CN101612944B - Steering rack for train carriage - Google Patents
Steering rack for train carriage Download PDFInfo
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- CN101612944B CN101612944B CN2009101003557A CN200910100355A CN101612944B CN 101612944 B CN101612944 B CN 101612944B CN 2009101003557 A CN2009101003557 A CN 2009101003557A CN 200910100355 A CN200910100355 A CN 200910100355A CN 101612944 B CN101612944 B CN 101612944B
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- steering
- train carriage
- rack
- steering rack
- spider gear
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Abstract
The invention relates to a steering bracket, in particular to a steering rack for a train carriage. The steering rack is characterized by comprising a girder, a framework which is in a shape like the Chinese character mu, a differential wheel pair and a dynamic steady rack, wherein, the dynamic steady rack is fixed on the girder by an end socket of the dynamic steady rack, the differential wheel pair is installed on the framework which is in a shape like the Chinese character mu, a steering shaft for the differential wheel pair is arranged on the end of the framework which is in a shape like the Chinese character mu, and the differential wheel pair comprises a half axle, wheels, an axial section brake disc and half axle bearings; and a shockproof spring is arranged on the framework which is in a shape like the Chinese character mu, the other end of the shockproof spring is connected with the girder, the steering shaft of the differential wheel pair is connected with a steering connecting rod by a steering shaft sleeve of the differential wheel pair, the steering connecting rod is connected with a transmission plate by a transmission plate shaft, and the transmission plate is fixed on the lateral face of the carriage. The invention has the advantages that the differential wheel pair is adopted, and an attack angle no longer exists between the rim of each wheel and a steel rail; during steering, the carriage no longer rubs a rail, adjacent carriages are connected by the steering racks of the invention, thereby reducing the overall weight of the train; and when passing through curves or turnouts, the carriages no longer shock.
Description
Technical field
The present invention relates to a kind of turning rack, be specifically related to a kind of steering rack for train carriage.
Background technology
Track traffic develop into now existing century-old history, since it is born, the left and right sides two-wheeled of vehicle all is synchronous rotation, turns to the application force by wheel and rail to guide, up-to-date high speed train also is like this.Although it has radially steering hardware or other device, but the problem that all can't avoid an essence, also be the problem of a maximum: when train process curve or track switch, between wheel rim and the rail angle of attack is arranged, left and right wheels has also formed differential simultaneously, therefore, wheel is very big to the friction of rail, and the speed of train is fast more, and friction is just big more, the noise that sends when simultaneously, bogie truck turns to has also polluted environment.There are problems technically in existing bogie truck, such as: the bogie truck instability that exists serpentine locomotion to bring more or less, someone increases damping to bogie truck, and it is more steady to make the bogie truck compartment like this, but wheel and wheel rim but are to have increased to the friction of rail and track switch.
More than summary has the loss of bogie truck to the energy now, to the also increase greatly of service expenditure of road and vehicle, can not reach the purpose of energy-saving and emission-reduction.This a series of problem has also all directly influenced the speed of train, hindered further developing of track traffic, this reason wherein is, if the right wheel seat place direct mount bearing of wheel, so bogie truck run into obstacle or during fault such as bearing braking, just be easy to take place wheel overstep the limit; Moreover the bearing at wheel seat place is easy to damage, because wheel promptly will be subjected to the positive pressure of vehicle self, is subjected to the application force of side direction again, and therefore, bearing can not be installed by the axle bed place, and wheel is to being existing synchronizing wheel.
Summary of the invention
At problems of the prior art, the object of the present invention is to provide a kind of technical scheme of steering rack for train carriage, realize turning to of compartment by spider gear to guiding with the compartment.
Described steering rack for train carriage, it is characterized in that comprising crossbeam, Mu-shape frame, spider gear to the dynamic stability frame, the dynamic stability frame is fixed on the crossbeam by dynamic stability frame end head, install on the Mu-shape frame that spider gear is set is right, the Mu-shape frame end is provided with spider gear to steering shaft, spider gear is to by half axletree, wheel, axial section brake disc and half Axle bearing are formed, shock-proof spring is set on the Mu-shape frame, the other end of shock-proof spring links to each other with crossbeam, spider gear is connected with steering connector bar steering column jacket by spider gear steering shaft, steering connector bar links to each other with driver plate by the driver plate axle, and driver plate is fixed on the side, compartment.
Described steering rack for train carriage is characterized in that described dynamic stability frame end head comprises termination set casing, termination fixed dam, termination set casing spring and the termination set casing spring stop that is connected.
Described steering rack for train carriage is characterized in that described dynamic stability frame end head and crossbeam are spirally connected or weld.
Described steering rack for train carriage is characterized in that described two and half axletrees are mounted on the Mu-shape frame respectively.
Described steering rack for train carriage is characterized in that being provided with between described two and half axletrees mutual head part of bearing.
Described steering rack for train carriage is characterized in that described axial section brake disc is separately positioned on two and half axletree inside edges.
Described steering rack for train carriage is characterized in that described half Axle bearing is 4, and wherein two are mounted on the axle of the inboard 250mm of two and half axletrees, and two other is installed on the axle journal of two and half axletrees.
Described steering rack for train carriage is characterized in that being provided with on the described steering connector bar steering connector bar distance adjusting means.
Described steering rack for train carriage is characterized in that being provided with between described steering connector bar and the driver plate axle driver plate axle sleeve universal-joint.
Described steering rack for train carriage is characterized in that the mutual head part of described bearing is that mutual apical axis holds or diff.
Beneficial effect of the present invention is as follows:
1. adopt spider gear right, rather than synchronizing wheel is right, bogie truck turns to and ends the dependence upon wheel rim with the rail application force turns to, and turns to but guide by the compartment, no longer includes the angle of attack between wheel rim and the rail;
2. the compartment no longer includes serpentine locomotion;
3. no longer produce friction when the compartment turns to, avoided fricative noise, increased running velocity with track;
4. adjacent compartment connects with bogie truck of the present invention, reduces the use of common bogie truck, has alleviated train single-piece weight;
5. the compartment is crossed curve, is no longer included when crossing track switch and wave phenomenon;
6. compare with bogie truck of the same type, trainload is bigger, it is more accurate to turn to, cost is cheaper, performance is more superior.
Description of drawings
Fig. 1 is a main TV structure scheme drawing of the present invention;
Fig. 2 is the structural representation of another embodiment of the present invention;
Fig. 3 is a plan structure scheme drawing of the present invention;
Fig. 4 is a right TV structure scheme drawing of the present invention;
Fig. 5 is Mu-shape frame of the present invention and the right main TV structure scheme drawing of spider gear
Fig. 6 is Mu-shape frame of the present invention and the right plan structure scheme drawing of spider gear;
Fig. 7 is the structural representation of dynamic stability frame of the present invention;
Fig. 8 is the structural representation of steering connector bar of the present invention;
Fig. 9 is the structural representation of dynamic stability frame end head of the present invention.
Among the figure: 1-termination set casing, 2-termination set casing spring, 3-dynamic stability frame end head, the 4-driver plate, 5-driver plate axle sleeve universal-joint, 6-driver plate axle, 7-steering connector bar, 8-steering connector bar distance adjusting means, the 9-spider gear is to steering shaft, and the 10-spider gear is to steering column jacket, 11-termination set casing spring stop, the 12-wheel, 13-half Axle bearing, 14-axial section brake disc, the mutual head part of 15-bearing, 16-dynamic stability frame, 17-half axletree, 18-Mu-shape frame, 19-crossbeam, the 20-shock-proof spring, 21-termination fixed dam.
The specific embodiment
The invention will be further described below in conjunction with Figure of description:
Shown in Fig. 1-9, steering rack for train carriage, comprise crossbeam 19, Mu-shape frame 18, spider gear to dynamic stability frame 16, dynamic stability frame 16 is fixed on the crossbeam 19 by dynamic stability frame end head 3, dynamic stability frame end head 3 is spirally connected with crossbeam 19 or welds, because the existence of dynamic stability frame 16, force the crossbeam 19 can only be at longitudinal movement and can not cross motion, dynamic stability frame end head 3 comprises the termination set casing 1 that is connected, termination fixed dam 21, termination set casing spring 2 and termination set casing spring stop 11, install on the Mu-shape frame 18 that spider gear is set is right, Mu-shape frame 18 ends are provided with spider gear to steering shaft 9; Spider gear is to by half axletree 17, wheel 12, axial section brake disc 14 and half Axle bearing 13 are formed, half Axle bearing 13 is 4, wherein two are mounted on the axle of two and half axletrees, 17 inboard 250mm, two other is installed on the axle journal of two and half axletrees 17, two and half axletrees 17 are mounted on respectively on the Mu-shape frame 18, the mutual head part 15 of bearing perhaps is set between two and half axletrees 17, must mutually hold out against between two and half axletrees 17 this moment, the mutual head part of bearing 15 holds or diff for mutual apical axis, help turning to of bogie truck, axial section brake disc 14 is separately positioned on two and half axletrees, 17 inside edges, an and shared drg, right by spider gear is set, realized that left and right sides two-wheeled independently rotates, and has played the purpose of differential; Shock-proof spring 20 is set on the Mu-shape frame 18, the other end of shock-proof spring 20 links to each other with crossbeam 19, spider gear is connected with steering connector bar 7 steering column jacket 10 by spider gear steering shaft 9, steering connector bar distance adjusting means 8 is set on the steering connector bar 7, steering connector bar 7 links to each other with driver plate 4 by driver plate axle 6, driver plate axle sleeve universal-joint 5 is set between steering connector bar 7 and the driver plate axle 6, can make things convenient for the activity of steering connector bar 7, driver plate 4 symmetries be fixed on the side, compartment and with core on same straight line.
Figure 2 shows that another embodiment of the present invention, in the middle of the position of driver plate 4 is arranged on.
The present invention in use, except that first bogie truck of train head and last bogie truck of last vehicle of train, other bogie truck all is a bogie truck of the present invention, the promptly adjacent shared bogie truck of the present invention in two joint compartments, thus the compartment is connected to become a continuous integral body, the self-movement in compartment is restricted, therefore operation is more steady, simultaneously compared with prior art, because the minimizing of bogie truck usage quantity, air has also reduced the resistance of bogie truck, thereby has increased the speed of a motor vehicle.
Turning to that spider gear of the present invention is right is not the roller edge, both sides, compartment driver plate 4 realizes but be mounted on, driver plate 4 is in the position of both sides, compartment symmetry, and with core on same straight line, the shared bogie truck of the present invention in two joint compartments, the rotation in first segment compartment can drive driver plate 4 fine motions, the fine motion of driver plate 4 is passed to driver plate bearing universal-joint 5 by driver plate axle 6 then, arrive steering connector bar 7 again, steering connector bar 7 fine motions are passed to spider gear to steering column jacket 10, arrive spider gear at last to steering shaft 9, make spider gear to turning to, take turns purpose turning to thereby reach on the wagon bogies first.
The present invention's principle of work ON TRAINS: first bogie truck is not a bogie truck of the present invention, but existing high-speed train bogie, when first bogie truck of train head turns to, first bogie truck just drives first compartment and turns, and first compartment afterbody installation is bogie truck of the present invention, therefore the driver plate 4 on the compartment is by 6 pullings of driver plate axle or 7 actions of promotion steering connector bar, steering connector bar 7 fine motions are passed to spider gear to steering column jacket 10, pass to spider gear at last to steering shaft 9, make spider gear to turning to, spider gear reverses a series of actions that is produced slightly to keeping away the spring that shakes about turning in fact exactly, it is bigger that this kind reverses in existing train bogie truck torsional amplitude, so do not influence safe train operation; When spider gear when turning to, the spider gear of same bogie truck is to also motion together, be that trailing wheel is to just following the front wheel to operation, just follow front-wheel steering as automobile back wheel, so just realized turning to of first steering rack for train carriage, also driving the second joint compartment when turning to turns, the afterbody in the second joint compartment is again a bogie truck of the present invention, and the like, up to afterbody penult wagon bogies, last high speed train turning rack is followed the operation of final section compartment, has so just finished turning to of permutation car.
Owing to adopted spider gear right, tandem situation does not appear in the crossbeam 19 in order to ensure bogie truck when steering connector bar 7 fracture or other turning member are impaired, derailment accident promptly takes place, therefore horizontal dynamic stabilization device is installed on crossbeam 19, this device has guaranteed that crossbeam 19 can only longitudinal travel, and can not side travel, just left and right sides crossbeam 19 one in front and one in back, dynamic stabilization device comprises dynamic stability frame 16 and dynamic stability frame end head 3, and dynamic stability frame end head 3 comprises termination set casing 1, termination fixed dam 21 and termination set casing spring stop 11.
Front and back wheel of the present invention is to the part in compartment before and after in fact also being, so turning to that spider gear is right can only be decided by the fwd compartment, independent spider gear is not to controlling the compartment of front or back, have only when the front and back spider gear turns to shared realization, could control the turning in the compartment of back.
Beneficial effect of the present invention is as follows:
1. adopt spider gear pair, rather than synchronizing wheel pair, bogie turns to and does not rely on wheel rim with the rail active force turns to, and turns to but guide by the compartment, no longer includes the angle of attack between wheel rim and the rail;
2. the compartment no longer includes serpentine locomotion;
3. no longer produce friction with track when the compartment turns to, avoided fricative noise, increased the speed of service;
4. adjacent compartment connects with bogie of the present invention, reduces the use of common bogie, has alleviated the weight of train integral body;
5. no longer include when curve, turnout passing are crossed in the compartment and wave phenomenon;
6. compare with bogie of the same type, trainload is bigger, it is more accurate to turn to, cost is cheaper, performance is more superior.
Claims (10)
1. steering rack for train carriage, it is characterized in that comprising crossbeam (19), Mu-shape frame (18), spider gear to dynamic stability frame (16), dynamic stability frame (16) is fixed on the crossbeam (19) by dynamic stability frame end head (3), it is right that the last installation of Mu-shape frame (18) is provided with spider gear, Mu-shape frame (18) end is provided with spider gear to steering shaft (9), spider gear is to by half axletree (17), wheel (12), axial section brake disc (14) and half Axle bearing (13) are formed, shock-proof spring (20) is set on the Mu-shape frame, the other end of shock-proof spring (20) links to each other with crossbeam (19), spider gear is connected with steering connector bar (7) steering column jacket (10) by spider gear steering shaft (9), steering connector bar (7) links to each other with driver plate (4) by driver plate axle (6), and driver plate (4) is fixed on the side, compartment.
2. steering rack for train carriage according to claim 1 is characterized in that described dynamic stability frame end head (3) comprises termination set casing (1), termination fixed dam (21), termination set casing spring (2) and the termination set casing spring stop (11) that is connected.
3. steering rack for train carriage according to claim 1 is characterized in that described dynamic stability frame end head (3) and crossbeam (19) are spirally connected or weld.
4. steering rack for train carriage according to claim 1 is characterized in that two described half axletrees (17) are mounted on respectively on the Mu-shape frame (18).
5. steering rack for train carriage according to claim 1 is characterized in that being provided with between two described half axletrees (17) the mutual head part of bearing (15).
6. steering rack for train carriage according to claim 1 is characterized in that described axial section brake disc (14) is separately positioned on two and half axletrees (17) inside edge.
7. steering rack for train carriage according to claim 1, it is characterized in that described half Axle bearing (13) is 4, wherein two are mounted on the axle of the inboard 250mm of two and half axletrees (17), and two other is installed on the axle journal of two and half axletrees (17).
8. steering rack for train carriage according to claim 1 is characterized in that being provided with on the described steering connector bar (7) steering connector bar distance adjusting means (8).
9. steering rack for train carriage according to claim 1 is characterized in that between described steering connector bar (7) and the driver plate axle (6) driver plate axle sleeve universal-joint (5) being set.
10. steering rack for train carriage according to claim 5 is characterized in that the mutual head part of described bearing (15) is a diff.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009101003557A CN101612944B (en) | 2009-07-09 | 2009-07-09 | Steering rack for train carriage |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009101003557A CN101612944B (en) | 2009-07-09 | 2009-07-09 | Steering rack for train carriage |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101612944A CN101612944A (en) | 2009-12-30 |
| CN101612944B true CN101612944B (en) | 2011-01-05 |
Family
ID=41492869
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2009101003557A Expired - Fee Related CN101612944B (en) | 2009-07-09 | 2009-07-09 | Steering rack for train carriage |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN101612944B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102019216088A1 (en) * | 2019-10-18 | 2021-04-22 | Siemens Mobility GmbH | Arrangement for positioning a wheel of a rail vehicle |
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2009
- 2009-07-09 CN CN2009101003557A patent/CN101612944B/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CN101612944A (en) | 2009-12-30 |
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| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C17 | Cessation of patent right | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20110105 Termination date: 20130709 |