CN112406931A - High-performance railway wagon swing bolster structure and bogie - Google Patents
High-performance railway wagon swing bolster structure and bogie Download PDFInfo
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- CN112406931A CN112406931A CN202011366957.XA CN202011366957A CN112406931A CN 112406931 A CN112406931 A CN 112406931A CN 202011366957 A CN202011366957 A CN 202011366957A CN 112406931 A CN112406931 A CN 112406931A
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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
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/04—Bolster supports or mountings
- B61F5/12—Bolster supports or mountings incorporating dampers
- B61F5/127—Bolster supports or mountings incorporating dampers with fluid as a damping medium
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Abstract
The invention relates to a high-performance railway wagon swing bolster structure and a bogie, wherein the high-performance railway wagon swing bolster structure comprises a swing bolster body, a plurality of first channels arranged along the width direction of the swing bolster body are arranged at the middle section of the swing bolster body, and first vibration attenuation units are filled in the first channels; the two ends of the swing bolster body are respectively provided with a second channel arranged along the width direction of the swing bolster body, and a second vibration attenuation unit is filled at the position of the second channel. According to the invention, by arranging the first vibration attenuation unit and the second vibration attenuation unit, high-frequency vibration can be effectively attenuated, low-frequency resonance interference can be inhibited, and the defect that the amplitude of the main frequency of the existing waveform is extremely high is solved, so that the problems of end point oscillation and aliasing of the area where the swing bolster is located can be favorably eliminated, and finally, the service life of the swing bolster can be effectively prolonged.
Description
Technical Field
The invention relates to a high-performance railway wagon swing bolster structure and a bogie, and belongs to the technical field of railways.
Background
The bogie is an important part of the railway vehicle and is used for bearing the vehicle, providing traction force, damping and guiding, and the power bogie is also used for providing power for driving the railway vehicle to advance.
The bogie is one of the most important parts in the construction of railway vehicles, and its main functions are as follows:
1) the bogie adopted on the vehicle is used for increasing the load, the length and the volume of the vehicle and improving the running speed of a train so as to meet the requirement of railway transportation development.
2) The rolling of the wheels along the steel rails is converted into the translation of the vehicle body running along the line through the bearing device.
3) The supporting vehicle body bears and transmits various loads and acting forces from the vehicle body to the wheels or from the wheel rails to the vehicle body, and the axle weight is uniformly distributed.
4) The vehicle safety operation is guaranteed, and the vehicle can flexibly operate along a straight line and smoothly pass through a curve.
5) The bogie has the structure that the spring damping device is convenient to install, so that the bogie has good damping characteristic, the interaction between a vehicle and a line is alleviated, the vibration and the impact are reduced, the dynamic stress is reduced, and the running stability and the safety of the vehicle are improved.
6) The adhesion between the wheel rails is fully utilized to transmit the traction force and the braking force, and the braking force generated by the brake cylinder is amplified, so that the vehicle has a good braking effect, and the vehicle can be stopped within a specified distance.
7) The bogie is an independent part of the vehicle, and the number of connecting parts between the bogie and the vehicle body is reduced as much as possible.
The bolster is an important component of the bogie, and the structure of the bolster is 'a bolster convenient to operate' disclosed by an authorization publication number CN 208198425U. A prior art bolster structure is shown in fig. 1.
In the running process of the existing railway wagon, due to the existence of gaps between rails, high-frequency and low-frequency vibration with large amplitude is easy to generate, and in addition, a large amount of high-frequency and low-frequency vibration with small amplitude is also generated between wheels and the rails in the running process of the railway wagon, if the high-frequency and low-frequency vibration is not processed, the high-frequency vibration is not attenuated, the low-frequency resonance interference is inhibited, and the service life of a bogie and a swing bolster is influenced.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides a high-performance railway wagon swing bolster structure and a bogie, and the specific technical scheme is as follows:
the high-performance railway wagon swing bolster structure comprises a swing bolster body, wherein a plurality of first channels arranged along the width direction of the swing bolster body are arranged in the middle section of the swing bolster body, and first vibration attenuation units are filled in the first channels; the two ends of the swing bolster body are respectively provided with a second channel arranged along the width direction of the swing bolster body, and a second vibration attenuation unit is filled at the position of the second channel.
According to the technical scheme, the first channel comprises a sine-wave-shaped first through hole section, the two ends of the first through hole section are respectively provided with a second through hole section which is parallel to the width direction of the swing bolster body, the head end of the second through hole section is communicated with the end part of the first through hole section, and the tail end of the second through hole section extends to the side wall of the swing bolster body.
According to the technical scheme, the first vibration attenuation unit comprises a first non-Newtonian fluid filling area which is used for completely filling the first through hole section, the second through hole section is filled with a first non-Newtonian fluid buffer area which is used for blocking the end of the first non-Newtonian fluid filling area, the second through hole section is further filled with a first metal hole sealing column which is used for sealing the first non-Newtonian fluid buffer area, and the first metal hole sealing column is connected with the swing bolster body in a sealing mode.
According to the technical scheme, the second channel comprises a cylindrical spiral spring-shaped third through hole section, the two ends of the third through hole section are respectively provided with a fourth through hole section which is parallel to the width direction of the swing bolster body, the head end of the fourth through hole section is communicated with the end part of the third through hole section, and the tail end of the fourth through hole section extends to the side wall of the swing bolster body.
According to the technical scheme, the second vibration attenuation unit comprises a second non-Newtonian fluid filling area which completely fills a third through hole section, a second non-Newtonian fluid buffer area which blocks the end of the second non-Newtonian fluid filling area is filled at the fourth through hole section, a second metal hole sealing column which seals the second non-Newtonian fluid buffer area is further filled at the fourth through hole section, and the second metal hole sealing column is connected with the swing bolster body in a sealing mode.
According to further optimization of the technical scheme, the first non-Newtonian fluid filling area and the second non-Newtonian fluid filling area are both filled with non-Newtonian fluid filling materials, and the preparation method of the non-Newtonian fluid filling materials is as follows:
mixing and stirring 4,4' -diaminodiphenyl ether, dimethylacetamide and pyromellitic dianhydride according to the mass ratio of 1 (1.5-2) to (7-9) to react to prepare a polyamic acid solution, mixing and stirring the polyamic acid solution, methyl silicone oil and azobisisobutyronitrile according to the mass ratio of 100 (15-22) to (2.1-2.3) to react for 2-3h at the temperature of 79-88 ℃, and introducing nitrogen in the reaction process; and then heating to the temperature of 105-110 ℃, stirring for reaction for 30min, cooling to room temperature, and standing at room temperature for 10 days to obtain the non-Newtonian fluid filler.
According to the further optimization of the technical scheme, the first non-Newtonian fluid buffer area and the second non-Newtonian fluid buffer area are both filled with asphalt with a softening point of 45 ℃.
According to the further optimization of the technical scheme, the first metal hole sealing column is in sealing connection with the swing bolster body in a mode of firstly threaded connection and then full-weld welding; and the second metal hole sealing column is in sealing connection with the swing bolster body in a mode of firstly threaded connection and then full-weld welding.
The bogie is provided with the high-performance railway wagon swing bolster structure.
The invention has the beneficial effects that:
according to the invention, by arranging the first vibration attenuation unit and the second vibration attenuation unit, high-frequency vibration can be effectively attenuated, low-frequency resonance interference can be inhibited, and the defect that the amplitude of the main frequency of the existing waveform is extremely high is solved, so that the problems of end point oscillation and aliasing of the area where the swing bolster is located can be favorably eliminated, and finally, the service life of the swing bolster can be effectively prolonged.
Drawings
FIG. 1 is a schematic diagram of a prior art bolster;
FIG. 2 is a spectrum diagram of conventional article B;
FIG. 3 is a schematic structural view of a bolster structure of a high performance railway wagon according to the present invention;
FIG. 4 is a schematic structural view of the bolster body of the present invention;
FIG. 5 is a schematic view of the first channel of the present invention;
FIG. 6 is a schematic view of the second channel of the present invention;
fig. 7 is a schematic structural view of a first vibration damping unit according to the present invention;
fig. 8 is a schematic structural view of a second vibration damping unit according to the present invention;
FIG. 9 is a spectrum diagram of the product A according to the present invention;
FIG. 10 is a spectrum chart of a control sample C1;
FIG. 11 is a spectrum chart of a control sample C2;
FIG. 12 is a spectrum chart of a control sample C3;
FIG. 13 is a spectrum chart of a control sample C4;
FIG. 14 is a spectrum chart of a control sample C5;
FIG. 15 is a schematic view of a control bolster structure;
FIG. 16 is a spectrum chart of a control sample C6;
FIG. 17 is a graph of the viscosity η of the novelty of example 2 as a function of storage time t;
FIG. 18 is a graph showing the change in viscosity η of control D with respect to the storage time t.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Example 1
As shown in fig. 3-8, the high-performance bolster structure of a railway wagon comprises a bolster body 10, wherein a plurality of first channels 11 arranged along the width direction of the bolster body 10 are arranged in the middle section of the bolster body 10, and first vibration attenuation units 20 are filled in the first channels 11; the two ends of the bolster body 10 are respectively provided with a second channel 12 arranged along the width direction of the bolster body 10, and the second channel 12 is filled with a second vibration attenuation unit 30.
Further, the first channel 11 includes a sinusoidal first through hole section 111, two ends of the first through hole section 111 are respectively provided with a second through hole section 112 that is parallel to the width direction of the bolster body 10, a head end of the second through hole section 112 communicates with an end of the first through hole section 111, and a tail end of the second through hole section 112 extends to a side wall of the bolster body 10.
Further, the first vibration damping unit 20 includes a first non-newtonian fluid filling region 21 that completely fills the first through-hole section 111, the second through-hole section 112 is filled with a first non-newtonian fluid buffer region 22 that blocks an end of the first non-newtonian fluid filling region 21, the second through-hole section 112 is further filled with a first metal hole sealing pillar 23 that seals the first non-newtonian fluid buffer region 22, and the first metal hole sealing pillar 23 is hermetically connected to the bolster body 10.
Further, the second channel 12 includes a cylindrical coil spring-shaped third through hole section 121, the two ends of the third through hole section 121 are respectively provided with a fourth through hole section 122 which is parallel to the width direction of the bolster body 10, the head end of the fourth through hole section 122 is communicated with the end of the third through hole section 121, and the tail end of the fourth through hole section 122 extends to the side wall of the bolster body 10.
Further, the second vibration damping unit 30 includes a second non-newtonian fluid filling region 31 that completely fills the third through-hole section 121, a second non-newtonian fluid buffer region 32 that blocks an end of the second non-newtonian fluid filling region 31 is filled at the fourth through-hole section 122, a second metal hole sealing pillar 33 that seals the second non-newtonian fluid buffer region 32 is further filled at the fourth through-hole section 122, and the second metal hole sealing pillar 33 is connected to the bolster body 10 in a sealing manner.
Example 2
Based on embodiment 1, the first non-newtonian fluid filled region 21 and the second non-newtonian fluid filled region 31 are both filled with a non-newtonian fluid filler, and the non-newtonian fluid filler is prepared by the following steps:
mixing and stirring 4,4' -diaminodiphenyl ether, dimethylacetamide and pyromellitic dianhydride according to the mass ratio of 1 (1.5-2) to (7-9) to react to prepare a polyamic acid solution, mixing and stirring the polyamic acid solution, methyl silicone oil and azobisisobutyronitrile according to the mass ratio of 100 (15-22) to (2.1-2.3) to react for 2-3h at the temperature of 79-88 ℃, and introducing nitrogen in the reaction process; and then heating to the temperature of 105-110 ℃, stirring for reaction for 30min, cooling to room temperature to obtain a new product, and standing the new product at room temperature for 10 days to obtain the non-Newtonian fluid filler.
Preferably, 4,4' -diaminodiphenyl ether, dimethylacetamide and pyromellitic dianhydride are mixed and stirred to react according to a mass ratio of 1:1.8:8.3 to prepare the polyamic acid solution. The polyamic acid solution, the methyl silicone oil and the azobisisobutyronitrile are mixed and stirred according to the mass ratio of 100:19: 2.2.
The first non-Newtonian fluid buffer region 22 and the second non-Newtonian fluid buffer region 32 are both filled with asphalt having a softening point of 45 ℃. Wherein the softening point is measured by a ring and ball method.
The processing method of the high-performance railway wagon swing bolster structure comprises the following steps:
one end of the first channel 11 is blocked by a first metal hole-sealing column 23, then the first non-newtonian fluid buffer region 22 is made by filling asphalt with a softening point of 45 ℃ into the second through-hole section 112 of the first channel 11, then the non-newtonian fluid filler is filled into the first channel 11 to make the first non-newtonian fluid filling region 21 by filling the first through-hole section 111 with the non-newtonian fluid filler, then the second non-newtonian fluid buffer region 22 is made by filling asphalt with a softening point of 45 ℃ into the first channel 11, and finally the other end of the first channel 11 is blocked by the second metal hole-sealing column 23, thus completing the manufacture of the first vibration damping unit 20.
The same principle is that: the second vibration damping unit 30 is completed with reference to the above-described method.
The high-performance railway wagon swing bolster structure (referred to as finished product a for short) in this embodiment is detected according to "swing bolster vibration test experiment" in embodiment 3, and the frequency spectrum of the finished product a is obtained, as shown in fig. 9.
Example 3
Swing bolster vibration test experiment
The speed of the railway wagon is 100km/h, vibration signals are collected through an acceleration sensor arranged at a swing bolster in a bogie, and the sampling frequency is 10 kHz; and decomposing the original vibration signal by adopting an EEMD method to obtain an IMF component, and selecting an effective IMF component to perform signal reconstruction to obtain a corresponding vibration signal frequency spectrum.
Example 4
Fig. 1 is a schematic structural view of a conventional bolster, which includes a bolster body 10 without a first vibration damping unit 20 and a second vibration damping unit 30.
The existing bolster in this embodiment (referred to as conventional article B for short) is tested according to the "bolster vibration test experiment" in embodiment 3, and the frequency spectrum of the conventional article B is obtained, as shown in fig. 2.
Example 5
The non-newtonian fluid filler in example 2 was replaced with pure water to obtain a control bolster (referred to as control C1), and the control C1 in this example was tested according to the "test for testing vibration of bolster" in example 3 to obtain a spectrum of control C1, as shown in fig. 10.
Example 6
The non-Newtonian fluid filler in example 2 was filled with asphalt having a softening point of 45 ℃; wherein the softening point is measured by adopting a ring and ball method; the finally obtained control bolster (referred to as control C2 for short), the control C2 in this example was tested according to the "bolster vibration test experiment" in example 3, and the frequency spectrum of the control C2 was obtained, as shown in fig. 11.
Example 7
The non-newtonian fluid filler in example 2 was replaced with an aqueous solution of polyacrylamide (mass fraction: 1%), and the resulting control bolster (referred to as control C3) was tested according to the "bolster vibration test experiment" in example 3 with respect to control C3 in this example to obtain a spectrum of control C3, as shown in fig. 12.
Example 8
Replacing the non-Newtonian fluid filler in the embodiment 2 with a starch wet material, wherein the mass ratio of sweet potato starch to tap water is 2.7: 1; the finally obtained control bolster (referred to as control C4 for short), the control C4 in this example was tested according to the "bolster vibration test experiment" in example 3, and the frequency spectrum of the control C4 was obtained, as shown in fig. 13.
Example 9
In contrast to embodiment 2, the third through-hole section 121 of the second passage 12 in the present embodiment is not cylindrical coil spring-like, but sinusoidal. The finally obtained control bolster (referred to as control C5 for short), the control C5 in this example was tested according to the "bolster vibration test experiment" in example 3, and the frequency spectrum of the control C5 was obtained, as shown in fig. 14.
Example 10
The difference between this embodiment and embodiment 2 is that the first through-hole section 111 in the first comparison channel 11a and the third through-hole section 121 in the second comparison channel 12a are both cylindrical structures, so as to obtain a comparison bolster structure (referred to as comparison product C6 for short); the structure of the comparison swing bolster structure is shown in fig. 15, wherein a plurality of comparison channels 11a are arranged in an array, and at least two comparison channels 12a are arranged.
The control C6 in this example was tested according to the test for vibration test of bolster in example 3 to obtain a spectrum of the control C6, as shown in fig. 16.
Example 11
The new product of example 2 was placed in a beaker and left to stand at room temperature for 13 days, and from day 3, the upper layer liquid and the lower layer liquid were taken out of the beaker by a pipette or a separatory funnel, respectively, and the viscosity of the upper layer liquid/the lower layer liquid was measured by a cone and plate viscometer, and the change in viscosity η with the storage time t is shown in fig. 17.
Example 12
Mixing 4,4' -diaminodiphenyl ether, dimethylacetamide and pyromellitic dianhydride in a mass ratio of 1:1.8:8.3, stirring and reacting to prepare a polyamic acid solution, mixing and stirring the polyamic acid solution and methyl silicone oil in a mass ratio of 100:21.2, reacting for 2-3 hours at the temperature of 79-88 ℃, and introducing nitrogen in the reaction process; then, the temperature is raised to 105-110 ℃, the reaction is stirred for 30min, and the reaction product is cooled to room temperature to obtain a reference substance D.
The control D in this example was placed in a beaker and left to stand at room temperature for 13 days, and from day 3, the supernatant and the subnatant were taken out of the beaker by a pipette or a separatory funnel, respectively, and the viscosity of the supernatant/subnatant was measured by a cone and plate viscometer, and the change in viscosity η with the storage time t is shown in fig. 18.
Example 13
The first metal hole sealing column 23 is in sealing connection with the swing bolster body 10 in a mode of firstly threaded connection and then full-weld welding; and the second metal hole sealing column 33 is in sealing connection with the swing bolster body 10 in a mode of firstly threaded connection and then full-weld welding.
The mode of threaded connection is adopted, so that the installation is convenient; and a full-welding connection mode is adopted, so that the sealing can be effectively realized. The connection mode structure is stable.
Example 14
A bogie is provided with the high-performance railway wagon bolster structure of embodiment 2.
In the above example, a comparison of fig. 9 and fig. 2 reveals that: according to the invention, the first vibration attenuation unit 20 and the second vibration attenuation unit 30 are arranged, so that high-frequency vibration can be effectively attenuated, low-frequency resonance interference can be inhibited, the defect that the amplitude of the main frequency of the existing waveform is extremely high is solved, the problems of end point oscillation and aliasing of the area where the swing bolster is located can be favorably eliminated, and the service life of the swing bolster can be effectively prolonged finally.
As can be seen from an analysis of fig. 10 and 2 and fig. 9 and 2: compared with pure water, the non-Newtonian fluid filler adopted by the invention can filter out dominant frequency waves; thus, relative to fig. 2, the clutter in fig. 10, although mostly filtered out, still exists in large numbers of dominant frequency waves. The existence of a large number of main frequency waves indicates that the bogie impacts the swing bolster severely and has high frequency, and the service life of the bogie to the swing bolster is influenced.
In the invention, the non-Newtonian fluid filler is a specific high-performance non-Newtonian fluid, and can effectively absorb low-frequency and high-frequency vibration, thereby effectively inhibiting low-frequency resonance interference and being beneficial to eliminating the problems of end point oscillation and aliasing of the area where the swing bolster is located.
The asphalt with the softening point of 45 ℃ mainly plays a role of buffering, and the asphalt is easy to compress, so that the stress impact of the non-Newtonian fluid filler caused by expansion with heat and contraction with cold can be effectively relieved. The asphalt is the non-Newtonian fluid, and the compatibility between the asphalt and the non-Newtonian fluid filler is good.
Since the asphalt viscosity at room temperature is very high, the fluidity is very poor. Comparing fig. 11 and fig. 2 and fig. 9 and fig. 2, it can be seen that: asphalt cannot be used to replace non-newtonian fluid fillers. Bitumen can only be used for cushioning materials.
As can be seen from a comparative analysis of fig. 12, 13, and 9: the attenuation effect of non-Newtonian fluid (such as polyacrylamide aqueous solution and starch wet material) made of the conventional material on main frequency waves is very limited, and a large amount of main frequency waves with higher amplitude still exist in the frequency band of 100-250 Hz.
By adopting the non-Newtonian fluid filling material, the main frequency in the frequency diagram slowly transits to a reasonable interval, and the condition that the amplitude of the main frequency wave is suddenly high disappears greatly.
The second vibration damping unit 30 is different from the first vibration damping unit 20 in that the first non-newtonian fluid-filled region 21 is sine-wave shaped; the reason why the second non-newtonian fluid filled region 31 of the second vibration damping unit 30 is in the form of a cylindrical coil spring without being provided with a sine-wave structure is because the second vibration damping unit 30 is close to both ends of the bolster body 10, and both ends of the bolster body 10 are much smaller in thickness than the middle section of the bolster body 10; the cylindrical coil spring-like arrangement can further exhibit the vibration damping effect of the second vibration damping means 30.
By comparing fig. 14 and fig. 9, it can be seen that: the second non-Newtonian fluid filling area 31 is arranged to be in a cylindrical spiral spring shape, and low-frequency vibration interference can be effectively filtered in the frequency band of 100-200 Hz. The reason may be that the transmission of low-frequency waves is more complicated at the thickness junction of the swing bolster, the cylindrical helical spring-shaped structure can receive longitudinal waves in all directions, and the wave absorbing/attenuating effect is better.
By comparing fig. 16 and fig. 9, it can be seen that: the cylindrical coil spring-like and sinusoidal wave-like structures, as opposed to the cylindrical structures, help to eliminate interference with each other. In fig. 16, due to the large interference, an abnormal small-amplitude primary frequency wave occasionally appears in the frequency spectrum.
By comparing fig. 17 and 18, it can be seen that: the prepared new product has poor stability, and after standing for a long time, the viscosity between the upper layer and the lower layer is reduced and is different; when the mixture is allowed to stand for a minimum of 9 days, the viscosities of the upper and lower layers of the new product tend to be stable. Therefore, for the sake of insurance, in the present invention. The new product is placed at room temperature for 10 days to be used as the non-Newtonian fluid filler.
If azodiisobutyronitrile is not added in the manufacturing process of the non-Newtonian fluid filler, the viscosity difference between the upper layer and the lower layer of the finally manufactured reference substance D is larger and larger along with the prolonging of the storage time, and the reference substance D does not tend to be stable even if the storage time exceeds 13 days.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (9)
1. High performance railway freight car truck bloster structure, including the truck bloster body, its characterized in that: the middle section of the swing bolster body is provided with a plurality of first channels arranged along the width direction of the swing bolster body, and the first channels are filled with first vibration attenuation units; the two ends of the swing bolster body are respectively provided with a second channel arranged along the width direction of the swing bolster body, and a second vibration attenuation unit is filled at the position of the second channel.
2. The high performance railway freight car bolster structure of claim 1, wherein: the first channel comprises a sine-wave-shaped first through hole section, the two ends of the first through hole section are respectively provided with a second through hole section which is parallel to the width direction of the swing bolster body, the head end of the second through hole section is communicated with the end part of the first through hole section, and the tail end of the second through hole section extends to the side wall of the swing bolster body.
3. The high performance railway freight car bolster structure of claim 2, wherein: the first vibration attenuation unit comprises a first non-Newtonian fluid filling area which completely fills a first through hole section, a first non-Newtonian fluid buffer area which blocks the end of the first non-Newtonian fluid filling area is filled at the second through hole section, a first metal hole sealing column which seals the first non-Newtonian fluid buffer area is further filled at the second through hole section, and the first metal hole sealing column is connected with the swing bolster body in a sealing mode.
4. A high performance railway freight car bolster structure as set forth in claim 3, wherein: the second passageway includes cylindrical coil spring form third through hole section, the both ends of third through hole section are provided with respectively and are parallel arrangement's fourth through hole section with bolster body width direction, the head end of fourth through hole section and the tip intercommunication of third through hole section, the tail end of fourth through hole section extends to the lateral wall of bolster body.
5. The high performance railway freight car bolster structure of claim 4, wherein: the second vibration attenuation unit comprises a second non-Newtonian fluid filling area which completely fills a third through hole section, a second non-Newtonian fluid buffer area which blocks the end of the second non-Newtonian fluid filling area is filled at the fourth through hole section, a second metal hole sealing column which seals the second non-Newtonian fluid buffer area is further filled at the fourth through hole section, and the second metal hole sealing column is connected with the swing bolster body in a sealing mode.
6. The high performance railway freight car bolster structure of claim 5, wherein: the first non-Newtonian fluid filling area and the second non-Newtonian fluid filling area are both filled with non-Newtonian fluid filling materials, and the preparation method of the non-Newtonian fluid filling materials is as follows:
mixing and stirring 4,4' -diaminodiphenyl ether, dimethylacetamide and pyromellitic dianhydride according to the mass ratio of 1 (1.5-2) to (7-9) to react to prepare a polyamic acid solution, mixing and stirring the polyamic acid solution, methyl silicone oil and azobisisobutyronitrile according to the mass ratio of 100 (15-22) to (2.1-2.3) to react for 2-3h at the temperature of 79-88 ℃, and introducing nitrogen in the reaction process; and then heating to the temperature of 105-110 ℃, stirring for reaction for 30min, cooling to room temperature, and standing at room temperature for 10 days to obtain the non-Newtonian fluid filler.
7. The high performance railway freight car bolster structure of claim 5, wherein: the first non-Newtonian fluid buffer area and the second non-Newtonian fluid buffer area are both filled with asphalt with a softening point of 45 ℃.
8. The high performance railway freight car bolster structure of claim 5, wherein: the first metal hole sealing column is in sealing connection with the swing bolster body in a mode of firstly threaded connection and then full-weld welding; and the second metal hole sealing column is in sealing connection with the swing bolster body in a mode of firstly threaded connection and then full-weld welding.
9. A bogie, characterized by: a high performance railway freight car bolster structure as claimed in any one of claims 1 to 8 is mounted on the bogie.
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| CN202011366957.XA CN112406931B (en) | 2020-11-27 | 2020-11-27 | High-performance railway wagon swing bolster structure and bogie |
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| CN202011366957.XA CN112406931B (en) | 2020-11-27 | 2020-11-27 | High-performance railway wagon swing bolster structure and bogie |
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| US20190118839A1 (en) * | 2016-06-21 | 2019-04-25 | Crrc Tangshan Co., Ltd. | Bolster of bogie |
| CN110816575A (en) * | 2019-12-13 | 2020-02-21 | 中车眉山车辆有限公司 | Lightweight railway express freight car bogie truck bolster |
| CN111976771A (en) * | 2020-08-26 | 2020-11-24 | 中车山东机车车辆有限公司 | Inclined wedge and swing bolster elastic connection vibration damping device for railway wagon bogie and bogie |
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| US20190118839A1 (en) * | 2016-06-21 | 2019-04-25 | Crrc Tangshan Co., Ltd. | Bolster of bogie |
| CN106696980A (en) * | 2017-01-23 | 2017-05-24 | 中车长江车辆有限公司 | Swing bolster for railway express freight car bogie |
| CN110816575A (en) * | 2019-12-13 | 2020-02-21 | 中车眉山车辆有限公司 | Lightweight railway express freight car bogie truck bolster |
| CN111976771A (en) * | 2020-08-26 | 2020-11-24 | 中车山东机车车辆有限公司 | Inclined wedge and swing bolster elastic connection vibration damping device for railway wagon bogie and bogie |
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| CN112406931B (en) | 2022-11-08 |
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