CN113562011B - Method for improving transverse displacement quality of railway vehicle and transverse displacement system - Google Patents
Method for improving transverse displacement quality of railway vehicle and transverse displacement system Download PDFInfo
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- CN113562011B CN113562011B CN202110936655.XA CN202110936655A CN113562011B CN 113562011 B CN113562011 B CN 113562011B CN 202110936655 A CN202110936655 A CN 202110936655A CN 113562011 B CN113562011 B CN 113562011B
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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
Abstract
A method for improving the transverse displacement quality of a railway vehicle and a transverse displacement system are provided, wherein a transverse equistrain elastic vibration reduction bearing element is arranged between a bogie and a vehicle body of the railway vehicle; when the transverse displacement of the railway vehicle occurs, the transverse equal-stress deformation of the transverse equal-strain elastic vibration reduction bearing element ensures that the vehicle is always in a stable transverse displacement state during the transverse displacement, thereby improving the quality of the transverse displacement of the vehicle. According to the utility model, the transverse equal-strain elastic vibration reduction bearing element is arranged between the bogie and the vehicle body, the stability of the transverse displacement of the vehicle is ensured through equal-strain deformation of the elastic vibration reduction bearing element, the instability caused by uneven transverse strain of the elastic vibration reduction bearing element and the damage of the elastic vibration reduction bearing element caused by stress concentration are avoided, and the comprehensive performance of the elastic vibration reduction bearing element is improved.
Description
Technical Field
The utility model relates to a method for improving the transverse displacement quality of a railway vehicle and a transverse displacement system thereof, in particular to a method for improving the transverse displacement quality of the railway vehicle and a transverse displacement system thereof.
Background
For rail vehicles, it is common to include a vehicle body and a bogie, and the vehicle body is mounted on the bogie by a connection system so that steering of the vehicle body can be achieved excessively effectively when the vehicle is steered; meanwhile, in order to ensure the vibration reduction effect of the vehicle, an elastic vibration reduction bearing element is arranged between the vehicle body and the bogie so as to eliminate the influence of a running system under the bogie on the vehicle body during running and steering; for the elastic vibration damping bearing element between the car body and the bogie, the elastic vibration damping bearing element is usually arranged between the car body and the bogie of the locomotive (as shown in fig. 1), and the main functions are to bear vertical load caused by the weight of the car body and lateral displacement caused by the car body and the bogie during the process of passing a curve. The mounting structure of the elastic vibration reduction bearing element between the vehicle body and the bogie is shown in figure 2; as can be seen from the figures, the resilient vibration damping load bearing elements between the vehicle body and the bogie are mounted around the centre pins on the bogie core plate, typically in plurality.
For a long time, the elastic vibration reduction bearing element between the vehicle body and the bogie mainly aims at guaranteeing the vibration reduction problem of vertical load brought by the weight of the vehicle body, so the elastic vibration reduction bearing element between the vehicle body and the bogie emphasizes the vertical rigidity, a great deal of researches on how to guarantee the vertical vibration reduction effect of the elastic vibration reduction bearing element between the vehicle body and the bogie are carried out, and an elastic vibration reduction theory of vertical equal strain is proposed; the vertical equal strain is that in the process of measuring the elastic vibration reduction bearing element of the multi-layer elastic layer, each layer is of a uniform structure, so that the compression amount born by each layer is the same under the vertical load, the generated stress strain is the same, and the design industry is called vertical equal strain design; a vertical loaded Finite Element Analysis (FEA) stress cloud for a conventional structure is shown in fig. 3.
However, through recent research and analysis, the inventor finds that the elastic vibration reduction bearing element between the vehicle body and the bogie often generates some lateral displacement when the vehicle turns, and therefore, the elastic vibration reduction bearing element between the vehicle body and the bogie is driven to generate a certain lateral displacement; the elastic layers of the existing elastic vibration reduction bearing elements are made of rubber materials, and the compression resistance of rubber pile products is very strong and the shearing resistance is poor by combining the characteristics of the rubber materials and practical application experience. According to actual detection, the compression displacement of the elastic vibration reduction bearing element between the vehicle body and the bogie is often less than 20 mm under the actual vertical compression load working condition, and the shearing displacement is usually more than 100 mm; by finite element analysis of the actual condition of the elastic vibration reduction load bearing element between the body and the bogie of a particular conventional locomotive, it can also be seen that the maximum principal strain is only 0.61 under vertical compression working load, and the maximum principal strain reaches 1.562 under 80mm displacement (as shown in fig. 3), which is greatly improved. Meanwhile, it was further found that under transverse load, the stress condition of the product was uneven, and the stress condition of the product at the ends (top and bottom) was worst. The reason for this is analyzed because the upper and lower bottom plates are respectively connected to the vehicle body and the bogie, and are not rotatable in the lateral direction, while the intermediate plates have degrees of freedom in the rotational direction, and their rotation can release a part of stress under the lateral displacement, eventually reducing the stress of the intermediate layer. The situation of unbalanced stress under the transverse displacement occurs; for the conventional transverse load-bearing element analysis (FEA) stress cloud image (as shown in fig. 4), it has been found through analysis that the stress imbalance caused by such transverse displacement will greatly affect the instability in the transverse displacement of the vehicle, especially the failure and damage of the elastic vibration-damping bearing element between the vehicle body and the bogie, so that there is a great need for improvement.
Patent documents which do not find the same technology as the present utility model through patent search report that the patent with certain relation to the present utility model mainly has the following:
1. the application number is CN202020138425.X, the name is a track engineering vehicle electric transmission bogie frame, the application is China patent of electronic technology Co-Ltd in the age of Royal, and the patent discloses a track engineering vehicle electric transmission bogie frame which adopts an H-shaped integral welding structure and comprises: two side beams which are parallel to the running direction of the vehicle and are oppositely arranged; the cross beam is fixedly connected between the two side beams, and the cross beam is connected with the side beams through welding seams; a rubber spring mounting seat, a vertical shock absorber mounting seat, a secondary transverse stop mounting seat, a primary transverse stop mounting seat, a spring and joint mounting seat, a joint and unit brake mounting seat, a traction device mounting seat and a spring seat which are arranged on the side beams; the gearbox hanging seat, the motor mounting seat and the transverse shock absorber mounting seat are arranged on the cross beam. The patent mentions transverse vibration dampers, but does not teach specific construction and principles of transverse vibration damping.
2. The application number is CN201610103238.6, the name is 'air spring and vehicle vibration reduction method for rail transit in high-cold environment', the application is China patent of New Material science and technology Co., ltd in the age of Royal, the patent discloses an air spring and vehicle vibration reduction method for rail transit in high-cold environment, the air spring for rail transit in high-cold environment comprises an upper cover plate, a wear-resisting plate, a limiting pressing plate, an air bag, an emergency spring and an hourglass spring; the lower sub-opening of the air bag is connected with the hourglass spring in a sealing way, and the emergency spring is arranged between the wear-resisting plate and the hourglass spring. The method comprises the steps that a large curved bag type air bag structure is matched with an auxiliary spring, and an emergency spring is arranged between the large curved bag type air bag structure and the auxiliary spring; in the inflated state of the air bag, the vertical and transverse rigidity and the vertical and transverse displacement of the air spring system are provided by the air bag serial hourglass springs; in the air bag air release state, the vertical vibration reduction effect is realized by the emergency spring connected with the hourglass spring in series. The patent provides vertical, lateral stiffness and vertical, lateral displacement through the air spring's hourglass spring, but does not address the problem of uneven lateral shear stress.
3. The application number is CN201420156995.6, the name is a secondary high-spring suspension device for 100% low-floor tram, the applicant is Chinese patent utility model of City new road construction bridge machinery Co-Ltd, the patent discloses a secondary high-spring suspension device for 100% low-floor tram, the secondary high-spring suspension device comprises a framework formed by two side beams and two cross beams, two secondary high-springs are fixedly arranged on lower mounting seat plates at two ends of the cross beams, one side is provided with a vertical damper, the other side is provided with a vertical stop, the inner side of the middle part of each side beam is fixedly provided with a transverse stop, one end of each side beam is fixedly provided with a transverse damper, and each vertical stop, each vertical damper, each transverse stop and each transverse damper are symmetrically arranged according to the central point of the framework. The patent mentions transverse stop and transverse damping, but does not mention the problem of transverse strain, such as transverse strain, to solve the transverse shear caused by transverse displacement.
Although some improvements have been proposed to solve the problem of lateral displacement by careful analysis of these patents, they have still used some simple methods to provide some lateral damping, and have not been effective in solving the problem of shear forces on the elastic layer of the elastic element due to lateral displacement, but have all had some drawbacks, lack of systematic consideration, and therefore the problems previously proposed remain, and thus further research improvements remain to be made.
Disclosure of Invention
Aiming at the defect that the existing elastic vibration reduction bearing element between the vehicle body and the bogie has uneven transverse shearing force, the utility model provides a novel method for improving the transverse displacement quality of the vehicle and relieving the uneven stress caused by the resistance of the elastic vibration reduction bearing element between the vehicle body and the bogie to the transverse displacement and a transverse displacement system; the novel method for improving the transverse displacement quality and the transverse displacement system can effectively solve the problem of uneven transverse displacement stress of the elastic vibration reduction bearing element between the vehicle body and the bogie, thereby improving the transverse displacement quality of the vehicle.
In order to achieve the aim, the utility model provides a method for improving the transverse displacement quality of a railway vehicle, wherein a transverse equistrain elastic vibration reduction bearing element is arranged between a bogie and a vehicle body of the railway vehicle; when the transverse displacement of the railway vehicle occurs, the transverse equal-stress deformation of the transverse equal-strain elastic vibration reduction bearing element ensures that the vehicle is always in a stable transverse displacement state during the transverse displacement, thereby improving the quality of the transverse displacement of the vehicle.
Further, the transverse equistrain elastic vibration reduction bearing elements are arranged between the bogie of the railway vehicle and the vehicle body, a plurality of transverse equistrain elastic vibration reduction bearing elements are arranged around the central pin of the bogie, and instability between the vehicle body and the bogie during steering of the vehicle is avoided through combined action of the transverse equistrain elastic vibration reduction bearing elements.
Further, the combined action of the transverse equistrain elastic vibration reduction bearing elements is that when the transverse equistrain elastic vibration reduction bearing elements are displaced transversely in a vehicle turning process, the influence of the transverse displacement of the vehicle on the instability of the vehicle is reduced through the deformation of the common transverse equistrain of the transverse equistrain elastic vibration reduction bearing elements.
Further, the transverse equal stress deformation through the transverse equal strain elastic vibration reduction bearing element ensures that the vehicle is always in a stable transverse displacement state, and when the vehicle is displaced transversely, the transverse equal stress deformation through the transverse equal strain elastic vibration reduction bearing element damps the transverse displacement of the vehicle, so that the vehicle can be stably transited during the transverse displacement.
Further, the transverse displacement of the transverse equal stress deformation damping vehicle through the transverse equal strain elastic vibration reduction bearing element is realized by changing the structure of the elastic vibration reduction bearing element according to the transverse shearing stress condition of each part of the elastic vibration reduction bearing element when the railway vehicle transversely moves, so that the transverse equal stress damping of the railway vehicle transversely moves is realized.
Further, the structure of the elastic vibration reduction bearing element is changed to realize that the transverse shear stress of each part of the elastic vibration reduction bearing element is in an equal state, namely the thickness and the diameter of an elastic layer of the elastic vibration reduction bearing element are adjusted according to the transverse shear stress condition of each part of the elastic vibration reduction bearing element when the railway vehicle transversely moves, so that the transverse shear stress of each part of the elastic vibration reduction bearing element is in an equal state.
Further, the thickness and the diameter of the elastic layer of the elastic vibration reduction bearing element are adjusted by adopting the elastic layers with unequal diameters and unequal thicknesses to adjust the transverse stress conditions of the elastic layer of the elastic vibration reduction bearing element, so that the transverse shear stress conditions of the elastic layer of the elastic vibration reduction bearing element are always in equal stress conditions when the railway vehicle transversely displaces.
Further, the step of adopting the elastic layers with unequal diameters and unequal thicknesses to adjust the transverse stress condition of the elastic layers of the elastic vibration reduction bearing element is to adopt a plurality of layers of elastic vibration reduction bearing element elastic layers, wherein the diameter of an intermediate layer is minimum, the diameter of an end layer is maximum, and the positions with the minimum diameters of rubber layers are connected into a smooth arc line; meanwhile, the design of unequal thickness is adopted, and the thickness of the middle layer is larger than that of the adjacent outer layers; the diameter and the thickness of the elastic layers of the elastic vibration reduction bearing element are adjusted simultaneously to ensure that the transverse shearing stress of each elastic layer is always in an equal stress state; and an asymmetric profile structure is adopted for the elastic layers at the end parts, the elastic profile from the inner surface of the end plate to the next layer is an inclined arc profile from the inner surface of the end plate to the inner surface of the middle layer, and the elastic profile is transited at the root part through a fillet.
The transverse displacement system comprises a vehicle body, a center plate, a bogie and elastic vibration reduction bearing elements, wherein the vehicle body is arranged on the bogie through the center plate, a plurality of elastic vibration reduction bearing elements are arranged between the vehicle body and the bogie around a center pin of the center plate, and elastic vibration reduction of the vehicle body is realized through the elastic vibration reduction bearing elements; the method is characterized in that: the elastic vibration reduction bearing element is a transverse equal-strain elastic vibration reduction bearing element, and when the transverse equal-strain elastic vibration reduction bearing element is subjected to transverse displacement of the railway vehicle, the transverse equal-strain elastic vibration reduction bearing element is used for transversely displacing the transverse equal-strain deformation damping vehicle body and the bogie, so that stable transition of the vehicle during transverse displacement is ensured.
Further, the transverse equal-strain elastic vibration reduction bearing element is an elastic vibration reduction bearing element with a plurality of elastic layers, the plurality of elastic layers are unequal-diameter and unequal-thickness elastic layers, and the transverse shearing stress of each elastic layer in the transverse displacement of the vehicle is always in an equal-stress state by adjusting the diameter and the thickness of the elastic layers of the transverse equal-strain elastic vibration reduction bearing element.
The utility model has the advantages that:
the utility model adopts a transverse equistrain design, and the elastic vibration reduction bearing element between the vehicle body and the bogie is designed into the transverse equistrain elastic vibration reduction bearing element, so that the utility model has the following advantages:
1. the adoption of the transverse equal-strain elastic vibration reduction bearing element is beneficial to the situation that when transverse displacement occurs between the body of the vehicle and the bogie, the elastic vibration reduction bearing element is always in a transverse equal-stress state, so that the body of the vehicle is always in an equal-stress state transition relative to the transverse direction of the bogie, and the phenomenon that the elastic vibration reduction bearing element is unstable due to the fact that local transverse stress is excessively concentrated is effectively avoided;
2. the damage of the elastic layer of the elastic vibration reduction bearing element caused by excessive concentration of the stress can be relieved by adopting the transverse equal-strain elastic vibration reduction bearing element;
3. the structural size of the elastic vibration reduction bearing element can be adjusted more effectively through the design of the transverse equal-strain elastic vibration reduction bearing element, and the volume of the elastic vibration reduction bearing element is reduced, so that the transverse swing of a vehicle is facilitated.
Drawings
FIG. 1 is a schematic view of the overall construction of a railway vehicle;
FIG. 2 is a schematic view of the mounting structure of an elastic vibration damping load bearing element between a vehicle body and a bogie;
FIG. 3 is a vertical loaded Finite Element Analysis (FEA) stress cloud for a conventional structure;
FIG. 4 is a diagram of a conventional structure transverse stress-loaded Finite Element Analysis (FEA) stress cloud;
FIG. 5 is a schematic view of a structure of an elastic vibration damping load bearing element of a lateral displacement system according to a first embodiment of the present utility model;
FIG. 6 is a schematic view of an elastic layer profile of an elastic vibration dampening load bearing element of a lateral displacement system;
FIG. 7 is a strain cloud of the structure of a conventional lateral displacement system elastic vibration damping load bearing element;
fig. 8 is a transverse stress-loaded Finite Element Analysis (FEA) stress cloud for a first embodiment of the present utility model.
Reference numerals: 1. a vehicle body; 2. a bogie; 3. a heart plate; 4. a core disc pin shaft; 5 elastic vibration damping bearing elements; 6. an upper end plate of the elastic vibration reduction bearing element; 7. a lower end plate of the elastic vibration reduction bearing element; 8. an elastic layer of an elastic vibration damping bearing element; 9. an intermediate layer; 10. an elastic layer; 11. an elastic layer profile; 12. an end elastic layer profile; 13. intersection points on the end elastic layer profiles; 14. the lower intersection point of the end elastic layer profile; 15. an arc surface of the end elastic layer; 16. the surface of the end elastic layer is flat; 17. the end elastic layer is a lower molded surface flat layer.
Detailed Description
The utility model is further illustrated in the following, in conjunction with the accompanying drawings and specific embodiments.
Example 1
Through research and analysis, the inventor finds that the instability is easy to occur when the vehicle moves transversely, mainly due to the instability of the elastic vibration reduction bearing element arranged between the vehicle body and the bogie, and the instability of the elastic vibration reduction bearing element is mainly due to the fact that great transverse shearing force is generated for the elastic vibration reduction bearing element when the vehicle moves transversely, so that internal stress is uneven and easy to be unstable, which is not considered before; in practice, the elastic vibration-damping bearing element is placed on the bogie (as shown in fig. 1), not only bears the weight of the locomotive body, but also provides horizontal displacement for the locomotive during movement, for example, when the locomotive body passes through a curve, the horizontal movement of the locomotive body and the bogie is provided by the elastic vibration-damping bearing element, and in addition, the elastic vibration-damping bearing element can be subjected to horizontal acting force during other movements such as braking, accelerating and the like of the locomotive (as shown in fig. 2). The acting forces mainly act on the rubber pile products in the vertical, horizontal, torsion and the like, wherein horizontal transverse shearing force is a place which is not focused enough in the past, so that when a vehicle is subjected to transverse horizontal displacement, the elastic vibration reduction bearing element is uneven in stress distribution, locally stress concentration occurs, and when serious, the elastic vibration reduction bearing element is invalid and is unstable in transverse displacement.
According to the situation, further analysis shows that if the transverse shearing force causes the internal stress of the elastic vibration reduction bearing element to be uneven, the phenomenon of stress concentration occurs, so that the stress of the elastic vibration reduction bearing element is uneven, as can be clearly seen from the analysis of stress cloud images, when the transverse shearing force is not in transverse displacement, the transverse shearing force is only vertically loaded, the internal stress of the elastic layer of the elastic vibration reduction bearing element is shown as cloud image 3, and the internal stress distribution of the elastic layer of the elastic vibration reduction bearing element is relatively even from top to bottom. However, the stress cloud graph after the transverse displacement is shown in fig. 4; as can be seen from fig. 4, after a lateral displacement between the vehicle body and the bogie, the internal stress of the elastic layer of the elastic vibration damping bearing element changes significantly under lateral load, and stress concentration occurs. Further research finds that under transverse load, the stress condition of the elastic vibration reduction bearing element is uneven; the elastic vibration damping bearing element is subjected to the worst stress conditions at the ends (top and bottom) due to the vertical torsional deformation caused by the lateral movement. The reason for this is analyzed because the upper and lower bottom plates are respectively connected to the vehicle body and the bogie, and are not rotatable in the lateral direction, while the intermediate plates have degrees of freedom in the rotational direction, and their rotation can release a part of stress under the lateral displacement, eventually reducing the stress of the intermediate layer. The situation of unbalanced stress under the transverse displacement occurs; the transverse shearing force affects the elastic layer of the elastic vibration reduction bearing element, and the stress is uneven, so that the elastic vibration reduction bearing element is easy to be in a torn state, the elastic vibration reduction bearing element is damaged, the stability of the transverse displacement of the vehicle is further affected, therefore, the effect of the transverse shearing force of the elastic vibration reduction bearing element is very necessary to be studied, the influence of the transverse shearing force on the elastic vibration reduction bearing element is eliminated, and the concept of transverse equal strain is proposed. Namely, when the elastic vibration reduction bearing element with transverse equal strain is designed to prevent the transverse displacement of the vehicle, the influence of transverse shearing force on the elastic vibration reduction bearing element is designed.
In order to improve the stress condition, researches show that the condition can be effectively changed by adopting the design that the thickness of the end layer is lower than that of the middle layer and the diameter is larger than that of the middle layer in the design of the elastic vibration damping bearing element, which is called asymmetric transverse equal-strain design. By applying this design, the maximum strain of each layer of the rubber stack under the lateral displacement is made as equal as possible by adjusting the thickness and diameter variation in the finite element, and this design mode is called asymmetric lateral equal strain. The asymmetric transverse isostrain includes two aspects:
1. non-uniform diameter glue line design
Different glue layers are different in diameter, the diameter of the middle layer is minimum, the diameter of the end layer is maximum, and the position with the minimum diameter of the rubber layer is connected into a smooth arc line. This design allows the rubber to have higher strength in the end layers and less deformation during lateral movement, transferring strain to the middle layer.
2. Non-uniform thickness glue line design
By adopting the unequal thickness design, the thickness of the middle layer is higher, and the thickness of the middle layer and the thickness of the two sides of the middle layer are gradually reduced, so that the rigidity of the end part is higher, and the strain of the end part layer can be improved.
Specific asymmetric transverse isostrain design cases are as follows:
as can be seen from fig. 1 and 2, the present utility model relates to a lateral displacement system for improving the lateral displacement quality of a railway vehicle, the lateral displacement system comprising a vehicle body 1, a core plate 3, a bogie 2 and elastic vibration damping bearing elements 5, wherein the vehicle body 1 is mounted on the bogie 2 through the core plate 3, a plurality of elastic vibration damping bearing elements 5 are arranged around a center pin of the core plate 3 between the vehicle body 1 and the bogie 2, and elastic vibration damping of the vehicle body is realized through the plurality of elastic vibration damping bearing elements 5; the bogie 2 is in turn mounted on a wheel set system 6 by means of a bolster system 4.
The elastic vibration reduction bearing element 5 is a transverse equal-strain elastic vibration reduction bearing element, and when the transverse equal-strain elastic vibration reduction bearing element is subjected to transverse displacement of the railway vehicle, the transverse displacement between the transverse equal-strain deformation damping vehicle body and the bogie of the elastic vibration reduction bearing element can ensure stable transition when the vehicle is subjected to transverse displacement.
The transverse equal-strain elastic vibration reduction bearing element is an elastic vibration reduction bearing element with a plurality of elastic layers, the plurality of elastic layers are unequal-diameter and unequal-thickness elastic layers, and the transverse shearing stress of each elastic layer in transverse displacement of the vehicle is always in an equal-stress state by adjusting the diameter and the thickness of the elastic layers of the elastic vibration reduction bearing element.
The following describes the specific structure of the lateral displacement system with reference to the accompanying drawings:
the transverse displacement system comprises a vehicle body 1 and a bogie 2, wherein the vehicle body 1 is connected with the bogie 2 through a heart plate 3 (shown in figure 2) and can rotate around a heart plate pin shaft 4 when the vehicle turns; an elastic vibration reduction bearing element 5 is arranged between the vehicle body 1 and the bogie 2, and the elastic vibration reduction bearing element 5 is arranged around the center plate 3 and is uniformly arranged in 3-6 pieces (as shown in figure 2); the elastic vibration reduction bearing elements 5 are symmetrically arranged on the bogie 2 around the center plate 3, and the bogie 2 is arranged on the wheel set system 6 through the swing bolster system 4.
The elastic vibration reduction bearing element 5 adopts an integral wrapping structure, the elastic vibration reduction bearing element 5 comprises an elastic vibration reduction bearing element upper end plate 9 and an elastic vibration reduction bearing element lower end plate 7, and an elastic vibration reduction bearing element elastic layer 8 is arranged between the elastic vibration reduction bearing element upper end plate 9 and the elastic vibration reduction bearing element lower end plate 7; the elastic vibration reduction bearing element elastic layer 8 is of a multi-layer composite structure, and the elastic vibration reduction bearing element elastic layer 8 of the multi-layer composite structure is of a structure with unequal diameters and unequal thicknesses. According to stress analysis, the transverse shearing force borne by the elastic layer 8 of the elastic vibration reduction bearing element is mainly generated by transverse displacement between the upper end plate 9 of the elastic vibration reduction bearing element and the lower end plate 7 of the elastic vibration reduction bearing element, and the stress deformation borne by the upper end plate 9 of the elastic vibration reduction bearing element and the lower end plate 7 of the elastic vibration reduction bearing element is the largest during the transverse displacement; therefore, the multilayer elastic layer 8 between the upper end plate 9 of the elastic vibration reduction bearing element and the lower end plate 7 of the elastic vibration reduction bearing element adopts an asymmetric structure, namely, each layer of the multilayer elastic layer 8 adopts different diameters and different thicknesses, and the transverse equal stress of each part of the multilayer elastic vibration reduction bearing element elastic layer 8 is adjusted by adjusting the diameters and the thicknesses of the multilayer elastic vibration reduction bearing element elastic layers 8, so that the transverse equal stress of each part of the multilayer elastic vibration reduction bearing element elastic layer 8 is equal, a transverse equal strain elastic vibration reduction bearing element (shown in figure 5) is formed, and the rigidity during the transverse displacement between the vehicle body and the bogie is adjusted by the transverse deformation of the multilayer elastic layer, so that the transverse displacement between the vehicle body and the bogie can be stably transited when the vehicle turns.
Each layer of the multi-layer elastic layer 8 adopts different diameters and different thicknesses, namely the diameter of the middle elastic layer at the most middle position of the multi-layer elastic layer 8 between the upper end plate 9 of the elastic vibration reduction bearing element and the lower end plate 7 of the elastic vibration reduction bearing element is the smallest, but the thickness is the thickest; the diameters of each layer of the upper end plate 9 and the lower end plate 7 of the elastic vibration reduction bearing element are gradually increased from the middle to the bottom, but the thicknesses are thinned, so that an asymmetric structure with different diameters and different thicknesses of the whole multi-layer elastic layer is formed, and the stress balance degree in each elastic layer is improved.
The elastic vibration damping bearing element elastic layer 8 of the elastic vibration damping bearing element 5 comprises a plurality of intermediate layers 11 and two side elastic layers 10, and the elastic vibration damping bearing element elastic layer 8 with a multi-layer composite structure is formed by the plurality of intermediate layers 11, the two side elastic layers 10 and the middle partition 18; and the elastic layer profile 19 of each elastic layer 10 on two sides adopts an arc profile of a slurry coating structure; the end elastic layer profile 12 closely attached to the inner surfaces of the upper end plate 9 of the elastic vibration reduction bearing element and the lower end plate 7 of the elastic vibration reduction bearing element is an arc-shaped surface with an asymmetric structure (as shown in fig. 6).
The arc-shaped surface of the asymmetric structure is mainly used for improving the stress condition of an end layer by adopting profile optimization aiming at the condition that the end layer is severely pulled; the upper intersection point 13 of the end elastic layer profile 12 to the lower intersection point 14 of the end elastic layer profile are in a declining conic shape inclining from the upper end plate 9 of the elastic vibration reduction bearing element and the lower end plate 7 of the elastic vibration reduction bearing element to the center of the elastic vibration reduction bearing element 5, so that the arc-shaped surface 15 of the end elastic layer profile 12 forms a central shrinkage arc frustum shape; the arc surface 15 and the upper end plate 9 of the elastic vibration reduction bearing element or the lower end plate 7 of the elastic vibration reduction bearing element are of an encapsulated structure, an intermediate baffle plate adjacent to the lower part of the arc surface 15 is of an encapsulated structure, and the arc surface 15 and the end plate encapsulating layer 16 of the upper end plate 9 of the elastic vibration reduction bearing element or the lower end plate 7 of the elastic vibration reduction bearing element are in direct smooth transition intersection; the arc-shaped surface 15 and the middle partition plate glue coating layer 17 are in transition through a round angle, and are in smooth transition and intersection at an angle smaller than 90 degrees.
Through analysis and research, the reason for cracking the elastic layer of the elastic element is mainly that the elastic layer is severely pulled, and if the multilayer asymmetric design elastic layers with different diameters and thicknesses are adopted, and the elastic layers are adjusted according to the difference of the transverse shearing force suffered by each layer, the elastic element can help to avoid the situation of pulling when the product is transversely deformed. In contrast to the old construction, which is under tension at the beginning of the lateral movement and is increasingly more severe, the multilayer asymmetrically designed elastic layer is not under tension at the beginning of the lateral movement.
In practical finite element fatigue calculation, the strain is often analyzed in detail before and then is substituted into the fatigue simulation analysis result, so that the performance of the strain can generally represent the severe fatigue working condition of the product.
By comparing the finite element strain with the traditional structure with the same external dimension and layer number and the transverse equistrain structure, the maximum main strain of the transverse equistrain structure is reduced by 13.8% compared with that of the traditional structure, and the stress distribution of the end elastic layer is much more uniform and no obvious bright spots before improvement appear as shown in the comparison of stress cloud charts in figures 7 and 8.
Further, the maximum principal strain of each layer is compared, resulting in a percentage of the minimum to maximum strain. As can be seen from the following table, the minimum strain of the conventional structure is 50.2% of the maximum strain, and the transverse equi-strain type structure is 89.2% (as shown in FIG. 8), so that the strain uniformity is improved significantly. In the actual fatigue process, the consistency of fatigue life between different layers is greatly improved. Further, we can make a preliminary definition that the ratio of the minimum strain to the maximum strain is adjusted to be more than 90% by optimizing the rubber structure under the transverse displacement, and the design can be approximated as the transverse equistrain design.
TABLE 1 maximum principal strain comparison table at different positions
By designing the elastic vibration reduction bearing element through transverse equistrain, the transverse shearing stress of the elastic vibration reduction bearing element can be relatively balanced when the vehicle transversely displaces, so that the condition of shearing stress concentration on the elastic vibration reduction bearing element can not occur when the vehicle transversely displaces, stable movement is facilitated when the vehicle transversely displaces, damage to the elastic vibration reduction bearing element due to overlarge local transverse shearing force can not occur, and the quality of the transverse displacement is improved.
Example two
The principle of the second embodiment is the same as that of the first embodiment, but the combination structure is slightly different, and as can be seen from fig. 2, the utility model relates to a transverse displacement system for improving the transverse displacement quality of a railway vehicle, the transverse displacement system comprises a vehicle body, a center plate, a bogie and an elastic vibration damping bearing element, the vehicle body is arranged on the bogie through the center plate, a plurality of elastic vibration damping bearing elements are arranged around a center pin of the center plate between the vehicle body and the bogie, and elastic vibration damping of the vehicle body is realized through the elastic vibration damping bearing elements; the elastic vibration reduction bearing element is a transverse equistrain elastic vibration reduction bearing element, and when the elastic vibration reduction bearing element is subjected to transverse displacement of the railway vehicle, the transverse displacement between the vehicle body and the bogie is damped through the transverse equistrain deformation of the elastic vibration reduction bearing element, so that stable transition of the vehicle during transverse displacement is ensured.
The elastic vibration reduction bearing element is only provided with 5 elastic layers, the 5 elastic layers are unequal-diameter and unequal-thickness elastic layers, and the transverse shearing stress of each elastic layer is always in an equal-stress state by adjusting the diameter and the thickness of the elastic layers of the elastic vibration reduction bearing element.
Example III
The principle of the third embodiment is the same as that of the first embodiment, but the combination structure is slightly different, and as can be seen from fig. 8, the utility model relates to a transverse displacement system for improving the transverse displacement quality of a railway vehicle, the transverse displacement system comprises a vehicle body, a center plate, a bogie and elastic vibration damping bearing elements, the vehicle body is arranged on the bogie through the center plate, a plurality of elastic vibration damping bearing elements are arranged around a center pin of the center plate between the vehicle body and the bogie, and elastic vibration damping of the vehicle body is realized through the elastic vibration damping bearing elements; the elastic vibration reduction bearing element is a transverse equistrain elastic vibration reduction bearing element, and when the elastic vibration reduction bearing element is subjected to transverse displacement of the railway vehicle, the transverse displacement between the vehicle body and the bogie is damped through the transverse equistrain deformation of the elastic vibration reduction bearing element, so that stable transition of the vehicle during transverse displacement is ensured.
The elastic vibration reduction bearing element is an elastic vibration reduction bearing element with 9 elastic layers, the 9 elastic layers are unequal-diameter and unequal-thickness elastic layers, and the transverse shearing stress of each elastic layer is always in an equal-stress state by adjusting the diameter and the thickness of the elastic layers of the elastic vibration reduction bearing element.
Through the embodiment, the utility model also relates to a method for improving the transverse displacement quality of the railway vehicle, wherein a transverse equistrain elastic vibration reduction bearing element is arranged between a bogie and a vehicle body of the railway vehicle; when the transverse displacement of the railway vehicle occurs, the transverse equal-stress deformation of the transverse equal-strain elastic vibration reduction bearing element ensures that the vehicle is always in a stable transverse displacement state during the transverse displacement, thereby improving the quality of the transverse displacement of the vehicle.
Further, the transverse equistrain elastic vibration reduction bearing elements are arranged between the bogie of the railway vehicle and the vehicle body, a plurality of transverse equistrain elastic vibration reduction bearing elements are arranged around the central pin of the bogie, and instability between the vehicle body and the bogie during steering of the vehicle is avoided through combined action of the transverse equistrain elastic vibration reduction bearing elements.
Further, the combined action of the transverse equistrain elastic vibration reduction bearing elements is that when the transverse equistrain elastic vibration reduction bearing elements are displaced transversely in a vehicle turning process, the influence of the transverse displacement of the vehicle on the instability of the vehicle is reduced through the deformation of the common transverse equistrain of the transverse equistrain elastic vibration reduction bearing elements.
Further, the transverse equal stress deformation through the transverse equal strain elastic vibration reduction bearing element ensures that the vehicle is always in a stable transverse displacement state, and when the vehicle is displaced transversely, the transverse equal stress deformation through the transverse equal strain elastic vibration reduction bearing element damps the transverse displacement of the vehicle, so that the vehicle can be stably transited during the transverse displacement.
Further, the transverse displacement of the transverse equal stress deformation damping vehicle through the transverse equal strain elastic vibration reduction bearing element is realized by changing the structure of the elastic vibration reduction bearing element according to the transverse shearing stress condition of each part of the elastic vibration reduction bearing element when the railway vehicle transversely moves, so that the transverse equal stress damping of the railway vehicle transversely moves is realized.
Further, the structure of the elastic vibration reduction bearing element is changed to realize that the transverse shear stress of each part of the elastic vibration reduction bearing element is in an equal state, namely, the thickness and the diameter of an elastic layer of the elastic vibration reduction bearing element are adjusted according to the transverse shear stress condition of each part of the elastic vibration reduction bearing element when the railway vehicle transversely moves, so that the transverse shear stress of each part of the elastic vibration reduction bearing element is in an equal state.
Further, the thickness and the diameter of the elastic layer of the elastic vibration reduction bearing element are adjusted by adopting the elastic layers with unequal diameters and unequal thicknesses to adjust the transverse stress conditions of the elastic layer of the elastic vibration reduction bearing element, so that the transverse shear stress conditions of the elastic layer of the elastic vibration reduction bearing element are always in equal stress conditions when the railway vehicle transversely displaces.
Further, the step of adopting the elastic layers with unequal diameters and unequal thicknesses to adjust the transverse stress condition of the elastic layers of the elastic vibration reduction bearing element is to adopt a plurality of layers of elastic vibration reduction bearing element elastic layers, wherein the diameter of an intermediate layer is minimum, the diameter of an end layer is maximum, and the positions with the minimum diameters of rubber layers are connected into a smooth arc line; meanwhile, the design of unequal thickness is adopted, and the thickness of the middle layer is larger than that of the adjacent outer layer; the diameter and the thickness of the elastic layers of the elastic vibration reduction bearing element are adjusted simultaneously to ensure that the transverse shearing stress of each elastic layer is always in an equal stress state; and an asymmetric profile structure is adopted for the end elastic layer, and the elastic profile from the inner surface of the end plate to the next layer is an inclined arc profile from the inner surface of the end plate to the inner surface of the middle layer and is basically transited by a fillet.
The above-listed embodiments are only to clearly and completely describe the technical solution of the present utility model in conjunction with the accompanying drawings; it should be understood that the embodiments described are only some embodiments, but not all embodiments, and that the terms such as "upper", "lower", "front", "rear", "middle", etc. used in this specification are also for descriptive purposes only and are not intended to limit the scope of the utility model in which the utility model may be practiced, but rather the relative relationships thereof may be altered or modified without materially altering the technology to the extent that the utility model may be practiced. Meanwhile, the structures, proportions, sizes and the like shown in the drawings are only used for being matched with the disclosure of the specification, so that people skilled in the art can know and read the structures, proportions and sizes, and the like, and are not limited by the practical limit conditions of the utility model, so that the structure modification, the proportion relation change or the size adjustment do not have any technical significance, and all fall within the scope covered by the technical disclosure of the utility model under the condition that the effect and the achieved aim of the utility model are not affected. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
The utility model has the advantages that:
the utility model adopts a transverse equistrain design, and the elastic vibration reduction bearing element between the vehicle body and the bogie is designed into the transverse equistrain elastic vibration reduction bearing element, so that the utility model has the following advantages:
1. the adoption of the transverse equal-strain elastic vibration reduction bearing element is beneficial to the situation that when transverse displacement occurs between the body of the vehicle and the bogie, the elastic vibration reduction bearing element is always in a transverse equal-stress state, so that the body of the vehicle is always in an equal-stress state transition relative to the transverse direction of the bogie, and the phenomenon that the elastic vibration reduction bearing element is unstable due to the fact that local transverse stress is excessively concentrated is effectively avoided;
2. the damage of the elastic layer of the elastic vibration reduction bearing element caused by excessive concentration of the stress can be relieved by adopting the transverse equal-strain elastic vibration reduction bearing element;
3. the structural size of the elastic vibration reduction bearing element can be adjusted more effectively through the design of the transverse equal-strain elastic vibration reduction bearing element, and the volume of the elastic vibration reduction bearing element is reduced, so that the transverse swing of a vehicle is facilitated.
Claims (3)
1. A method for improving the lateral displacement quality of a rail vehicle, which is characterized in that: a transverse equistrain elastic vibration reduction bearing element is arranged between a bogie of the railway vehicle and a vehicle body; when the transverse displacement of the railway vehicle occurs, the transverse equal-stress deformation of the transverse equal-strain elastic vibration reduction bearing element ensures that the vehicle is always in a stable transverse displacement state during the transverse displacement, thereby improving the quality of the transverse displacement of the vehicle; the transverse equistrain elastic vibration reduction bearing elements are arranged between the bogie of the railway vehicle and the vehicle body, a plurality of transverse equistrain elastic vibration reduction bearing elements are arranged around a central pin of the bogie, and instability between the vehicle body and the bogie during steering of the vehicle is avoided through the combined action of the transverse equistrain elastic vibration reduction bearing elements; when the vehicle transversely displaces, the transverse equal stress deformation of the transverse equal strain elastic vibration reduction bearing element damps the transverse displacement of the vehicle, so that the vehicle can stably transition during the transverse displacement; when the transverse equistrain elastic vibration reduction bearing elements are subjected to transverse displacement in a vehicle turning process, the influence of the transverse displacement of the vehicle on the instability of the vehicle is reduced through the deformation of the common transverse equistrain of the transverse equistrain elastic vibration reduction bearing elements; the transverse displacement of the transverse equal stress deformation damping vehicle through the transverse equal strain elastic vibration reduction bearing element is realized by analyzing the transverse shearing stress condition of each part of the elastic vibration reduction bearing element when the railway vehicle transversely moves, and changing the structure of the elastic vibration reduction bearing element so as to realize the condition that the transverse shearing stress of each part of the elastic vibration reduction bearing element is equal, thereby realizing the transverse equal stress damping when the railway vehicle transversely moves; the structure of the elastic vibration reduction bearing element is changed to realize the state that the transverse shearing stress of each part of the elastic vibration reduction bearing element is equal, namely the thickness and the diameter of an elastic layer of the elastic vibration reduction bearing element are adjusted according to the transverse shearing stress condition of each part of the elastic vibration reduction bearing element when the railway vehicle transversely moves to realize the state that the transverse shearing stress of each part of the elastic vibration reduction bearing element is equal; the thickness and the diameter of the elastic layer of the elastic vibration reduction bearing element are adjusted by adopting the elastic layers with unequal diameters and unequal thicknesses to adjust the transverse stress conditions of the elastic layer of the elastic vibration reduction bearing element, so that the transverse shearing stress conditions of the elastic layer of the elastic vibration reduction bearing element are always in equal stress conditions when the railway vehicle transversely displaces.
2. A method of improving the lateral displacement quality of a rail vehicle as claimed in claim 1, wherein: the transverse stress condition of each part of the elastic layer of the elastic vibration reduction bearing element is adjusted by adopting unequal diameter and unequal thickness elastic layers, wherein the elastic layers of the elastic vibration reduction bearing element are in multilayer, the diameter of an intermediate layer is minimum, the diameter of an end layer is maximum, and the parts with the minimum diameters of rubber layers are connected into a smooth arc line; meanwhile, the design of unequal thickness is adopted, and the thickness of the middle layer is larger than that of the adjacent outer layers; the diameter and the thickness of the elastic layers of the elastic vibration reduction bearing element are adjusted simultaneously to ensure that the transverse shearing stress of each elastic layer is always in an equal stress state; and an asymmetric profile structure is adopted for the elastic layers at the end parts, the elastic profile from the inner surface of the end plate to the next layer is an inclined arc profile from the inner surface of the end plate to the inner surface of the middle layer, and the elastic profile is transited at the root part through a fillet.
3. The transverse displacement system comprises a vehicle body, a center plate, a bogie and elastic vibration reduction bearing elements, wherein the vehicle body is arranged on the bogie through the center plate, a plurality of elastic vibration reduction bearing elements are arranged between the vehicle body and the bogie around a center pin of the center plate, and elastic vibration reduction of the vehicle body is realized through the elastic vibration reduction bearing elements; the method is characterized in that: the elastic vibration reduction bearing element is a transverse equal-strain elastic vibration reduction bearing element, and when the elastic vibration reduction bearing element transversely displaces, the transverse displacement between the bogie and the vehicle body is damped through the transverse equal-strain deformation of the elastic vibration reduction bearing element, so that the stable transition of the vehicle in transverse displacement is ensured; the elastic vibration reduction bearing element is an elastic vibration reduction bearing element with a plurality of elastic layers, the plurality of elastic layers are elastic layers with unequal diameters and unequal thicknesses, and the transverse shearing stress of each elastic layer in transverse displacement of the vehicle is always in an equal stress state by adjusting the diameters and the thicknesses of the elastic layers of the elastic vibration reduction bearing element; the elastic vibration reduction bearing element adopts an integral wrapping structure, and comprises an elastic vibration reduction bearing element upper end plate and an elastic vibration reduction bearing element lower end plate, and an elastic vibration reduction bearing element elastic layer is arranged between the elastic vibration reduction bearing element upper end plate and the elastic vibration reduction bearing element lower end plate; the elastic layer of the elastic vibration reduction bearing element is of a multilayer structure with unequal diameters and unequal thicknesses; the multilayer elastic layers between the upper end plate and the lower end plate of the elastic vibration reduction bearing element adopt asymmetric structures, namely, each layer of the multilayer elastic layers adopts different diameters and different thicknesses, and the transverse equal stress of each part of the elastic layers of the elastic vibration reduction bearing element is adjusted by adjusting the diameters and the thicknesses of the elastic layers of the elastic vibration reduction bearing element, so that the transverse equal stress of each part of the elastic layers of the elastic vibration reduction bearing element is equal, the transverse equal strain elastic vibration reduction bearing element is formed, the rigidity during transverse displacement between the vehicle body and the bogie is adjusted through the transverse deformation of the elastic layers of the multilayer structure, and the transverse displacement between the vehicle body and the bogie can be stably transited when the vehicle turns.
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| CN202110936655.XA CN113562011B (en) | 2021-08-16 | 2021-08-16 | Method for improving transverse displacement quality of railway vehicle and transverse displacement system |
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| CN202110936655.XA CN113562011B (en) | 2021-08-16 | 2021-08-16 | Method for improving transverse displacement quality of railway vehicle and transverse displacement system |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1203530A (en) * | 1969-01-28 | 1970-08-26 | Rolls Royce | Improvements in or relating to vehicle bogies |
| CN101451584A (en) * | 2007-12-04 | 2009-06-10 | 凌恺夫 | Damping device of screw compression spring for rail vehicle and installation method thereof |
| CN105923007A (en) * | 2016-06-21 | 2016-09-07 | 中车唐山机车车辆有限公司 | Swing bolster of bogie |
| CN205930744U (en) * | 2016-06-21 | 2017-02-08 | 中车唐山机车车辆有限公司 | Steering frame |
| CN108749847A (en) * | 2018-06-13 | 2018-11-06 | 株洲时代新材料科技股份有限公司 | A kind of locomotive rubber metal pad variable diameters improve anti-fatigue performance method and locomotive rubber metal pad |
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