CN114162161A - Underframe, car body and rail car - Google Patents

Abstract

The embodiment of the application provides a chassis, it includes: the two-position end chassis comprises a chassis traction beam, wherein the chassis traction beam is a single component integrally formed by adopting a whole piece of material; and the middle underframe is connected with the two-position end underframe through the traction beam. The chassis draft sill is made of a whole base material in an integrated forming mode, original four assemblies are combined into a component, a welding seam in a high stress area is cancelled, the welding seam in the variable cross section of the chassis draft sill is changed into the base material, welding workload can be reduced, a special welding tool is not needed, and allowable stress is improved.

Description

Underframe, car body and rail car

Technical Field

The application relates to the technical field of railway vehicles, in particular to an underframe, a vehicle body and a railway vehicle.

Background

In modern subway vehicles, the position where the railway vehicle is stressed most frequently is the traction beam of the underframe, and the maximum end compression force of the railway vehicle at 120km/h can reach 120 tons. The towing beam in the prior art is formed by assembling and welding four components, a left towing beam, a right towing beam and a hinged panel of the towing beam are welded into a whole, the towing beam mainly bears longitudinal compression and tensile loads of a vehicle, and a middle supporting beam is arranged in the middle of the hinged panel to reduce the deformation of the hinged panel and transfer longitudinal force to the center direction of a vehicle body in order to share the longitudinal loads of the towing beams on two sides.

The end underframe with the structure has more single parts, causes larger welding workload, increases the time for adjusting deformation after welding, and needs to increase a special welding tool. The left and right traction beams, the middle support beam and the hinged panel are connected in a welding mode, the allowable stress at the welding seam is much smaller than that of the base material, and pressure is brought to structural optimization design and weight reduction.

Disclosure of Invention

In order to solve one of the technical defects, the embodiment of the application provides an underframe, a car body and a rail car.

According to a first aspect of embodiments of the present application, there is provided a chassis, comprising:

the two-position end chassis comprises a chassis traction beam, wherein the chassis traction beam is a single component integrally formed by adopting a whole piece of material;

and the middle underframe is connected with the two-position end underframe through the traction beam.

According to a second aspect of the embodiments of the present application, there is provided a vehicle body, which includes the chassis, the side walls, the end walls and the roof as described above, wherein the side walls are vertically disposed on two sides of the chassis, the end walls are vertically disposed on two ends of the chassis, upper ends of the side walls and the end walls are connected to the roof, lower ends of the side walls and the end walls are connected to the chassis, the chassis adopts a stepped structure, and a position of the middle chassis is lower than positions of the two end chassis.

According to a third aspect of embodiments of the present application, there is provided a rail vehicle comprising a vehicle body as described above.

By adopting the technical scheme provided in the embodiment of the application, the underframe traction beam is manufactured by integrally molding the base material, the original four components are combined into one member, the welding seam of a high-stress area is cancelled, the welding seam at the variable cross section of the underframe traction beam is changed into the base material, the welding workload can be reduced, a special welding tool is not needed, and the allowable stress of the underframe traction beam can be improved to 215MPa from the original 115 MPa.

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 view (bottom surface up) of a bottom frame structure provided in the embodiment of the present application;

FIG. 2 is an enlarged view of a portion of FIG. 1;

FIG. 3 is a longitudinal cross-sectional view (bottom up) of an undercarriage transition beam and undercarriage draft beam;

FIG. 4 is an enlarged view of portion A of FIG. 3;

FIG. 5 is a schematic view of a two-position end chassis configuration (bottom side up);

FIG. 6 is a schematic cross-sectional view of FIG. 5;

FIG. 7 is an enlarged view of portion B of FIG. 6;

FIG. 8 is a side view of a train provided by an embodiment of the present application;

fig. 9 is a perspective view of a bogie provided in an embodiment of the present application;

FIG. 10 is a top view of a truck provided in an embodiment of the present application;

FIG. 11 is a first schematic view of the truck according to the present disclosure illustrating relative rotation of the first kingpin and the second kingpin;

FIG. 12 is a second schematic view of the truck according to the present disclosure illustrating relative rotation of the first kingpin and the second kingpin;

FIG. 13 is a third schematic view of the truck according to the present disclosure illustrating relative rotation of the first kingpin and the second kingpin;

FIG. 14 is an enlarged partial view of a truck according to an embodiment of the present application;

FIG. 15 is an exploded view of a draft gear in a truck according to an embodiment of the present application;

FIG. 16 is a schematic structural diagram of a traction device in a bogie according to an embodiment of the present application;

FIG. 17 is a partial longitudinal cross-sectional view of a truck provided in accordance with an embodiment of the present application;

FIG. 18 is a transverse cross-sectional view of a truck provided in an embodiment of the present application;

FIG. 19 is a schematic structural diagram of a wheel pair and driving device in a bogie according to an embodiment of the present application;

FIG. 20 is a top plan view of the wheelsets and drive assemblies of the truck according to an embodiment of the present disclosure;

fig. 21 is a schematic structural diagram of a gear box and a driving motor in a bogie according to an embodiment of the present application;

FIG. 22 is a cross-sectional view of a gear box coupled to a drive motor in a truck according to an embodiment of the present application;

FIG. 23 is an enlarged view of area C of FIG. 22;

FIG. 24 is an enlarged view of area D of FIG. 22;

FIG. 25 is a top view of another truck provided in an embodiment of the present application;

fig. 26 is a cross-sectional view of the bogie provided with a speed detecting device at the axial end according to the embodiment of the present application;

fig. 27 is a schematic axial end view of a bogie provided in an embodiment of the present application.

Reference numerals:

2, a compartment; 24-a chassis; 241-undercarriage draft sill; 2411-a bogie mounting plate; 242-undercarriage end beams; 243-underframe side beam; 244-middle chassis; 245-undercarriage transition beam; 2451-transition beam upper deck; 2452-lower transition beam cover plate; 2453-transition beam riser;

41-a framework; 411-motor mount;

421-axle; 422-vehicle wheels; 423-axle boxes;

431-a first tow pin; 4311-first hinge; 4312-first hinge hole; 4313-a first vehicle body connecting seat; 4314-through groove; 432-a second draw pin; 4321-a second hinge; 4322-second hinge hole; 4323-a second vehicle body mount; 433-an elastic connecting pin; 4331-keyway; 434-hinged cover; 4341-bond; 435-longitudinal buffer stop; 436-transverse damper mount; 4361-guide rail; 437-lateral buffer stop;

44-a series of suspension devices;

45-secondary suspension devices;

461-driving motor; 462-a gearbox; 4621-gearbox connecting arm; 463-a coupling; 464-gearbox connecting rods; 465-motor buffer node; 4651-motor mount; 4652-rubber sleeve; 466-rubber bushings; 467-connecting screw rod; 468-motor stop;

471-transverse damper;

481 — shaft end adapter; 482-sensing gear; 483-speed sensor; 484-shaft end hinge bar; 485-axle end cap.

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.

In the process of realizing the application, the inventor finds that in the prior art, the number of single pieces of the chassis traction beam is large, the single pieces need to be assembled and welded together, the welding workload is large, the time for adjusting deformation after welding is increased, a special welding tool needs to be used, the connection mode of the left traction beam, the right traction beam, the middle support beam and the hinged panel is welding, the allowable stress at the welding seam is much smaller than that of a base material, and the stress is brought to the structural optimization design and weight reduction.

In view of the above problems, the present embodiment provides an underframe, which is generally applied to a rail vehicle and may be made of aluminum alloy or steel material, and in this embodiment, an aluminum alloy material is used to perform a lightweight design while ensuring strength.

Fig. 1 is a schematic structural diagram of an underframe according to an embodiment of the present disclosure, and fig. 2 is a partially enlarged view of fig. 1, and specifically, is an enlarged view of a two-end underframe, an underframe transition beam 245, and a partial middle underframe 244 according to an embodiment of the present disclosure. In the present embodiment, the vehicle length direction is referred to as a longitudinal direction, the vehicle width direction is referred to as a lateral direction, and the vehicle height direction is referred to as a vertical direction, or a vertical direction. In order to explain the structure of the chassis visually and clearly, the chassis shown in all the drawings is in an inverted state, i.e., the actual bottom surface thereof faces upward.

The chassis 24 provided by the embodiment of the present application includes:

the two-position end chassis comprises a chassis traction beam 241, wherein the chassis traction beam 241 is a single component integrally formed by adopting a whole material;

and a middle chassis 244 connected to the two-position end chassis by a chassis draft sill.

According to the technical scheme, the underframe traction beam 241 is not formed by assembling and welding four components, but is integrally formed by adopting a whole material, the manufacturing material can be aluminum alloy, steel material or any suitable material, the manufacturing mode can adopt any mode such as rolling, punching, casting and 3D printing, welding is not needed for the manufacturing modes, welding workload is avoided, and welding tools are not needed. The integrally formed underframe traction beam has no welding seam, and the high stress area has no weak point, so that the underframe traction beam can bear larger traction force.

Fig. 3 is a longitudinal section (bottom up) of the undercarriage transition beam and undercarriage draft beam. Further, in some embodiments, as shown in fig. 3, the undercarriage 24 further includes undercarriage transition beams 245, one end of the undercarriage transition beams 245 being coupled to the middle undercarriage 244, and the other end of the undercarriage transition beams 245 being coupled to the undercarriage draft beams 241. In one embodiment, the main structure of the bottom frame 24 is stepped, the middle bottom frame 244 is lower, and the two end bottom frames are higher (the bottom frame 24 is shown in an inverted state, so the middle bottom frame 244 is higher in the figure), and the bottom transition beam 245 can transition at the stepped interface between the two end bottom frames and the middle bottom frame 244 to connect the two end bottom frames and the middle bottom frame. The underframe transition beam 245 plays a role in connecting the middle underframe 244 with the underframe traction beam 241, the structure of a curved surface or an inclined surface can avoid stress transition concentration, and the underframe transition beam 245 can also play a reinforcing role similar to a reinforcing rib or a reinforcing rib.

Fig. 5 is a schematic view of a two-position end chassis structure (bottom up). On the basis of the above technical solution, the embodiment of the present application provides a specific implementation manner of the underframe transition beam 245, as shown in fig. 3-5, the underframe transition beam 245 includes a transition beam upper cover plate 2451, a transition beam lower cover plate 2452, and a transition beam vertical plate 2453, where the transition beam vertical plate 2453 is a flat plate structure and is not less than one, and extends along the longitudinal direction, at least two transition beam vertical plates are arranged in parallel, and the side edges of the transition beam upper cover plate 2451 and the transition beam lower cover plate 2452 are connected to the plate surface of the transition beam vertical plate 2453.

Specifically, the embodiment of the application adopts three transition beam vertical plates 2453, two transition beam upper cover plates 2451 and two transition beam lower cover plates 2452 are respectively arranged, the middle of the three parallel equidistant transition beam vertical plates 2453 is divided into two spaces, and each space is provided with one transition beam upper cover plate 2451 and one transition beam lower cover plate 2452.

The plurality of parallel transition beam risers 2453 can respectively bear the tensile force or the compressive force transmitted by the underframe traction beam 241, disperse the stress at the joint of the underframe transition beam 245 and the underframe traction beam 241, and avoid the rapid fatigue damage at the joint caused by the over-concentration of the stress.

Further, the transition beam upper cover plate 2451, the transition beam upper cover plate 2452 and the transition beam vertical plate 2453 are connected by adopting an assembly welding mode.

Fig. 4 is an enlarged view of a portion a of fig. 3. For the connection between the underframe transition beam 245 and the underframe draft sill, this embodiment provides a connection manner, as shown in fig. 3 and 4, the ends of the transition beam upper cover plate 2451 and the transition beam lower cover plate 2452 connected to the underframe draft sill 241 are respectively curved upward, the end of the underframe draft sill 241 connected to the underframe transition beam 245 is divided into two connecting portions, both of which are curved downward, and the two connecting portions are respectively butted with the transition beam upper cover plate 2451 and the transition beam lower cover plate 2452. The connection part of the chassis traction beam 241 and the chassis transition beam 245 forms a fish-bellied hollow structure, the connection part is stably transited due to the fish-bellied curved surface shape, no sharp angle easily causing high stress concentration exists, the hollow structure is designed in a light weight mode, and the weight of the chassis is reduced on the basis of ensuring the strength.

Further, the chassis transition beam 245 and the chassis traction beam 241 are connected by a horizontally staggered welding seam.

Among the prior art, all be equipped with the coupling mount pad on the chassis draw beam, that is to say, be connected through coupling and middle chassis, connect through the coupling, poor stability, and stress concentration belongs to punctiform stress point at coupling and coupling mount pad department, and stress concentration is high, is chassis overall structure's weak department, easily causes fatigue damage, and intensity is difficult to improve. In this embodiment, the underframe transition beam 245 is used to fixedly connect the underframe traction beam 241 with the middle underframe 244, and the multi-transition beam riser 2453 and the horizontally staggered weld joint at the joint are used to connect, so that the stress transmitted from the underframe traction beam is relatively dispersed, and the load bearing capacity of the underframe is further improved.

In this embodiment, a bogie mounting plate 2411 is provided at the end of the undercarriage draft sill 241 not connected to the undercarriage transition beam. In practical application, the single-layer motor train unit head train body needs to meet the interface requirements of the traditional bogie and the articulated bogie at the same time, so that the bogie mounting plate 2411 capable of being mounted with the traditional bogie and also capable of being mounted with the articulated bogie is provided in the specific embodiment. Notably, the truck mount plate 2411 is a part of the undercarriage draft sill 241 unitary member and is not a separate component.

For the two-position end chassis, as shown in fig. 5, the two-position end chassis further includes a chassis end beam 242 and a chassis edge beam 243, wherein the structure of the chassis towing beam 243 is axisymmetrical with the longitudinal centerline of the chassis, the chassis end beam 242 is axisymmetrically disposed on two sides of the chassis towing beam 243 with the longitudinal centerline of the chassis as an axis, and the chassis edge beam 243 is axisymmetrically disposed on two sides of the chassis end beam 242 with the longitudinal centerline of the chassis as an axis.

Fig. 6 is a schematic cross-sectional structure of fig. 5. Further, as shown in fig. 6, the underframe end beams 242 are arranged horizontally, and the underframe edge beams 243 are arranged vertically.

Fig. 7 is an enlarged view of a portion B of fig. 6. Further, as shown in fig. 7, a triangular welding seam is formed at the butt joint of the underframe traction beam 242 and the underframe end beam 242, and is fixedly connected in a welding manner; the underframe end beam 242 and the underframe edge beam 243 are fixedly connected by adopting an assembly welding mode.

The embodiment also provides a vehicle body, which comprises the underframe 24, the side walls, the end walls and the vehicle roof, wherein the side walls are vertically arranged at two sides of the underframe 24, the end walls are vertically arranged at two ends of the underframe 24, the upper ends of the side walls and the end walls are connected with the vehicle roof, the lower ends of the side walls and the end walls are connected with the underframe 24, the underframe 24 adopts a stepped structure, and the position of the middle underframe is lower than the positions of the underframe at the two ends. The vehicle body constitutes a vehicle compartment.

The embodiment also provides a railway vehicle which comprises the vehicle body and the bogie. The rail vehicle may comprise at least two cars and may therefore also be referred to as a rail train.

Fig. 8 is a side view of a train provided in an embodiment of the present application. As shown in fig. 8, the present embodiment provides a train using an articulated bogie, which includes at least two cars 2 and a bogie connected between the two cars 2, and the bogie is an articulated bogie 4.

The end part of the underframe of the carriage 2 is provided with an underframe traction beam extending along the car length direction, and the end part of the underframe traction beam is provided with a bogie mounting plate.

The bogie comprises: a frame and a traction device. Wherein, draw gear includes: the first traction pin and the second traction pin are connected in a rotating mode, and the first traction pin is matched with the framework to transmit longitudinal force; the first traction pin and the second traction pin are respectively used for being connected with the bogie mounting plates at the bottoms of two adjacent carriages.

The two adjacent cars 2 are referred to as a first car and a second car, respectively. The bogie mounting plate at the bottom of the first carriage is connected with a first traction pin, and the bogie mounting plate at the bottom of the second carriage is connected with a second traction pin. The ends of the first carriage and the second carriage are connected through a bogie to transmit longitudinal traction force or braking force. In addition, the first traction pin is rotatably connected with the second traction pin, and the traction device can adapt to the relative position change of two carriages along the vertical direction, the transverse direction or the longitudinal direction, and is favorable for a train to pass through a curve.

In addition, two carriages are connected through the bogie, the number of the bogie can be reduced, and one bogie is reduced for every two carriages. A train of 8 cars is conventionally provided with 2 bogies at the bottom of each car, and the whole train requires 16 bogies. In the embodiment, a train with 8 marshalling needs only 9 bogies, so that 7 bogies are reduced, the self weight of the train is greatly reduced, and the traction efficiency is improved.

According to the technical scheme provided by the embodiment, the bottom of the carriage is provided with the underframe draft sill, and the end part of the underframe draft sill is provided with the bogie mounting plate; the first traction pin and the second traction pin in the bogie traction device are correspondingly set to be in rotating connection, the bogie is arranged between two carriages, the first traction pin and the second traction pin are respectively connected with bogie mounting plates at the end parts of the two carriages, so that the bogie can be connected with the two carriages and transmit traction force or braking force, the first traction pin and the second traction pin are in rotating connection, the bogie can also adapt to the change of the relative positions of the two carriages along the vertical direction, the transverse direction or the longitudinal direction, and the curve passing of a train is facilitated.

On the basis of the above technical solution, the present embodiment illustrates the structure of the bogie in detail:

fig. 9 is a perspective view of a bogie provided in an embodiment of the present application, and fig. 10 is a plan view of the bogie provided in the embodiment of the present application. The traction device will be described in detail by taking the bogie shown in fig. 9 and 10 as an example, and the bogie provided by the embodiment comprises: the frame, wheel pair, draw gear, primary suspension device and secondary suspension device.

The frame 41 is a main structure of the bogie, and has functions of bearing the weight of the vehicle body and providing a connection interface for other components. The frame 1 comprises: the transverse beam comprises two side beams extending along the longitudinal direction and a transverse beam arranged between the two side beams.

The number of the wheel pairs is two, and the wheel pairs are respectively arranged below the end parts of the side beams. The wheel pair includes: axle 421, wheels 422 symmetrically provided on axle 421, and axle boxes 423. The axle boxes 423 may be provided on the inner side of the wheels, or may be provided on the outer side of the wheels. Fig. 1 and 2 show a bogie in which axle boxes 423 are disposed inside wheels.

A suspension 44 is provided between the end of the side member and the axle boxes 423 to absorb vertical force between the side member and the axle boxes. A series of suspension devices 44 may be implemented using stiff springs or rubber stacks, etc.

The secondary suspension device 45 is provided on the frame, specifically, may be provided on the side member or the cross member.

The traction device comprises: a first tow pin 431 and a second tow pin 432. The bogie provided by the embodiment is arranged between two carriages, so that the two carriages share one bogie. The first kingpin 431 is attached to one car and the second kingpin 432 is attached to the other car. The first traction pin 431 is rotatably connected with the second traction pin 432, the first traction pin 431 is matched with the cross beam to transmit longitudinal force, the longitudinal force comprises traction force and braking force, and the longitudinal force is transmitted to the compartment through the wheel pair, the framework and the traction pins in sequence.

The bogie provided by the embodiment adopts the first traction pin and the second traction pin which are connected in a rotating manner, and the first traction pin and the second traction pin are respectively used for being connected with two adjacent carriages; first towing pin and crossbeam cooperation transmission longitudinal force, this bogie is connected between two sections carriages, and a bogie is shared in two sections carriages, can reduce the quantity of bogie, and then alleviates the vehicle dead weight, is favorable to improving traction efficiency.

In addition, the first traction pin and the second traction pin are rotatably connected, so that the device can adapt to the relative displacement of two carriages in the transverse direction in the turning process of the vehicle, and the vehicle can smoothly pass through a curve.

Fig. 11 is a first schematic view of relative rotation of a first towing pin and a second towing pin in a bogie provided by an embodiment of the present application, fig. 12 is a second schematic view of relative rotation of the first towing pin and the second towing pin in the bogie provided by the embodiment of the present application, and fig. 13 is a third schematic view of relative rotation of the first towing pin and the second towing pin in the bogie provided by the embodiment of the present application.

The first traction pin 431 and the second traction pin 432 are rotatably connected in various ways, such as: the elastic connecting pin is rotatably connected between the first traction pin 431 and the second traction pin 432, so that the first traction pin 431 and the second traction pin 432 can rotate in a plane formed by the length of the vehicle and the width of the vehicle to adapt to a horizontal deflection angle between two carriages, and the vehicle can smoothly pass through a curve, wherein the angle alpha can reach 13 degrees at most, as shown in fig. 11.

The first traction pin 431 and the second traction pin 432 can also rotate in a plane formed by the vehicle width and the vehicle height so as to adapt to the condition that the heights of the tracks on the two sides are different, the vehicle is prevented from rolling over, the driving safety is improved, and the included angle beta between the first traction pin 431 and the second traction pin 432 can reach 4 degrees at most, as shown in fig. 12.

The first traction pin 431 and the second traction pin 432 can rotate in a plane formed by the length and the height of the vehicle so as to adapt to the condition that the heights of the two wheel pairs in the bogie are different, the vehicle can conveniently and smoothly pass through uneven road surfaces, the driving safety is ensured, and the included angle theta between the first traction pin 431 and the second traction pin 432 can reach 1.5 degrees to the maximum extent, as shown in fig. 13.

For the above traction device, the embodiment provides an implementation manner:

fig. 14 is a partially enlarged view of a bogie provided in an embodiment of the present application, fig. 15 is an exploded view of a traction device in the bogie provided in the embodiment of the present application, fig. 16 is a structural schematic view of the traction device in the bogie provided in the embodiment of the present application, and fig. 17 is a partially longitudinal cross-sectional view of the bogie provided in the embodiment of the present application.

As shown in fig. 14 to 17, the elastic connection pin 433 includes: a central shaft, an elastic middle sleeve and an annular outer sleeve. Wherein, center pin and annular overcoat adopt rigid material to constitute, for example: a metal. The elastic intermediate sleeve is made of materials with certain elastic deformation capacity, such as: rubber. The elastic middle sleeve is arranged between the central shaft and the annular outer sleeve and is of an integrated structure formed by vulcanizing rubber and inner and outer metal layers. The central shaft is connected to a second traction pin 432 and the annular outer sleeve is connected to a first traction pin 431.

The elastic middle sleeve can realize relative rotation between the central shaft and the annular outer sleeve along the X direction, the Y direction and the Z direction, and further realize relative rotation between the first traction pin 431 and the second traction pin 432 along the X direction, the Y direction and the Z direction.

A first hinge portion 4311 is disposed on one side of an upper portion of the first pulling pin 431, the first hinge portion 4311 is provided with a first hinge hole 4312, and a center line of the first hinge hole 4312 extends in a transverse direction. The elastic connection pin 433 is inserted into the first hinge hole 4312, and specifically, the annular outer sleeve is press-fitted into the first hinge hole 4312.

The first traction pin 431 is provided at the other side of the upper portion thereof with a first body coupling seat 4313, and the first body coupling seat 43123 has a plate-shaped structure and is coupled to a body of the car by a screw fastener, for example, an end of an underframe of the body. The first traction pin 431 has an overall T-shaped configuration.

The second towing pin 432 has a second body attachment seat 4323 on one side, which is a plate-like structure and is attached to the body of another car, such as the end of the underframe of the car body, by a threaded fastener.

The other side of the second towing pin 432 is provided with two second hinge parts 4321, the two second hinge parts 4321 are perpendicular to the second vehicle body connecting seat 4323, and are arranged oppositely with a certain distance therebetween. Each second hinge portion 4321 is formed with a second hinge hole 4322. The second tow pin 432 is generally U-shaped in configuration.

The first hinge portion 4311 is inserted between the two second hinge portions 4321, and two ends of the central shaft penetrate through the second hinge holes 4322 and are fixed to the second hinge portions 4321.

Further, a hinge cover 434 is attached to the outer side of the second hinge portion 4321 and aligned with the second hinge hole 4322. The hinge cover 434 has a triangular shape, and three vertex angles thereof are fixed to the outer side surface of the second hinge part 4321 by a screw fastener. The hinge cover 434 is provided with a connection key 4341 protruding toward the inner side surface of the second hinge portion 4321, and a key groove 4331 for receiving the connection key 4341 is provided on the end surface corresponding to the center axis. The connection key 4341 is inserted into the key groove 4331 to restrict the rotation of the central shaft, thereby fixing the central shaft to the second traction pin 431 and preventing the loosening.

Of course, the above solution is not the only implementation manner, and two ends of the central shaft may be press-fitted into the second hinge holes 4322 instead of the matching manner of the connecting key and the key slot.

The bottom end of the first kingpin 431 cooperates with the cross beam to transmit longitudinal forces. One implementation is as follows: the middle part of the cross beam is provided with a through hole which is communicated up and down, and the bottom end of the first traction pin 431 is inserted into the through hole. Longitudinal bumper stops 435 are provided in the through holes between the first tow pin 431 and the cross beam, respectively. The longitudinal bumper 435 may be a structure formed by vulcanizing an outer metal layer and an inner rubber layer, and may be fixed to the cross beam by a threaded fastener, or may be fixed to a sidewall of the first tow pin 431, for buffering a rigid acting force between the first tow pin and the cross beam.

The other realization mode is as follows: the number of the cross beams can be two, and the cross beams are connected between the two side beams in parallel. The bottom end of the first kingpin 431 is inserted between the two cross-beams and a longitudinal damping stop is provided between the first kingpin 431 and the corresponding side cross-beam.

Further, a lateral buffer stop 437 is provided between the traction device and the frame to buffer lateral forces between the traction device and the frame and to limit excessive lateral displacement between the vehicle body and the frame. Specifically, the lateral bumper stop 437 is secured to the outboard side of the second hinge portion 4321 in the second draw pin 432 by a threader fastener. The lateral surfaces of the two second hinge portions 4321 are provided with lateral buffer stops 437. In the process of straight running of the vehicle, a certain gap is reserved between the transverse buffer stop 437 and the framework, and when the vehicle passes through a curve, the transverse buffer stop 437 on one side is in contact with the framework, so that large transverse displacement between the vehicle body and the framework is avoided.

Fig. 18 is a transverse cross-sectional view of a truck according to an embodiment of the present application. As shown in fig. 15, 16 and 18, the bogie may further comprise a transverse shock absorber 471 connected between the frame and the traction device for damping transverse forces between the traction device and the frame, based on the above technical solution.

The embodiment provides an implementation manner: a transverse damper mount 436 is employed and is attached to the bottom end of the first kingpin 431. Transverse shock 471 is connected at one end to transverse shock mount 436 and at the other end to frame 41.

Specifically, transverse damper mount 436 includes: shock absorber mount roof and shock absorber mount curb plate. The top plate of the shock absorber mounting seat extends along the horizontal direction and is connected to the bottom surface of the first traction pin through four threaded fasteners. The shock absorber mounting seat side plates extend vertically and are arranged on the lower surface of the shock absorber mounting seat top plate side by side, and a gap capable of accommodating the end part of the transverse shock absorber is reserved between the two shock absorber mounting seat side plates; the side end face of the side plate of the shock absorber mounting seat is connected with the transverse shock absorber through a threaded fastener.

Further, the bottom surface of the first drawing pin 431 is provided with a through groove 4314 extending in the transverse direction. Correspondingly, the top surface of the top plate of the shock absorber mounting seat is convexly provided with a guide rail 4361 which can slide in the through groove. The transverse damper mount 436 is inserted transversely into the guide rail 4361 through the guide rail 4361 and is connected vertically to the first kingpin 431 through a threaded fastener. The cooperation of the through slot and the guide rail serves to limit longitudinal movement between the first kingpin and the transverse damper mount.

The bogie can be used as a trailer bogie, namely: a non-powered bogie.

Alternatively, if the driving device is provided on the bogie, the bogie can be used as a motor car bogie, namely: a power bogie is provided. A drive means may be provided on the frame for driving the wheel in rotation.

Fig. 19 is a schematic structural diagram of a wheel set and a driving device in a bogie provided by an embodiment of the present application, fig. 20 is a top view of the wheel set and the driving device in the bogie provided by the embodiment of the present application, fig. 21 is a schematic structural diagram of a gear box and a driving motor in the bogie provided by the embodiment of the present application, and fig. 22 is a cross-sectional view of the connection between the gear box and the driving motor in the bogie provided by the embodiment of the present application.

The embodiment provides an implementation manner: as shown in fig. 19 to 22, the driving device includes: a drive motor 461 and a gearbox 462. Wherein the gear case 461 comprises: the box and set up driving gear and driven gear in the box. The driving gear is a pinion, the driven gear is a bull gear, and the driven gear is meshed with the driving gear. The driving gear accessible shaft coupling links to each other with driving motor's output, and driven gear and axletree interference fit rotate through driving motor drive driving gear, and then drive the axletree through the driven gear and rotate.

The housing of the gearbox 462 is connected to the frame 41. The housing of the drive motor 461 is connected to the housing of the gear case 462, and the housing of the drive motor 461 is also connected to the frame 41.

Specifically, the axial end of the driving motor 461 is recessed inward to form a recessed structure, the side of the gear box 462 facing the driving motor is respectively extended outward and obliquely to form gear box connecting arms 4621, the gear box connecting arms 4621 are connected with the shell of the driving motor 461 through rubber nodes, and the gear box connecting arms 4621 are enclosed to form the recessed structure. The recess formed by the driving motor 461 and the recess formed by the gear box 462 enclose a receiving space, and the coupling 463 is disposed in the receiving space. The coupling 463 may be a flexible coupling, for example: the drum-shaped gear coupling connects the shaft head of the gear box and the shaft head of the motor together to realize torque transmission. The drum-type gear coupling has high bearing capacity, large allowable angular displacement and high torque transmission capacity.

The number of the gear box connecting arms 4621 is at least three, wherein two gear box connecting arms 4621 extend upwards to two sides of a vertical central plane of the driving motor 461 respectively, and the vertical central plane is a plane passing through the axis of the driving motor 461 and extending vertically; the at least one connecting arm extends downward to below a horizontal center plane of the driving motor 461, which is a plane passing through an axis of the driving motor 461 and extending in a horizontal direction.

One implementation is as follows: the number of the gear case connecting arms 4621 is four, and two gear case connecting arms 4621 are positioned at the upper part of the gear case 462 and extend upwards respectively; two other gearbox connecting arms 4621 are located at the lower portion of the gearbox 462, each extending downwardly. The four gear box connecting arms 4621 are arranged axisymmetrically with respect to a vertical center plane of the driving motor, and the four gear box connecting arms 4621 are arranged axisymmetrically with respect to a horizontal center plane of the driving motor. Fig. 23 is an enlarged view of region C of fig. 22. As shown in fig. 21 and 23, the gear box connecting arm 4621 is connected to the housing of the driving motor through a rubber node, a rubber bushing 466 is disposed in the rubber node, a connecting screw 467 is used to pass through a mounting hole on the housing of the driving motor and a mounting hole at the end of the gear box connecting arm 4621 respectively to be connected to a nut, the rubber bushing 466 is sleeved between the connecting screw 467 and the mounting hole of the connecting arm, the rubber bushing 466 can relieve the position deviation between the motor and the gear box to a certain extent, and the displacement pressure of the coupling is reduced to a certain extent.

The connection of the gearbox 462 to the frame 41 is achieved using a gearbox connecting rod 464. Specifically, the bottom end of the gearbox connecting rod 464 is connected to the housing of the gearbox 462 through an elastic joint, and the top end is connected to the frame 41 through an elastic joint. The gearbox connecting rod 464 can rotate at an angle to the housing of the gearbox 462.

Fig. 24 is an enlarged view of region D in fig. 22. As shown in fig. 21 and 24, the side of the housing of drive motor 461 facing away from axle 421 is connected to frame 41 by motor damping node 465. Motor buffer node 465 includes: motor mount 4651, two rubber sleeves 4652. Wherein the motor mount 4651 is fixed to a housing of the driving motor. The two rubber sleeves 4652 are arranged up and down symmetrically, and a certain gap is left between the two rubber sleeves. The frame 41 is provided with a motor mounting portion 411, and two rubber sleeves 4652 are interposed between the upper and lower sides of the motor mounting portion 411. And a connecting screw 467 sequentially penetrates through holes formed in the rubber sleeve, the motor mounting part and the motor mounting seat and then is fixedly connected with the nut.

Adopt above-mentioned motor buffering node 465's connected mode, realize the elastic suspension with the framework and hang, when the framework took place ups and downs the motion, motor buffering node 465 can absorb partial deformation to reduce motor displacement.

Further, as shown in fig. 21, a motor stop 468 is fixed to the frame 41, and the motor stop 468 is located below the motor buffer node 465, so as to prevent the driving motor from falling down due to a fault. Motor stop 468 may take the form of an L-shaped configuration or a U-shaped configuration with motor buffer node 465 located therein.

Since the driving motor 461 is connected to the frame 41, the driving motor 461 simultaneously floats with the frame 41, and the gear case 462 is connected to the axle 421 and moves about the gear case connecting rod 464, so that a displacement deviation is formed between the driving motor 461 and the gear case 462. In this embodiment, the number of the gear box connecting arms 4621 is four, the four gear box connecting arms 4621 are semi-rigidly connected to the housing of the driving motor 461 through rubber joints, and the rubber joints can absorb displacement deviation between a part of the motor and the gear box, so that the requirement for the displacement capacity of the coupling is reduced, and the profile size of the coupling can be reduced to adapt to the compact space limitation of the bogie built in the axle box.

Fig. 25 is a top view of another bogie provided in an embodiment of the present application. As shown in fig. 25, in addition to the above-described technical means, a speed detection device may be used to detect the rotational speed of the axle. Specifically, the speed detection device includes: a speed detection assembly and a speed sensor. The speed detecting assembly is fixedly disposed at an end of the axle 421, and rotates synchronously with the axle 421. The speed sensor is disposed on an inner wall of the axle housing 423 for measuring a traveling speed of the vehicle in cooperation with the speed detecting assembly.

Fig. 26 is a cross-sectional view of a speed detecting device provided at an axial end of a bogie according to an embodiment of the present application, and fig. 27 is a schematic view of an axial end of a bogie according to an embodiment of the present application. As shown in fig. 26 and 27, the speed sensing assembly includes a shaft end adapter 481, a sense gear 482 and a shaft end cap 485. Wherein the axle end cap 485 is connected to the frame 41 by an axle end hinge lever 484.

One end of the shaft-end adapter 481 in the axial direction is connected to the end surface of the axle 421 by a threaded fastener, and rotates in synchronism with the axle 421. The sensing gear 482 is connected to the other end of the shaft end adapter 481 in the axial direction by a threaded fastener, and the sensing gear 482 rotates in synchronization with the axle 421. Sensing gear 482 is bearing coupled to axle end cap 485 to allow axle 421, axle end adapter 482, and sensing gear 482 to rotate relative to the axle housing. The axle end cap 485 is in a U-shaped structure, and covers the induction gear and the bearing inside for protection.

The speed sensor 483 is provided inside the shaft cover 4231 with its detection end facing the sense gear 482. The speed sensor 483 is a pulse signal generator that generates an electrical pulse signal with a frequency proportional to the operating speed. N (the number of teeth of the induction gear) pulse signals are generated every time the axle rotates one circle. The end of the speed sensor 483 is spaced from the tooth tip of the sensor gear 482 by a distance of about 1 mm. When the induction gear 482 rotates, the tooth tops and the tooth valleys alternately cut magnetic lines of force through the sensors, and the speed sensor 483 senses and outputs corresponding pulse signals to detect the running speed of the vehicle.

As shown in fig. 27, a speed sensor 483 is inserted into the axle box cover from the outside. The axle box cover is also connected to the frame 41 by an axle end hinge lever 484.

On the basis of the technical scheme, the length of the cross beam is larger than the distance between the two side beams, and a secondary connecting structure is arranged on the part of the cross beam extending to the outer side of the side beams and used for being connected with a secondary suspension device 45. The number of the secondary suspension devices 45 is four, and two secondary suspension devices 45 are arranged at one end of the cross beam in a group; two secondary suspension devices 45 located at the same end of the beam are spaced apart in the longitudinal direction. Secondary suspension 45 may be an air spring.

In the bogie, the first and second hinge portions 4311 and 4321 have mounting surfaces extending in the vertical direction. Correspondingly, the outer end surface of the bogie mounting plate is a surface extending vertically, and the first hinge portion 4311 and the second hinge portion 4321 are correspondingly butted against the outer end surface of the bogie mounting plate and connected through a threaded fastener extending horizontally.

In the description of the present application, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are used merely for convenience of description and for simplicity of description, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed in a particular orientation, and be operated, and thus should not be considered 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, unless expressly stated or limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can include, for example, fixed connections, removable connections, or integral parts; 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 (11)

1. An undercarriage, comprising:

the two-position end chassis comprises a chassis traction beam, wherein the chassis traction beam is a single component integrally formed by adopting a whole piece of material;

and the middle underframe is connected with the two-position end underframe through the underframe traction beam.

2. The chassis of claim 1, wherein: the underframe further comprises an underframe transition beam, one end of the underframe transition beam is connected with the middle underframe, and the other end of the underframe transition beam is connected with the underframe traction beam.

3. The chassis of claim 2, wherein: the chassis transition beam comprises a transition beam upper cover plate, a transition beam lower cover plate and a transition beam vertical plate, wherein the transition beam vertical plate is of a flat structure and is not less than one, the transition beam vertical plate extends along the longitudinal direction, at least one transition beam vertical plate is arranged in parallel, and the side edges of the transition beam upper cover plate and the transition beam lower cover plate are connected with the plate surface of the transition beam vertical plate.

4. The chassis of claim 3, wherein: the transition beam upper cover plate, the transition beam upper cover plate and the transition beam vertical plate are connected in an assembly welding mode.

5. The chassis of claim 4, wherein: the transition beam upper cover plate and the transition beam lower cover plate are respectively in arc-shaped upward bending with one end connected with the chassis traction beam, one end connected with the chassis traction beam and the chassis transition beam is divided into two connecting parts which are respectively in arc-shaped downward bending, and the two connecting parts are respectively in butt joint with the transition beam upper cover plate and the transition beam lower cover plate.

6. The chassis of claim 5, wherein: the chassis transition beam and the chassis traction beam are connected by adopting a horizontally staggered welding line.

7. The chassis of claim 2, wherein: and a bogie mounting plate is arranged at one end of the underframe traction beam, which is not connected with the underframe transition beam.

8. The chassis of any of claims 1-7, wherein: the two-position end chassis further comprises a chassis end beam and chassis edge beams, wherein the chassis draft sill is axisymmetric in structure by taking the longitudinal center line of the chassis as an axis, the chassis end beams are symmetrically arranged on two sides of the chassis draft sill by taking the longitudinal center line of the chassis as an axis, and the chassis edge beams are symmetrically arranged on two sides of the chassis end beam by taking the longitudinal center line of the chassis as an axis.

9. The chassis of claim 8, wherein: the underframe end beams are horizontally arranged, and the underframe boundary beams are vertically arranged.

10. A vehicle body, characterized in that: the vehicle roof comprises the underframe, the side walls, the end walls and the vehicle roof, wherein the side walls are vertically arranged on two sides of the underframe, the end walls are vertically arranged on two ends of the underframe, the upper ends of the side walls and the end walls are connected with the vehicle roof, the lower ends of the side walls and the end walls are connected with the underframe, the underframe adopts a stepped structure, and the position of the middle underframe is lower than that of the underframe at the two ends.

11. A rail vehicle, comprising: the vehicle body of claim 10.

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