm.
The holes for the brake shoe suspension rollers, which have a diameter of more than 3 mm during depot repairs and 2 mm during overhaul, are bored to a diameter of 45 "0.6" mm for installing replaceable fiber bushings. The sleeve is fixed in the bracket hole with epoxy glue. Before applying the glue the seating surfaces of the sleeve and the hole are degreased with acetone.The glue hardens during the repair of bogies (final hardening after 24 hours).Worn-out fiber-reinforced sleeves are replaced with new ones during the overhaul and depot repairs.
If the hole in the bracket is developed to a diameter of more than 45.62 mm, then it is allowed to weld worn-out places with subsequent boring for pressing a standard bushing or the bracket is drilled to a diameter of 50.62 mm and a bushing made of StZ steel is installed with an interference fit of 0.025-0.075 mm. with an inner diameter of 45 mm and a length equal to the length of the bracket. After pressing in, the sleeve is scalded with a continuous seam around the perimeter.
To reduce the negative impact of vibrodynamic loads on the details of the swivel joint of the brake shoe suspension during scheduled repairs, special rubber bushings made of frost-resistant rubber are installed in the suspension holes. The holes in the suspension should have a diameter of 42 -0 2 mm. On the surfaces of the bracket adjacent to these bushings, its bushings, roller and suspension are cleaned of sharp edges, burrs, risks, and the holes in the bushings themselves are lubricated with a thin layer of grease. The use of rubber and fiber-reinforced bushings increases the resistance of the hinged joint of the shoe suspension by 6-8 times under cyclic loading.
Surfacing work on the guides of the axle box opening of the side frame is carried out if the total gaps between them and the axle box exceed those indicated in Table. 7.1.
The worn surfaces of the side frames are welded with electrodes OZN-300, 03H-400 on semi-automatic machines or flux-cored wire, and welding of cracks in the brackets of the shoe suspensions is carried out with E42A electrodes with preliminary local heating up to 200-250°C and subsequent slow cooling.
When repairing the bolster (Fig. 7.8), it is allowed to weld: longitudinal cracks 5 of the bearing surface of the thrust bearing, but not passing through the outer shoulder to the plane of the upper chord; transverse cracks 6 in the bearing surface of the thrust bearing, provided that the total length does not exceed 250 mm; cracks 11 of the inner shoulder, outgoing and not outgoing to the bearing surface of the thrust bearing; annular cracks 7 of the bearing surface of the thrust bearing with a total length of not more than 250 mm; longitudinal cracks 8 of the upper belt, going from the technological hole to the end part of the beam with a length of not more than 250 mm or to the thrust bearing place, but not passing to the outer collar; cracks 9 in the corners between the restrictive collars and the inclined plane for the wedge.
It is allowed: to build up inclined planes of 12 bolsters; to build up workings 10 of the bearing surface of the thrust bearing, provided that the working depth is not more than 7 mm;
Surfacing spalls of the outer and inner collars of the thrust bearing and their development with the remaining thickness of the collars, respectively, not less than 11 and 7 mm and a depth of not more than 32 mm, which is determined using a special template before surfacing and after surfacing and cutting; repair damage to the bearing box support by removing the damaged ones and welding a new upper part of the bearing; direct the thrust ribs 3 of the bolsters, which limit the displacement of the springs. Cracks 1, 2, 4 are not subject to welding and the beam is rejected.
Welding works are performed with E42A electrodes, surfacing - with EN-14GZ-25 electrodes.
Beams with cracks in the base metal of the lower chord and vertical walls are rejected. Welding of cracks and surfacing of worn surfaces on beams is performed at an ambient temperature of at least 5°C in the following sequence: the crack is cut at an angle of 60 ± 5,J for the entire length and depth, after which it is welded in two passes; the root suture is applied with an electrode with a diameter of 3 mm, and subsequent sutures with electrodes with a diameter of 4-6 mm.
Friction wedges are welded with wear of at least 2 mm, but not more than 8 mm (with greater wear they are replaced). Wear, as well as the correct dimensions of the wedge after repair, are checked with templates.
To create the necessary friction in the spring suspension of bogies 18-100 and 18-109, the position of the friction wedges relative to the bolster is checked. The supporting planes of the wedges should be 4-8 mm below the level of the supporting plane of the bolster. To do this, the assembled bogie is rolled under the car or the bolster on the stand is loaded with a load corresponding to a given type of car. The position of the friction wedges is determined by the difference Du (Fig. 7.9) of the levels of the support planes of the bolster and the friction wedges, which is calculated as the average value of the difference in the levels of two wedges of one spring set:
The position of the level of the wedges relative to the bolster depends on the distance A between the friction bars, the size B of the bolster and the size C of the friction wedges (Table 7.2).
Check the level of friction wedges using a template. In order for the supporting plane of the wedges to be 4-8 mm lower than the level of the bolster during the construction and overhaul of cars, it is necessary to have three gradations of the size of the wedges: 234, 236 and 238 mm.
In the assembled cart, in addition, check the total gaps between the vertical planes of the friction wedges and the shoulders of the guide side frames. These gaps must be at least 10 and not more than 35 mm. The gaps between the thrust ribs of the wedges and the shoulders of the inclined planes of the bolsters are not less than 7 and not more than 25 mm.
At the connecting beams of the bogies, the worn surfaces of the central thrust bearing are welded if the wear depth of the supporting plane is not more than 7 mm or the remaining thickness of the inner shoulder is not less than 7 mm, and the outer collar is not less than 4 mm. The work is carried out manually using electrodes E46 and E42A or semi-automatic welding wire Sv-08, followed by cutting.
Cracks in the area of the column of the central thrust bearing and cracks in the area of the extreme center bearings are welded if the length of each crack does not exceed 200 mm, and their number on one thrust bearing (centre) is not more than three.
In the upper chord of the connecting beam, it is allowed to weld cracks up to 150 mm long in the welds or in the base metal of the brackets of the central bearings.
For four-axle bogies 18-101, during assembly, the gaps between the connecting beam side bearings and the bolster side bearing caps are checked in total on both sides of each bogie, which should be no more than 12 * and not less than 8 mm. The gaps are regulated by placing steel spacers 1-4 mm thick under the bearings in the amount of not more than four. The absence of gaps between side bearings located diagonally is not allowed; gaps A (Fig. 7.10) between the bearings of the car frame 2 and the connecting beam /, which in total on both sides of each bogie should be no more than 12 and not less than 4 mm and gaps B between the bearings of the connecting beam 1 and bolsters 3 of the bogies, which in total, not more than 6 and not less than 3 mm are allowed on both sides for depot repairs, not more than 10 and not less than 6 mm for major repairs.
Non-destructive testing. To control the side frames of the bogies, a color flaw detection method (paint method) is used. Before checking, the frames are cleaned, moistened with a penetrating liquid with a dye, a chalk solution is applied, dried after each operation. The sensitivity of this method to defects on the rough surface of cast parts is low.
Ferroprobe method of magnetic testing allows you to detect hidden fatigue cracks at a depth of up to 3 mm. has a high sensitivity to surface cracks. It is possible to detect defects under various layers (rust, scale, hardened dirt, etc.).
The Ural branch of VNIIZhT created the fluxgate flaw detector DF-1, which consists of a stationary magnetizing device and a portable electronic indicator unit. The magnetizing device consists of four DC electromagnets, on the supporting poles of which the trolley frame is installed. The poles close the magnetic circuit between them and the side frames. The indicator unit is an oscillator-amplifier device for powering a fluxgate sensor, a converter, amplifying and indicating its signals. Pointer indication (pointer on the block panel), sound (telephone headphones) and network indication (LED on the sensor body).
They control the most critical areas of the side frames, in which cracks may appear. The duration of checking one trolley is about 5 minutes.