CN111038545B - Method and structure for adjusting transverse and longitudinal rigidity of primary suspension device - Google Patents
Method and structure for adjusting transverse and longitudinal rigidity of primary suspension device Download PDFInfo
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- CN111038545B CN111038545B CN202010037547.4A CN202010037547A CN111038545B CN 111038545 B CN111038545 B CN 111038545B CN 202010037547 A CN202010037547 A CN 202010037547A CN 111038545 B CN111038545 B CN 111038545B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
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Abstract
A method and a structure for adjusting the transverse and longitudinal stiffness of a primary suspension device are provided, the primary suspension device comprises a base, a top plate, conical springs and a limit stop, cavities are formed in the conical springs, two conical springs are arranged between the base and the top plate side by side along the longitudinal direction, the cavity of each conical spring is provided with the limit stop, the lower end of the limit stop is connected with the base, a journal box seat is arranged on a journal box, the base is installed in the journal box seat, the lower end of a bogie is provided with a stop hole, the upper end of each conical spring penetrates through the top plate and extends into the stop hole of the bogie, and when the bogie generates relative movement in the transverse direction or the longitudinal direction relative to the journal box and the limit stop is abutted against the inner sides of the conical springs, the primary suspension device can generate variable stiffness. The invention can obviously improve the capability of the vehicle passing through the curve with small curvature radius, greatly saves primary suspension space and reduces the weight of the bogie.
Description
Technical Field
The invention relates to the field of railway vehicles, in particular to a method and a structure for adjusting rigidity of a primary suspension device in the transverse direction and the longitudinal direction.
Background
The bogie with built-in axle boxes is a railway vehicle bogie with axle boxes arranged on the inner sides of wheel pairs, the bogie effectively reduces the space size of a framework, and the minimum curve of the bogie is obviously reduced compared with that of a common bogie through the radius, so that the turning maneuverability and flexibility of the bogie are greatly improved. In addition, the bogie of the type also meets the design requirement of light weight of the bogie to the maximum extent. In order to adapt to the geographic environment of mountains and curves in some countries in Europe, a vehicle is required to make a small turn frequently during running, and the vehicle is required to have strong small-curvature-radius passing capability.
The existing primary suspension devices are arranged on two sides of an axle box, and the rotation angle of a bogie in the structure is restricted by the primary suspension devices on two sides of the axle box when a vehicle turns with small curvature, so that the primary suspension devices are difficult to adapt to the geographic environment of some European countries with multiple mountains and multiple bends.
If the existing conical spring is directly arranged above the axle box, although the small-curvature turning can be well realized, the space above the axle box is extremely limited, especially the space in the transverse direction is very tight, and the difficulty in realizing various complex technical requirements of a series of suspension devices is high. The rigidity of the conical spring in the vertical direction, the transverse direction and the longitudinal direction is too small, so that the actual rigidity requirement of the vehicle on running is difficult to meet, and potential safety hazards exist when the vehicle runs.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: how to improve the turning performance of a vehicle passing through a small curvature radius and ensure that the rigidity of a primary suspension device in the transverse direction and the longitudinal direction meets the requirement of vehicle running.
In order to solve the problems, the technical scheme provided by the invention is as follows: the utility model provides a horizontal and longitudinal stiffness adjusts structure of primary suspension device, primary suspension device includes the base, the roof, conical spring and spacing backstop, it has the cavity to open in the conical spring, be provided with two conical spring side by side along longitudinal direction between base and the roof, be provided with spacing backstop in the cavity of every conical spring, and the lower extreme and the base of spacing backstop are connected, be equipped with the axle box seat on the axle box, the pedestal mounting is in the axle box seat, the bogie lower extreme is opened has the backstop hole, the upper end of every conical spring still passes the roof and stretches into in the backstop hole of bogie, when the bogie produces relative movement in horizontal direction or longitudinal direction for the axle box, and when spacing backstop was pushed up mutually with the inboard of conical spring, primary suspension device can produce the variable rigidity.
Preferably, the conical spring comprises a rubber body, a mandrel and an outer sleeve, an annular partition plate is embedded in the rubber body, the inner side of the upper end of the rubber body is connected with the outer side of the mandrel, and the outer side of the lower end of the rubber body is connected with the inner side of the outer sleeve; the mandrel comprises a mandrel body and a mandrel handle, and the mandrel handle is integrally formed above the mandrel body; the base includes bottom plate, shell and bridging portion, and shell and bridging portion integrated into one piece are in the outside of bottom plate, and the both sides of bridging portion respectively are provided with a shell, and shell and bridging portion seamless connection are in the same place, and its cross section is 8 font.
Preferably, two conical springs are arranged in the base side by side along the longitudinal direction, the outer sides of the outer sleeves of the conical springs are tightly attached to the inner side of the shell of the base, so that the lower ends of the conical springs are arranged in the base in an interference fit manner; the top plate is provided with a shaft mounting hole, a shaft handle of the mandrel penetrates through the shaft mounting hole of the top plate and extends into the stopping hole of the bogie, and the shaft handle and the stopping hole are installed in a clearance fit mode.
Preferably, the cavity is formed in the conical spring, and the following means are adopted: the middle parts of the mandrel, the rubber body and the outer sleeve are all provided with cavities which are communicated with each other; the lower end of the limit stop catch is clamped in the base, and the upper end of the limit stop catch extends into a cavity formed in the middle of the mandrel.
Preferably, the limit stop comprises a stop seat and a stop rod, and the stop rod is integrally formed above the stop seat; the vertical section of the stop seat is a convex section, the lower end of the stop seat is a lower seat step, the upper end of the stop seat is an upper seat step, and a bottom mounting hole matched with the stop seat in shape and size is formed in the bottom plate; the lower end block of spacing backstop indicates in the base: the stop seat of the limit stop is clamped in the bottom mounting hole of the bottom plate, so that the lower seat step and the bottom plate are jacked in the vertical direction.
Preferably, the shaft body comprises a shaft cylinder and a shaft cone, the shaft cone is integrally formed at the lower end of the shaft cylinder, the shaft cylinder is cylindrical, and the shaft cone is in an inverted cone shape; the outer sleeve comprises a sleeve body, a sleeve cone and a sleeve groove, the sleeve cone is integrally formed between the sleeve body and the sleeve groove, the sleeve body is in a circular tube shape, the diameter of the upper end of the inner side of the sleeve cone is larger than that of the lower end of the inner side of the sleeve cone, and the sleeve groove is a groove with the lower end of the outer sleeve sunken towards the inner side; the connection of the inner side of the upper end of the rubber body and the outer side of the mandrel is as follows: the inner side of the upper end of the rubber body is connected with the outer side of the shaft cone; the connection between the outer side of the lower end of the rubber body and the inner side of the outer sleeve means that: the outer side of the lower end of the rubber body is connected with the inner sides of the sleeve body and the sleeve cone of the outer sleeve.
A method for adjusting the transverse and longitudinal stiffness of a primary suspension device comprises a base, a top plate, conical springs and a limit stop, wherein the two conical springs are arranged between the top plate and the base side by side, the upper ends of the conical springs penetrate through the top plate and extend into a bogie, and the base is arranged at the top of an axle box; the bogie is characterized in that a cavity is formed in the conical spring, a limit stop is mounted on the base and extends into the cavity, so that the bogie generates relative movement in the transverse direction or the longitudinal direction relative to the axle box, and when the limit stop is abutted against the inner side of the conical spring, the primary suspension device can generate variable stiffness.
Preferably, conical spring includes the rubber body, dabber and overcoat, sets up the cavity that communicates each other in the middle part of dabber, the rubber body and overcoat, with the lower extreme block of spacing backstop in the base to in extending to the cavity that the dabber middle part was opened with the upper end of spacing backstop, adjust a linkage suspension's the rigidity of transverse direction and longitudinal direction through adjusting the spacing of the transverse direction and the longitudinal direction of spacing backstop and dabber inboard.
Preferably, the outer side of the lower end of the mandrel and the inner side of the upper end of the outer sleeve are arranged into inverted cones, the inner side of the upper end of the rubber body is connected with the outer side of the lower end of the mandrel, and the outer side of the lower end of the rubber body is connected with the inner side of the upper end of the outer sleeve; the rigidity of the suspension device in the transverse direction and the longitudinal direction can be achieved by adjusting the conicity of the outer side of the lower end of the mandrel and the inner side of the upper end of the outer sleeve and adjusting the thickness of the rubber body.
Preferably, the rubber body is internally provided with an inverted cone-shaped hollow partition plate, and the rigidity of the suspension device in the transverse direction and the longitudinal direction can be improved by adjusting the distance between the partition plate and the outer side of the mandrel, the distance between the partition plate and the inner side of the outer sleeve, or the distance between adjacent partition plates and adjusting the taper, the thickness and the number of the partition plates.
The beneficial technical effects of the invention are as follows: the invention places a primary suspension device assembled by two conical springs in parallel on the top of an axle box, wherein the primary suspension device is in a rectangular shape, while the conventional primary suspension device is placed on two sides of the axle box and is in a round shape. Compared with the conventional primary suspension device, the primary suspension device can obviously improve the capability of a vehicle passing through a curve with a small curvature radius, greatly saves primary suspension space and reduces the weight of a bogie. The minimum curve passing radius of the bogie of the vehicle is obviously reduced compared with that of a common bogie, so that the turning maneuverability and flexibility of the bogie are greatly improved, and the load capacity, the dynamic performance and the critical speed of the whole vehicle are improved.
Drawings
FIG. 1 is a schematic view of an installation structure of a suspension system according to one embodiment;
FIG. 2 is a schematic view of the overall structure of a suspension system according to one embodiment;
FIG. 3 is a schematic perspective view of a base according to an embodiment;
FIG. 4 is a schematic cross-sectional view of a mandrel according to an embodiment;
FIG. 5 is a schematic cross-sectional view of the outer jacket according to the first embodiment;
FIG. 6 is a schematic cross-sectional view of a stop block according to an embodiment;
FIG. 7 is a schematic structural diagram of a base according to an embodiment;
FIG. 8 is a schematic structural diagram of a top plate according to an embodiment;
in the figure: 1 bogie, 11 stop holes, 2 top plates, 21 shaft mounting holes, 22 top grooves, 23 top lightening holes, 3 mandrels, 31 shaft handles, 32 shaft bodies, 321 shaft bodies, 322 shaft cones, 41 rubber bodies, 42 partition plates, 43 outer sleeves, 431 sleeve bodies, 432 sleeve cones, 433 sleeve grooves, 5 bases, 51 bottom plates, 52 shells, 53 bridging parts, 54 side lightening holes, 55 middle lightening holes, 56 bottom mounting holes, 61 stop seats, 611 lower steps, 612 upper steps, 62 stop rods, 7 cavities, 8 insulators and 9 shaft box seats.
Detailed Description
The invention is further described with reference to the following examples and figures:
example one
As shown in fig. 1 and 2, a primary suspension device includes a base 5, a top plate 2, a conical spring including a rubber body 41, a core shaft 3, and an outer sleeve 43, and a limit stopper. The lower end of the bogie 1 is provided with a stop hole 11, a single conical spring is a rotating body, two conical springs are arranged between the base 5 and the top plate 2 side by side along the longitudinal direction, and the upper ends of the mandrels 3 of the conical springs are arranged in the stop hole 11 in a clearance fit mode. The middle parts of the mandrel 3, the rubber body 41 and the outer sleeve 43 are all provided with cavities 7 which are communicated with each other, a stop seat 61 at the lower end of a limit stop is clamped in a bottom plate 51 at the lower end of the base 5 in an interference fit mode, and the upper end of the limit stop extends into the cavity 7 arranged at the middle part of the mandrel 3. The upper end and the lower end of the axle box seat 9 are provided with grooves, the axle box is clamped in the grooves at the lower end of the axle box seat 9, and the base 5 of the conical spring is embedded in the grooves at the upper end of the axle box seat 9 in an interference fit mode.
As shown in fig. 2, 4 and 5, the rubber body 41 is embedded with a ring-shaped partition plate 42, and both the rubber body 41 and the partition plate 42 are hollow and inverted cone-shaped, that is, the diameter of the upper end of the partition plate 42 is larger than that of the lower end of the partition plate 42. The mandrel 3 comprises a mandrel 31 and a mandrel body 32, the mandrel 31 is integrally formed above the mandrel body 32, the mandrel body 32 comprises a mandrel body 321 and a mandrel cone body 322, the mandrel cone body 322 is integrally formed at the lower end of the mandrel body 321, the mandrel body 321 is cylindrical, and the mandrel cone body 322 is in an inverted cone shape. The outer sleeve 43 comprises a sleeve body 431, a sleeve cone 432 and a sleeve groove 433, wherein the sleeve cone 432 is integrally formed between the sleeve body 431 and the sleeve groove 433, the sleeve body 431 is in a circular tube shape, the diameter of the upper end of the inner side of the sleeve cone 432 is larger than that of the lower end of the inner side of the sleeve cone 432, and the sleeve groove 433 is a groove in which the lower end of the outer sleeve 43 is recessed inwards. The mandrel 31 is installed in the stop hole 11 with a clearance fit, the inner side of the upper end of the rubber body 41 is connected with the outer side of the shaft cone 322, and the outer side of the lower end of the rubber body 41 is connected with the inner sides of the sleeve body 431 and the sleeve cone 432 of the outer sleeve 43. The insulator 8 is in a hollow round tube shape, and the insulator 8 is arranged on the inner side of the mandrel 3 in an interference fit mode.
As shown in fig. 2 and 3, the base 5 includes a bottom plate 51, a shell 52 and a bridge 53, the shell 52 and the bridge 53 are integrally formed on the outer side of the bottom plate 51, two sides of the bridge 53 are respectively provided with the shell 52, the shell 52 and the bridge 53 are connected together without a seam, and the cross section of the whole body formed by connecting the shell 52 and the bridge 53 is 8-shaped. Wherein the middle of the shell 52 and the bridge part 53 are both hollowed out, and the cross section of each shell 52 is C-shaped. The conical springs are rotational bodies, the lower ends of the two conical springs are installed in the housing 52 in an interference fit manner, and a bridge portion 53 is provided between the two housings 52 to prevent the two conical springs from interfering with each other when installed. In order to meet the requirement of light weight design of the vehicle, the bottom plate 51 and the bridging parts 53 are hollowed, the bottom plate 51 is provided with a middle lightening hole 55 penetrating through the bottom plate 51 at the position of the bridging parts 53, and the bottom plate 51 is further provided with side lightening holes 54 penetrating through the bottom plate 51 at the outer sides of the two stop seats 61.
As shown in fig. 2, 5 and 7, the limit stop includes a stop seat 61 and a stop rod 62, the stop rod 62 is integrally formed above the stop seat 61, the lower end of the stop seat 61 is a cylindrical lower step 611, the upper end of the stop seat 61 is a cylindrical upper step 612, and the vertical cross section of the stop seat 61 is a "convex" cross section. The bottom plate 51 is provided with a bottom mounting hole 56 with the shape and size matched with the stop seat 61, the vertical section of the bottom mounting hole 56 is also in a convex shape, and the stop seat 61 of the limit stop is clamped in the bottom mounting hole 56 of the bottom plate 51, so that the upper surface of the lower seat step 611 and the lower surface of the bottom plate 51 are propped in the vertical direction.
As shown in fig. 1, 2 and 8, through axle mounting holes 21 are formed on both sides of the top plate 2, a through top lightening hole 23 is formed in the middle of the top plate 2 to meet the requirement of vehicle light weight design, and a top groove 22 recessed inwards is further formed in the middle edge of the top plate 2. The positions of the two axle mounting holes 21 of the top plate 2 correspond to the positions of the two stop holes 11 formed in the lower end of the bogie 1, and the shanks 31 of the spindles 3 of the two conical springs are mounted in the stop holes 11 in a clearance fit manner. So that the lower ends of both conical springs are engaged in the foundation 5 and the upper ends of both conical springs are engaged in the bogie 1.
As shown in fig. 1 to 8, in the present invention, when the vehicle makes a tight curve turn, the stiffness of the primary suspension device changes as follows: when the vehicle is accelerated, decelerated or turned, the bogie 1 moves or rotates relative to the axle box base 9, and therefore, the bogie 1 drives the rubber body 41 to deform in the transverse direction or the longitudinal direction through the spindle 3. When the two conical springs deform, the rubber body 41 is firstly blocked by the partition plate 42, the outer sleeve 43 and the shell 52, so that the variable stiffness of the conical springs is improved in a small amplitude, and at the moment, the stiffness curve of the conical springs is increased in a small amplitude non-linear way. Then, the rubber body 41 is further deformed to make the stop rod 62 abut against the inner side of the insulator 8, and since the stop rod 62 can provide a large blocking force, the primary suspension device can be greatly changed in rigidity, so that the rigidity curve of the primary suspension device shows a remarkable nonlinear increase.
When the load of the vehicle is large, the running speed is high, and the turning radius of the track is small, the bogie 1 can generate large displacement and rotation angle relative to the axle box seat 9. During the turning of the vehicle, the deformation of the rubber body 41 gradually increases, and the distance W between the outer side of the stop rod 62 and the inner side of the insulator 8 gradually decreases until the stop rod 62 abuts against the insulator 8.
If the distance W between the outer side of the stop rod 62 and the inner side of the insulator 8 is too small when the vehicle does not run, the stop rod 62 is easy to abut against the insulator 8 when the vehicle turns, brakes and speeds up under full load, so that the primary suspension device frequently has large-amplitude variable rigidity in the transverse direction or the longitudinal direction, the vertical buffering and damping performance of the vehicle is remarkably reduced, and the riding comfort and riding experience of passengers are poor. Therefore, the small-amplitude nonlinear increase of the stiffness of the conical spring needs to be determined according to factors such as the vehicle type, the running speed, the curvature radius of the track during small-curvature turning and the like, and then the large-amplitude nonlinear increase of the stiffness is carried out when the small-amplitude nonlinear increase of the stiffness of the conical spring reaches a certain value, so that the buffering and damping performance and the safe and stable running of the vehicle can be ensured.
As shown in fig. 2, in the present embodiment, the initial stiffness value of the primary suspension apparatus, which undergoes large-amplitude stiffness change in the lateral and longitudinal directions, can be adjusted by adjusting the distance W between the outside of the stopper rod 62 and the inside of the insulator 8, the larger the value of the distance W, the higher the initial stiffness value in the lateral and longitudinal directions. The initial stiffness values are: when the small-amplitude nonlinear increase of the stiffness of the conical spring reaches a large value, the large-amplitude variable stiffness is performed. In this embodiment, the initial stiffness value of the primary suspension device with greatly variable stiffness in the vertical direction can be adjusted by adjusting the distance H between the upper surface of the upper step 612 and the lower surface of the insulator 8. The larger the value of the pitch H, the higher the initial stiffness value in the vertical direction.
It will be apparent that modifications and variations are possible without departing from the principles of the invention as set forth herein.
Claims (7)
1. A transverse and longitudinal stiffness adjusting structure of a primary suspension device is characterized in that the primary suspension device comprises a base, a top plate, two conical springs and a limit stop, cavities are formed in the conical springs, the two conical springs are arranged between the base and the top plate side by side along the longitudinal direction, the cavity of each conical spring is provided with the limit stop, the lower ends of the limit stops are connected with the base, axle box seats are arranged on axle boxes, the base is installed in the axle box seats, the lower end of a bogie is provided with a stop hole, the upper end of each conical spring also penetrates through the top plate to extend into the stop hole of the bogie, and when the bogie generates relative movement in the transverse direction or the longitudinal direction relative to the axle boxes and the limit stop is abutted against the inner sides of the conical springs, the primary suspension device can generate variable stiffness; the conical spring comprises a rubber body, a mandrel and an outer sleeve, wherein an annular partition plate is embedded in the rubber body, the inner side of the upper end of the rubber body is connected with the outer side of the mandrel, and the outer side of the lower end of the rubber body is connected with the inner side of the outer sleeve; the mandrel comprises a mandrel body and a mandrel handle, and the mandrel handle is integrally formed above the mandrel body; the base comprises a bottom plate, a shell and a bridging part, the shell and the bridging part are integrally formed on the outer side of the bottom plate, two sides of the bridging part are respectively provided with the shell, the shell and the bridging part are connected together in a seamless mode, and the cross section of the shell is 8-shaped; the conical spring with a cavity inside is as follows: the middle parts of the mandrel, the rubber body and the outer sleeve are all provided with cavities which are communicated with each other; the lower end of the limit stop is clamped in the base, and the upper end of the limit stop extends into a cavity formed in the middle of the mandrel; the limiting stop comprises a stop seat and a stop rod, and the stop rod is integrally formed above the stop seat; the vertical section of the stop seat is a convex section, the lower end of the stop seat is a lower seat step, the upper end of the stop seat is an upper seat step, and a bottom mounting hole matched with the stop seat in shape and size is formed in the bottom plate; the lower end block of spacing backstop indicates in the base: the stop seat of the limit stop is clamped in the bottom mounting hole of the bottom plate, so that the lower seat step and the bottom plate are jacked in the vertical direction.
2. The structure for adjusting the lateral and longitudinal stiffness of a primary suspension device according to claim 1, wherein two conical springs are arranged side by side in the longitudinal direction in the base, and the outer sides of the outer casings of the conical springs are abutted against the inner side of the outer casing of the base, so that the lower ends of the conical springs are installed in the base in an interference fit manner; the top plate is provided with a shaft mounting hole, a shaft handle of the mandrel penetrates through the shaft mounting hole of the top plate and extends into the stopping hole of the bogie, and the shaft handle and the stopping hole are installed in a clearance fit mode.
3. The structure for adjusting the lateral and longitudinal rigidity of a primary suspension device according to claim 1, wherein the shaft body comprises a shaft cylinder and a shaft cone, the shaft cone is integrally formed at the lower end of the shaft cylinder, the shaft cylinder is cylindrical, and the shaft cone is inverted cone-shaped; the outer sleeve comprises a sleeve body, a sleeve cone and a sleeve groove, the sleeve cone is integrally formed between the sleeve body and the sleeve groove, the sleeve body is in a circular tube shape, the diameter of the upper end of the inner side of the sleeve cone is larger than that of the lower end of the inner side of the sleeve cone, and the sleeve groove is a groove with the lower end of the outer sleeve sunken towards the inner side; the connection of the inner side of the upper end of the rubber body and the outer side of the mandrel is as follows: the inner side of the upper end of the rubber body is connected with the outer side of the shaft cone; the connection between the outer side of the lower end of the rubber body and the inner side of the outer sleeve means that: the outer side of the lower end of the rubber body is connected with the inner sides of the sleeve body and the sleeve cone of the outer sleeve.
4. The stiffness adjustment method implemented by the transverse and longitudinal stiffness adjustment structure of the primary suspension device according to claim 1, wherein the primary suspension device comprises a base, a top plate, conical springs and limit stops, the two conical springs are arranged between the top plate and the base side by side, the upper ends of the conical springs penetrate through the top plate and extend into a bogie, and the base is arranged on the top of an axle box; the bogie is characterized in that a cavity is formed in the conical spring, a limit stop is mounted on the base and extends into the cavity, so that the bogie generates relative movement in the transverse direction or the longitudinal direction relative to the axle box, and when the limit stop is abutted against the inner side of the conical spring, the primary suspension device can generate variable stiffness.
5. The rigidity adjusting method according to claim 4, wherein the conical spring comprises a rubber body, a mandrel and an outer sleeve, wherein cavities which are communicated with each other are formed in the middle of the mandrel, the rubber body and the outer sleeve, the lower end of the limit stop is clamped in the base, the upper end of the limit stop extends into the cavity formed in the middle of the mandrel, and the rigidity of the primary suspension device in the transverse direction and the longitudinal direction is adjusted by adjusting the distance between the limit stop and the inner side of the mandrel in the transverse direction and the longitudinal direction.
6. The rigidity adjusting method according to claim 5, wherein the outside of the lower end of the mandrel and the inside of the upper end of the outer sleeve are formed in an inverted cone shape, and the inside of the upper end of the rubber body is connected to the outside of the lower end of the mandrel and the outside of the lower end of the rubber body is connected to the inside of the upper end of the outer sleeve; the rigidity of the transverse direction and the longitudinal direction of the primary suspension device can be adjusted by adjusting the conicity of the outer side of the lower end of the mandrel and the inner side of the upper end of the outer sleeve and adjusting the thickness of the rubber body.
7. The rigidity adjusting method according to claim 6, wherein inverted conical hollow partition plates are provided in the rubber body, and the rigidity of the primary suspension device in the transverse direction and the longitudinal direction can be adjusted by adjusting the distance between the partition plates and the outer side of the mandrel, or the distance between the partition plates and the inner side of the outer sleeve, or the distance between adjacent partition plates, and adjusting the taper, thickness and number of the partition plates.
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|---|---|---|---|
| CN202010037547.4A CN111038545B (en) | 2020-01-14 | 2020-01-14 | Method and structure for adjusting transverse and longitudinal rigidity of primary suspension device |
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| CN202010037547.4A CN111038545B (en) | 2020-01-14 | 2020-01-14 | Method and structure for adjusting transverse and longitudinal rigidity of primary suspension device |
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| CN111038545B true CN111038545B (en) | 2021-03-12 |
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Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH09193795A (en) * | 1996-01-24 | 1997-07-29 | Bridgestone Corp | Axle-box suspension |
| CN101068704A (en) * | 2004-10-25 | 2007-11-07 | 古米金属技术有限公司 | Primary spring arrangement, in particular for wagon bogies of rail vehicles |
| CN103453061A (en) * | 2012-05-30 | 2013-12-18 | 庞巴迪运输有限公司 | Spring device for a rail vehicle |
| CN204037582U (en) * | 2013-12-07 | 2014-12-24 | 南车青岛四方机车车辆股份有限公司 | Railway vehicle bogie primary journal box spring device |
| CN205260720U (en) * | 2015-12-31 | 2016-05-25 | 株洲名扬橡塑有限公司 | Rail vehicle is conical rubber spring for bogie |
| CN206885059U (en) * | 2017-06-14 | 2018-01-16 | 西南交通大学 | A kind of combined type secondary suspension device for rail vehicle |
| KR101989988B1 (en) * | 2017-12-07 | 2019-06-17 | 한국철도기술연구원 | Axial rubber spring assembly structure for railway vehicle |
-
2020
- 2020-01-14 CN CN202010037547.4A patent/CN111038545B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH09193795A (en) * | 1996-01-24 | 1997-07-29 | Bridgestone Corp | Axle-box suspension |
| CN101068704A (en) * | 2004-10-25 | 2007-11-07 | 古米金属技术有限公司 | Primary spring arrangement, in particular for wagon bogies of rail vehicles |
| CN103453061A (en) * | 2012-05-30 | 2013-12-18 | 庞巴迪运输有限公司 | Spring device for a rail vehicle |
| CN204037582U (en) * | 2013-12-07 | 2014-12-24 | 南车青岛四方机车车辆股份有限公司 | Railway vehicle bogie primary journal box spring device |
| CN205260720U (en) * | 2015-12-31 | 2016-05-25 | 株洲名扬橡塑有限公司 | Rail vehicle is conical rubber spring for bogie |
| CN206885059U (en) * | 2017-06-14 | 2018-01-16 | 西南交通大学 | A kind of combined type secondary suspension device for rail vehicle |
| KR101989988B1 (en) * | 2017-12-07 | 2019-06-17 | 한국철도기술연구원 | Axial rubber spring assembly structure for railway vehicle |
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|---|---|
| CN111038545A (en) | 2020-04-21 |
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