CN113771902A

CN113771902A - Bogie and rail engineering vehicle

Info

Publication number: CN113771902A
Application number: CN202010525543.0A
Authority: CN
Inventors: 肖少坤; 黄秀峰; 陶亮; 唐鹏
Original assignee: CRCC High Tech Equipment Corp Ltd
Current assignee: CRCC High Tech Equipment Corp Ltd
Priority date: 2020-06-10
Filing date: 2020-06-10
Publication date: 2021-12-10

Abstract

The embodiment of the application provides a bogie and a rail engineering vehicle, relates to the technology of large railway maintenance machinery, and is used for overcoming the problem that the gravity center of the rail engineering vehicle is easy to shift in the related technology, so that the suspension deformation difference of two sides of the rail engineering vehicle is caused, and the vehicle inclines or topples. The bogie is used for a rail engineering vehicle and comprises: a frame having two oppositely disposed side beams; a wheel pair mounted to the side beams of the frame via axle boxes; a head shaft cylinder mounted to a first mount provided to the side member for connecting the frame with the axle box; the top vehicle oil cylinder is mounted to a second mounting seat arranged on the side beam and used for connecting the framework with a vehicle body; and the control device is used for controlling the extension and retraction of the jacking shaft oil cylinder and the jacking oil cylinder.

Description

Bogie and rail engineering vehicle

Technical Field

The application relates to the technology of large-scale railway maintenance machinery, in particular to a bogie and a rail engineering vehicle.

Background

With the rapid development of the rail technology, the demand of the rail engineering vehicle for maintenance is also increasing. At present, a bogie of a rail engineering vehicle is usually a traditional truck bogie, the bogie is connected with a vehicle body through a center plate, the bogie is also connected with an axle box of a wheel pair through a primary suspension, and the bogie is also connected with the vehicle body through a secondary suspension; wherein, the primary suspension and the secondary suspension are of rubber spring structures.

In the related art, the rail-mounted mobile machinery shop is usually equipped with an operating mechanism, the operating range of the operating mechanism usually exceeds the vehicle body, and the operating mechanism has a certain load-bearing capacity, which easily causes the center of gravity of the rail-mounted mobile machinery shop to shift, so that the deformation of the rubber spring structures on both sides of the rail-mounted mobile machinery shop is different, and the vehicle tilts or overturns.

Disclosure of Invention

The embodiment of the application provides a bogie and a rail engineering vehicle, which are used for overcoming the problem that the gravity center of the rail engineering vehicle is easy to shift in the related technology, so that the suspension deformation difference of two sides of the rail engineering vehicle is caused, and the vehicle inclines or overturns.

An embodiment of a first aspect of the present application provides a bogie for a rail-bound work vehicle, including:

a frame having two oppositely disposed side beams;

a wheel pair mounted to the side beams of the frame via axle boxes;

a head shaft cylinder mounted to a first mount provided to the side member for connecting the frame with the axle box;

the top vehicle oil cylinder is mounted to a second mounting seat arranged on the side beam and used for connecting the framework with a vehicle body;

and the control device is used for controlling the extension and retraction of the jacking shaft oil cylinder and the jacking oil cylinder.

In one possible implementation, both end portions of the two side members are provided with the first mounting seats.

In one possible implementation, the second mounting seats are provided in the middle of both side members.

In one possible implementation manner, the control device comprises a control console and a multi-connected valve, wherein the control console is electrically connected with the multi-connected valve; the multi-union valve is arranged on oil inlet passages of the jacking oil cylinders and the jacking oil cylinders.

In one possible implementation manner, the control device further comprises a first sensor, and the first sensor is respectively arranged on the jacking shaft oil cylinder and the jacking oil cylinder; the first sensor is used for detecting the extending position of the piston rod head of the oil cylinder; the first sensor is electrically connected with the console.

In one possible implementation manner, the control device further comprises a second sensor, and the second sensor is respectively arranged on the jacking shaft oil cylinder and the jacking oil cylinder; the second sensor is used for detecting the retraction position of the piston rod head of the oil cylinder; the second sensor is electrically connected with the console.

In one possible implementation, the side member has a side member recess portion provided at a middle portion thereof.

In one possible implementation, the frame has a cross member connected to the middle of the two side members; the cross beam is provided with a cross beam concave part, and the cross beam concave part is positioned in the middle of the cross beam.

In one possible implementation, the bogie further includes:

the center plate is connected with the vehicle body and arranged in the middle of the cross beam;

and the side bearings are used for being connected with the vehicle body and are respectively arranged in the middle of the side beams.

In one possible implementation, the side bearing is disposed inside the second mounting seat.

An embodiment of the second aspect of the present application provides a rail engineering vehicle, which includes a vehicle body and a bogie as described in any one of the foregoing, wherein the vehicle body is connected with the bogie.

The embodiment of the application provides a bogie and track machineshop car, through setting up the apical axis hydro-cylinder, the apical axis hydro-cylinder and controlling means, the apical axis hydro-cylinder can take place corresponding flexible along with track machineshop car's operating mode, with adaptation track machineshop car to vertical buffering damping demand, and, through controlling means to the apical axis hydro-cylinder, the control of apical axis hydro-cylinder, do benefit to the flexible volume of control track machineshop car both sides hydraulic cylinder, do benefit to the difference that reduces and even avoid the vertical deformation in track machineshop car both sides, thereby do benefit to the focus skew of avoiding track machineshop car, do benefit to and avoid passageway machineshop car slope or topple.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

FIG. 1 is a schematic illustration of a bogie provided in an exemplary embodiment;

FIG. 2 is a schematic illustration of an installation of a jack cylinder provided in an exemplary embodiment;

FIG. 3 is a schematic illustration of an installation of a lift cylinder provided in an exemplary embodiment;

fig. 4 is a block diagram of a bogie provided in an exemplary embodiment.

Description of reference numerals:

1-a framework; 11-side beam; 111-side beam recess; 12-a cross beam; 121-beam recess; 13-a first mount; 14-a second mount;

2-wheel pair; 21-axle; 22-a wheel; 23-axle boxes; 231-a boss; 24-a foundation brake unit;

3-a jack-pin oil cylinder;

4-a top lift cylinder; 41-bolt; 42-mounting a backing plate;

5-core disc;

6-side bearing;

71-a console; 72-a multi-way valve; 73-first sensor; 74-second sensor.

Detailed Description

In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

With the rapid development of the rail technology, the demand of the rail engineering vehicle for maintenance is also increasing. At present, a bogie of a rail engineering vehicle usually adopts a traditional truck bogie, the bogie is connected with a vehicle body through a center plate, the bogie is connected with an axle box of a wheel pair through a primary suspension, and the bogie is connected with the vehicle body through a secondary suspension. The primary function of the two-line suspension is to distribute the weight to the bogie axle in a certain proportion, so that the distributed weight does not change significantly when the wheel set runs on uneven roads, and the suspension device can relieve the impact on the vehicle when the rail engineering vehicle runs on uneven roads or the impact occurs because of the wheel being out of round.

In the related technology, the primary suspension and the secondary suspension are in rubber spring structures; the rubber spring structure can be deformed correspondingly according to the running condition of the vehicle. Because the rail engineering vehicle is usually equipped with the operating mechanism, the working range of the operating mechanism usually exceeds the vehicle body, and the operating mechanism has certain load bearing capacity, so that the center of gravity of the rail engineering vehicle is easy to shift, the suspension deformation difference of two sides of the rail engineering vehicle is caused, and the vehicle inclines or topples.

In order to overcome the above problems, this embodiment provides a bogie and track machineshop car, through setting up the apical axis hydro-cylinder, the apical axis hydro-cylinder and controlling means, the apical axis hydro-cylinder can take place corresponding flexible along with the operating mode of track machineshop car, with adaptation track machineshop car is to vertical buffering damping demand, and, through controlling means to the apical axis hydro-cylinder, the control of apical axis hydro-cylinder, do benefit to the flexible volume of control track machineshop car both sides hydraulic cylinder, do benefit to the difference of reducing even avoiding the vertical deformation of track machineshop car both sides, thereby do benefit to the focus skew of avoiding track machineshop car, do benefit to and avoid passageway machineshop car slope or topple.

The structure and implementation of the bogie provided by the present embodiment are illustrated in the following drawings.

The bogie provided by the embodiment can be used for a rail engineering vehicle or other rail vehicles, and the application of the bogie to the rail engineering vehicle is not described below as an example. The bogie can bear the weight of each part of the rail engineering vehicle, ensures necessary adhesion, ensures that the rail engineering vehicle has good stability and stability during operation, and generates necessary braking force.

For convenience of description, the direction indicated by the arrow X, the direction indicated by the arrow Y, and the direction indicated by the arrow Z in fig. 1 are not shown.

Referring to fig. 1 to 4, the bogie specifically includes: the device comprises a framework 1, a wheel pair 2, a jacking oil cylinder 3, a jacking oil cylinder 4 and a control device.

The frame 1 may be H-shaped. Illustratively, the frame 1 includes side members 11 and cross members 12; the number of the side beams 11 is two, and the two side beams 11 are parallel and opposite to each other; the cross member 12 is connected to the two side members 11. In some examples, the cross member 12 is connected to the middle of the two side members 11. In other examples, the lateral direction may be connected to the side member 11 near the end portion.

The wheel set 2 comprises an axle 21 and wheels 22 arranged at two ends of the axle 21; the wheels 22 may be used to cooperate with the track to enable the rail vehicle to travel along the track. The advancing direction of the rail engineering vehicle is the front. The number of the wheel sets 2 may be two, and the two wheel sets 2 are respectively disposed at the front end and the rear end of the frame 1, specifically, at the front end and the rear end of the side beam 11. The ends of the wheelsets 2 may be provided with axle boxes 23, which axle boxes 23 may be used for suspension connection of the wheelsets 2 to the underside of the frame 1, which frame 1 is supported above the wheelsets 2.

And a head-axle cylinder 3 attached to a first attachment seat 13 provided on the side member 11 for connecting the frame 1 to the axle box 23. The first installation is arranged corresponding to the axle boxes 23 of the two wheel pairs 2, specifically, the two ends of the two side beams 11 are respectively provided with a first installation seat 13; that is, both end portions of the two side members 11 are provided with the head shaft cylinders 3, respectively. As shown in fig. 2, the lift pin cylinder 3 may be connected to the first mounting seat 13 by a bolt 41, and a mounting pad 42 may be disposed between the lift pin cylinder 3 and the first mounting seat 13.

The roof cylinder 4 is mounted to a second mount 14 provided to the side member 11 for connecting the frame 1 with the vehicle body. The second mounting seat 14 is positioned between the two first mounting seats 13 of the same side beam 11; specifically, the second mount 14 is provided at the middle of the two side members 11, that is, the roof cylinder 4 is provided at the middle of the two side members 11. As shown in fig. 3, the lift cylinder 4 may be connected to the second mounting seat 14 by bolts, and an adjusting gasket may be disposed between the lift cylinder 4 and the second mounting seat 14.

In some examples, the piston rod of the lift cylinder 4 is located below, and accordingly, a boss 231 is axially provided to be engaged with the piston rod, and the piston rod may abut against the boss 231 when being extended.

For convenience of description, the jack cylinder 3 and the topping cylinder 4 may be collectively referred to as a hydraulic cylinder. The hydraulic cylinder can include the cylinder body and locate the piston rod in the cylinder body slidable to slide in the cylinder body through the piston rod and come the vertical buffering damping demand of adaptation track machineshop car. An oil storage cavity can be formed between the cylinder body and the piston rod, an oil port is formed in the oil storage cavity, a hydraulic rubber tube is arranged at the oil port of the oil storage cavity, the hydraulic rubber tube is used for being connected with a hydraulic oil tank, and the hydraulic oil tank is used for providing oil for the hydraulic oil cylinder. In some examples, a hydraulic pump is also provided for powering the flow of oil between the hydraulic ram and the hydraulic tank; the hydraulic pump may be electrically connected to a vehicle power source.

In this example, the frame 1 and the axle box 23, and the bogie and the vehicle body can be rigidly connected by the head-axle cylinder 3 and the head-car cylinder 4, so that the inclination or the overturn of the vehicle due to the unbalanced load during the operation can be reduced, and the influence of the vibration of the suspension on the operation effect during the low-speed operation can be reduced.

The control device is used for controlling the stretching states of the jacking shaft oil cylinder 3 and the jacking oil cylinder 4, is beneficial to reducing the difference of the stretching amounts of the jacking shaft oil cylinder 3 and the jacking oil cylinder 4 and reducing and even avoiding the difference of vertical deformation of two sides of the rail engineering truck, thereby being beneficial to avoiding the gravity center offset of the rail engineering truck and being beneficial to avoiding the inclination or overturn of the rail engineering truck.

Illustratively, as shown in fig. 4, the control device may include a console 71 and multiple valves 72, and the console 71 is electrically connected to each multiple valve 72. The multiple valves 72 are respectively arranged on the oil inlet passages of the hydraulic oil cylinders and are used for controlling the oil inlet amount or the oil outlet amount of the corresponding hydraulic oil cylinders so as to control the expansion amount of the corresponding hydraulic oil cylinders.

The multiple valve 72 may be one, and the multiple valve 72 is provided in the oil inlet passage of each of the topping shaft cylinders 3 and the topping cylinder 4. Or, two multi-connected valves 72 may be provided, wherein one multi-connected valve 72 is connected to each of the head shaft cylinders 3, which is beneficial to controlling the expansion amounts of the head shaft cylinders 3 to be similar or equal, and reducing the difference of the expansion amounts of the head shaft cylinders 3; the other multi-union valve 72 is connected to each of the topping cylinders 4, so that the control of the similar or equal expansion amount of each of the topping cylinders 4 is facilitated, and the difference of the expansion amount of each of the topping cylinders 4 is reduced.

Wherein multi-valve 72 may have multiple oil feed passages. Each oil inlet channel is respectively arranged in an oil inlet passage of the corresponding jacking shaft oil cylinder 3 or the jacking oil cylinder 4 and used for selectively communicating the corresponding jacking shaft oil cylinder 3 or the jacking oil cylinder 4 with the hydraulic oil tank. The multi-way valve 72 may be an electrically controlled valve, the console 71 may be a control terminal or a controller, and the console 71 is used for controlling opening and closing of each oil inlet channel of the multi-way valve 72, opening amount and the like. The console 71 may be electrically connected to a network control system of the rail vehicle so that the console 71 and the network control system can transmit information to each other.

Optionally, the control device further includes a first sensor 73, and the first sensor 73 is respectively disposed on each of the jack cylinder 3 and the lift cylinder 4; the first sensor 73 is used to detect the extended position of the piston rod of the corresponding cylinder. The first sensor 73 is electrically connected to the console 71, and the first sensor 73 may be electrically connected to the console 71 by a wire, or the first sensor 73 may be wirelessly connected to the console 71. Therefore, the control console 71 can determine the extending conditions of the over-plug rods of the jacking cylinder 3 and the jacking cylinder 4 in time, which is favorable for ensuring that the extending amounts of the jacking cylinders 3 are close or equal, and is favorable for ensuring that the extending amounts of the jacking cylinders 4 are close or equal.

In a specific implementation, the first sensor 73 may include an oil pressure sensor, the oil pressure sensor is configured to detect an oil pressure signal of a corresponding hydraulic oil cylinder, the oil pressure signal has a certain correlation with an extension amount of the piston rod, and the extension amount of the corresponding piston rod may be determined by the oil pressure signal of the side beam of the oil pressure sensor. Of course, the implementation of the first sensor 73 is not limited thereto, and in other examples, the first sensor 73 may include a sensor capable of detecting the protruding amount of the piston rod, such as a displacement sensor.

Optionally, the control device further includes a second sensor 74, and the second sensor 74 is respectively disposed on the jack cylinder 3 and the lift cylinder 4; the second sensor 74 is used to detect the retracted position of the ram piston rod head. The second sensor 74 is electrically connected to the console 71, and the second sensor 74 may be electrically connected to the console 71 by a wire, or the second sensor 74 may be wirelessly connected to the console 71. Therefore, the control console 71 can determine the retraction condition of the over-stopper rods of the jacking cylinder 3 and the jacking cylinder 4 in time, which is beneficial to ensuring that the retraction amount of the jacking cylinder 3 is close or equal and is beneficial to ensuring that the retraction amount of the jacking cylinder 4 is close or equal.

In a particular implementation, the second sensor 74 may include a proximity switch, which may be specifically an inductive proximity switch. The inductive proximity switch is used for detecting the retraction position of the piston rod of the corresponding hydraulic oil cylinder. Of course, the implementation of the second sensor 74 is not limited thereto, and in other examples, the second sensor 74 may include a sensor capable of detecting the retraction amount of the piston rod, such as a displacement sensor.

In this example, each of the first sensor 73 and the second sensor 74 may be electrically connected to a network module of the rail car, the network module is configured to transmit information detected by the first sensor 73 and the second sensor 74 to the console 71, and the console 71 controls the operation of each hydraulic cylinder based on the received detection information.

In one possible implementation, as shown in fig. 1, the side beam 11 of the frame 1 has a side beam recess 111 that is recessed downward to facilitate lowering the center of gravity of the bogie, and thus to facilitate lowering the center of gravity of the rail-bound engineering vehicle, to facilitate reducing the acceleration of rolling and swinging of the vehicle body of the rail-bound engineering vehicle, and to further facilitate preventing the rail-bound engineering vehicle from tilting or overturning. The side rail recess 111 may be provided in the middle of the side rail 11 so that the side rail 11 may be symmetrical with respect to its transverse (left-right) center line, facilitating uniform force application throughout the side rail 11.

The side rail recess 111 is smoothly connected to the side rail ends at the front and rear ends thereof. Illustratively, the side rail recesses 111 may be U-shaped or arc-shaped. The side beam recess 111 includes a connecting edge connected to both ends of the middle edge in the front and rear direction, and the connecting edge is a slant plate or an arc plate, and the middle edge may be a flat plate.

The cross beam 12 of the frame 1 is connected to the side beam recesses 111 of the two side beams 11 to further lower the center of gravity of the bogie, further lower the center of gravity of the rail engineering vehicle, facilitate reduction of acceleration of rolling and swinging of the vehicle body of the rail engineering vehicle, and further facilitate prevention of inclination or overturning of the rail engineering vehicle.

Optionally, the cross beam 12 has a cross beam recess 121, so as to further lower the center of gravity of the bogie, further lower the center of gravity of the rail engineering vehicle, and facilitate reducing the acceleration of rolling and swinging of the vehicle body of the rail engineering vehicle, and further facilitate preventing the rail engineering vehicle from inclining or overturning. The beam recess 121 is disposed in the middle of the beam 12, so that the beam 12 is symmetrical with respect to the longitudinal (front-back) center line of the beam, and thus, the beam 12 is uniformly stressed at all positions.

The beam recess 121 is smoothly connected to the beam ends at the left and right ends. Illustratively, the beam recess 121 may be U-shaped or arc-shaped. The beam recess 121 includes a connecting edge and a middle edge, the connecting edge is connected to the left end and the right end of the middle edge, the connecting edge is an inclined plate or an arc-shaped plate, and the middle edge can be a flat plate.

In the above example, by providing the center portions of the side members 11 and the cross members 12 recessed downward, it is also made possible to provide more installation space for the in-vehicle equipment provided above the framework 1, facilitating the arrangement of the in-vehicle equipment.

The bogie further comprises: a core plate 5 and a side bearing 6. The center plate 5 is arranged on the cross beam 12, particularly in the middle of the cross beam 12, and is used for connecting the bogie with the vehicle body. The side bearing 6 is arranged on the side beam 11, particularly in the middle of the side beam 11, and is used for connecting the bogie with the vehicle body; side bearing 6 is disposed inside second mount 14, that is, side bearing 6 is disposed inside second mount 14 facing in the lateral direction. The structure of the core plate 5 and the side bearing 6 can adopt the conventional arrangement in the field, and the embodiment is not particularly limited herein; the core plate 5 and the side bearing 6 are jointly loaded to transmit vertical force and traction force and transmit longitudinal force.

In addition, the bogie further comprises a basic brake unit 24, and the basic brake unit 24 is used for realizing a braking function in cooperation with the wheel pair 2; illustratively, the foundation brake unit 24 may be a brake caliper. It can be understood that: for the bogie, the parts which are not described in the embodiment can adopt the conventional arrangement in the field, and the embodiment is not described herein again.

The embodiment also provides a rail engineering vehicle, such as a road maintenance engineering vehicle, which comprises a vehicle body and a bogie as in any one of the above examples, wherein the vehicle body is connected with the bogie. The structure, function and implementation process of the bogie can be the same as those of the previous examples, and the description of this embodiment is omitted. The vehicle body can be provided with vehicle-mounted equipment for executing corresponding operation; the vehicle body and the vehicle-mounted equipment can be specifically set according to actual needs, and the embodiment is not limited here.

In the description of the present application, it is to be understood that the terms "lateral," "longitudinal," "upper," "lower," "front," "rear," "inner," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the present application and simplifying the description, but do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed in a particular orientation, and be operated, and thus should not be construed as limiting the present application.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In this application, the terms "mounted," "connected," "secured," and the like are to be construed broadly unless otherwise specifically indicated and limited; for example, "connected" may be a fixed connection, a removable connection, or an integral part; can be mechanically connected, electrically connected or can communicate with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.

While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims

1. A bogie for a rail work vehicle, comprising:

a frame having two oppositely disposed side beams;

a wheel pair mounted to the side beams of the frame via axle boxes;

2. The bogie according to claim 1, wherein both end portions of both side beams are provided with the first mount.

3. The bogie according to claim 1, wherein the second mount is provided at a central portion of both side beams.

4. The bogie of claim 1, wherein the control device comprises a console and a multi-valve, the console being electrically connected to the multi-valve; the multi-union valve is arranged on oil inlet passages of the jacking oil cylinders and the jacking oil cylinders.

5. The bogie of claim 4, wherein the control device further comprises a first sensor disposed at the head axle cylinder and the head car cylinder, respectively; the first sensor is used for detecting the extending position of the piston rod head of the oil cylinder; the first sensor is electrically connected with the console.

6. The bogie of claim 4, wherein the control device further comprises a second sensor, the second sensor being disposed on the head axle cylinder and the head car cylinder, respectively; the second sensor is used for detecting the retraction position of the piston rod head of the oil cylinder; the second sensor is electrically connected with the console.

7. The bogie of any one of claims 1-6, wherein the side sill has a side sill recess disposed in a central portion thereof.

8. The bogie according to any one of claims 1 to 6, wherein the frame has a cross member connected to a middle portion of the two side members; the cross beam is provided with a cross beam concave part, and the cross beam concave part is positioned in the middle of the cross beam.

9. The bogie according to any one of claims 1 to 6, further comprising:

10. The bogie as recited in claim 9, wherein the side bearing is disposed inboard of the second mount.

11. A rail-bound work vehicle, characterized in that it comprises a vehicle body and a bogie as claimed in any one of claims 1-10, said vehicle body being connected to said bogie.