CN118238861B - Rail vehicle traction connection frame - Google Patents
Rail vehicle traction connection frame Download PDFInfo
- Publication number
- CN118238861B CN118238861B CN202410684035.5A CN202410684035A CN118238861B CN 118238861 B CN118238861 B CN 118238861B CN 202410684035 A CN202410684035 A CN 202410684035A CN 118238861 B CN118238861 B CN 118238861B
- Authority
- CN
- China
- Prior art keywords
- railway vehicle
- connecting plate
- supporting seat
- seat
- sleeper beam
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- 241001669679 Eleotris Species 0.000 claims abstract description 24
- 239000006096 absorbing agent Substances 0.000 claims abstract description 9
- 230000035939 shock Effects 0.000 claims abstract description 9
- 230000003044 adaptive effect Effects 0.000 claims abstract description 3
- 230000008878 coupling Effects 0.000 claims 2
- 238000010168 coupling process Methods 0.000 claims 2
- 238000005859 coupling reaction Methods 0.000 claims 2
- 238000006073 displacement reaction Methods 0.000 abstract description 5
- 230000009286 beneficial effect Effects 0.000 abstract description 2
- 229910000831 Steel Inorganic materials 0.000 description 8
- 239000010959 steel Substances 0.000 description 8
- 230000000712 assembly Effects 0.000 description 7
- 238000000429 assembly Methods 0.000 description 7
- 238000010276 construction Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vibration Prevention Devices (AREA)
- Vibration Dampers (AREA)
Abstract
The invention relates to the technical field of railway vehicle bogies, in particular to a railway vehicle traction connecting frame which comprises a sleeper beam, wherein an auxiliary supporting component which adaptively changes the height along with the relative movement of the railway vehicle during turning is arranged on the sleeper beam; the auxiliary support assembly comprises a connecting plate for triggering self-adaptive change and a supporting seat for changing the height along with the movement of the connecting plate, a top block is arranged on the connecting plate, a connecting seat is arranged on one side of the connecting plate, and a shock absorber for being connected with the body of the railway vehicle in an adaptive mode is arranged on the connecting seat. The beneficial effects are that: when the railway vehicle runs on a curve, the side bearing blocks can be adaptively changed in height along with the position change of the adjacent vehicle bodies of the railway vehicle when the railway vehicle turns, and meanwhile, the bottoms of the vehicle bodies of the railway vehicle, which are positioned on the inner side and the outer side of the curve, are supported in an auxiliary mode, stability of the joint between the adjacent vehicle bodies is improved when the railway vehicle runs on the curve, relative displacement between the adjacent vehicle bodies is reduced, and riding comfort of passengers is improved.
Description
Technical Field
The invention relates to the technical field of railway vehicle bogies, in particular to a railway vehicle traction connecting frame.
Background
The bogie is used as running gear of railway vehicle and is a key component for running, guiding, loading and damping. The bogie is closely related to the running quality, safety and economy of the railway vehicle. The articulated bogie can be connected with the front and rear vehicle bodies through the articulated device, so that two adjacent vehicles share one bogie at the joint of the vehicle bodies, the gravity center can be greatly reduced, the running stability of the vehicle is improved, and the articulated bogie has a certain contribution to the overall light weight of the vehicle.
Central traction apparatus, bogie and railway vehicle disclosed in chinese patent publication No. CN106184269B, wherein the central traction apparatus comprises: the device comprises a sleeper beam, a center pin, a traction pull rod and a bearing friction block; the sleeper beam is provided with a through hole, and the center pin is arranged in the through hole in a penetrating way; the center pin is fixedly connected with the hinging device; the bearing friction block is fixed on the sleeper beam and is contacted with the hinging device; one end of the traction pull rod is fixedly connected with the sleeper beam, and the other end of the traction pull rod is connected with the framework.
However, as can be seen from comparing the prior art and the comparison scheme, the central traction device, the bogie and the railway vehicle have the following problems in the actual use process:
When the vehicle runs on a straight line, a gap exists between the side bearing friction block and the bottom of the vehicle body, when the vehicle runs on a curve, the weight distribution of the vehicle body changes due to the fact that the outer steel rail is high, the inner steel rail is low, the weight of the vehicle body is increased, the side bearing friction block close to the inner steel rail is in contact with the bottom of the vehicle body, the auxiliary supporting function is achieved on the vehicle body running on the curve, the side bearing friction block close to the outer steel rail is suspended, the stability of the joint between the vehicle body and the vehicle body is relatively poor when the vehicle turns, relative displacement can occur between the vehicle body and the vehicle body, riding comfort of passengers is affected, meanwhile, the relative displacement between the vehicle body and the vehicle body can increase abrasion of the hinge joint of the hinge device between the vehicle body and the vehicle body, and the service life of the bogie is affected.
Accordingly, the present application provides a traction connection frame for a railway vehicle to solve the above-mentioned problems.
Disclosure of Invention
The invention provides a traction connecting frame of a railway vehicle, which aims to solve the technical problems in the background technology.
The invention relates to a traction connecting frame of a railway vehicle, which adopts the following technical scheme: the device comprises a sleeper beam, wherein auxiliary support assemblies capable of adaptively changing the height along with the relative movement of the railway vehicle during turning are arranged on the sleeper beam, the number of the auxiliary support assemblies is four, and the auxiliary support assemblies are symmetrically distributed on two sides of the sleeper beam;
The auxiliary supporting component comprises a connecting plate for triggering self-adaptive change and a supporting seat for changing the height along with the movement of the connecting plate, wherein a top block is arranged on the connecting plate, one side of the connecting plate is provided with a connecting seat, a shock absorber which is used for being connected with the body of the railway vehicle in an adaptive manner is arranged on the connecting seat, one end of the shock absorber, which is far away from the connecting seat, is hinged to the bottom of the body of the railway vehicle, a sliding block and a side supporting block are arranged on the supporting seat, the bottom of the supporting seat is an inclined plane, and the bottom of the supporting seat is matched with the top block;
Offer the holding tank on the sleeper beam, the roof block and the supporting seat all are located the inside of holding tank, logical groove has been seted up to the bottom of holding tank one side, the connecting plate is located the inside of logical groove, the connecting plate is through logical groove and sleeper beam sliding connection, one side that the connecting seat was kept away from to the connecting plate is provided with the stopper, the spout has been seted up to the inside of holding tank, the slider is located the inside of spout, the supporting seat passes through slider sliding connection in the inside of holding tank, the spout is spacing through the slider to the sliding track of supporting seat, avoid when the roof block does not support the supporting seat, the condition that the supporting seat drives side bearing piece decline appears.
Further, a center pin is arranged in the middle of the sleeper beam.
Further, an opening matched with the supporting seat is formed in the connecting cover.
The beneficial effects of the invention are as follows: through setting up auxiliary stay subassembly, when rail vehicle goes at the bend, the side bearing piece can follow the position change and the self-adaptation change height when the adjacent automobile body of rail vehicle turns, the automobile body to rail vehicle is located the bottom of the inside and outside both sides of bend simultaneously and carries out auxiliary stay, when having improved rail vehicle and going at the bend, the stability of junction between the adjacent automobile body, the relative displacement that appears has reduced between the adjacent automobile body has improved passenger's travelling comfort, simultaneously, the vertical load of hinge joint between the adjacent automobile body has been shared, thereby hinge joint and bogie's between the adjacent automobile body wearing and tearing have been reduced, hinge joint and bogie's life has been improved.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions of the prior art, the drawings which are used in the description of the embodiments or the prior art will be briefly described, it being obvious that the drawings in the description below are only some embodiments of the invention, and that other drawings can be obtained according to these drawings without inventive faculty for a person skilled in the art.
FIG. 1 is a schematic top view of an embodiment of the present invention in a stationary or straight running state of a rail vehicle;
FIG. 2 is a schematic view of the structure of an embodiment of the present invention in a stationary or straight running state of a rail vehicle;
FIG. 3 is a partially disassembled schematic illustration of an embodiment of the present invention;
FIG. 4 is an enlarged schematic view of the structure shown at A in FIG. 3;
FIG. 5 is a schematic view of a partially cut-away construction of an embodiment of the invention in a stationary or straight running state of a rail vehicle;
FIG. 6 is an enlarged schematic view of the structure at B in FIG. 5;
FIG. 7 is a schematic view of a partially cut-away structure of a bolster of an embodiment of the present invention;
FIG. 8 is an enlarged schematic view of the structure at C in FIG. 7;
FIG. 9 is a schematic top view of an embodiment of the present invention with a rail vehicle operating in a curved condition;
FIG. 10 is a schematic view of a partially cut-away construction of an embodiment of the present invention in a rail vehicle operating in a curve near an outside portion of the curve;
FIG. 11 is an enlarged schematic view of the structure at D in FIG. 10;
FIG. 12 is a schematic view of a partially sectioned structure of an embodiment of the present invention in a rail vehicle operating in a curve near an inside portion of the curve;
Fig. 13 is an enlarged schematic view of the structure at E in fig. 12.
In the figure: 1. a sleeper beam; 11. a receiving groove; 12. a through groove; 13. a chute; 14. a connection cover; 2. a connecting plate; 21. a top block; 22. a connecting seat; 3. a damper; 4. a support base; 41. a slide block; 42. a side bearing block; 5. and (5) a center pin.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
An embodiment of a traction connection frame for a railway vehicle according to the present invention, as shown in fig. 1,2 and 9, comprises a bolster 1, wherein a cavity may be provided in the interior of the bolster 1, the cavity may be connected with an air spring in a bogie, as an additional air chamber of the air spring, the bolster 1 is provided with four auxiliary support assemblies adaptively changing height according to the relative movement of the railway vehicle when turning, and the number of the auxiliary support assemblies is four, symmetrically distributed on both sides of the bolster 1, wherein two auxiliary support assemblies may be used to contact with the bottom surface of the front vehicle body, and the other two auxiliary support assemblies may be used to contact with the bottom surface of the rear vehicle body.
As shown in fig. 3 to 6, the auxiliary supporting component comprises a connecting plate 2 for triggering self-adaptive change and a supporting seat 4 with the height changed along with the movement of the connecting plate 2, wherein a top block 21 is arranged on the connecting plate 2, a connecting seat 22 is arranged on one side of the connecting plate 2, a shock absorber 3 for adapting and connecting with the body of the railway vehicle is arranged on the connecting seat 22, one end of the shock absorber 3 far away from the connecting seat 22 is hinged at the bottom of the body of the railway vehicle, a sliding block 41 and a side supporting block 42 are arranged on the supporting seat 4, the bottom of the supporting seat 4 is adapted with the top block 21, the sliding blocks 41 are symmetrically distributed on two sides of the supporting seat 4, and a certain distance is reserved between the side supporting block 42 and the bottom of the body of the railway vehicle in the static state of the railway vehicle or when the railway vehicle runs on a straight route.
As shown in fig. 1, fig. 2 and fig. 9, the middle part of the sleeper beam 1 is provided with a center pin 5, the center pin 5 is in the prior art, the concrete structure and the connection mode of the center pin 5 are the same as or can be realized by adopting the prior art, the position of the top of the sleeper beam 1 close to the center pin 5 is provided with a bearing friction block for bearing a hinge device, as shown in fig. 4, fig. 6-8 and fig. 10-13, the sleeper beam 1 is provided with a containing groove 11, a top block 21 and a supporting seat 4 are both positioned in the containing groove 11, the bottom of one side of the containing groove 11 is provided with a through groove 12, a connecting plate 2 is positioned in the through groove 12 and is in sliding connection with the sleeper beam 1, one side of the connecting plate 2 away from the connecting seat 22 is provided with a limiting block, when the sleeper beam is used, the limiting block and the connecting seat 22 limit the connecting plate 2 are prevented from completely sliding out of the through groove 12, a sliding groove 13 is arranged in the inside of the containing groove 11, the sliding block 41 is positioned in the inside of the sliding groove 13, the supporting seat 4 is in the containing groove 11, the sliding connection is arranged in the containing groove 11 through the sliding block 41, the sliding track of the sliding block 21 of the sliding groove 13 is positioned on the supporting seat 4, the supporting seat 4 is prevented from sliding the supporting seat 4, the supporting seat 4 is prevented from falling down by the supporting seat 4 on the supporting seat 4, and the supporting seat is prevented from being matched with the supporting seat 14, and the supporting seat 14 is provided with an auxiliary seat 14, and the side cover is arranged on the side of the supporting seat 14.
The working process is as follows:
S1, when the railway vehicle is stationary or running on a straight route, a gap exists between the side bearing block 42 and the bottom of the railway vehicle, the side bearing block 42 is not contacted with the bottom of the railway vehicle, the top block 21 supports the supporting seat 4, and the auxiliary supporting components on two sides of the bottom of the railway vehicle are consistent in state (the states of the auxiliary supporting components are shown in figures 1, 5 and 6);
S2, when the rail vehicle runs on a curve, the weight distribution of the vehicle body of the rail vehicle changes due to the fact that the horizontal height of the steel rail at the outer side of the curve is high and the horizontal height of the steel rail at the inner side of the curve is low, the weight of the vehicle body of the rail vehicle is increased at one side, close to the inner side of the curve, of the vehicle body of the rail vehicle, so that the vehicle body of the rail vehicle descends at one side, close to the inner side of the curve, of the vehicle body of the rail vehicle and a gap between the side bearing blocks 42, close to the steel rail at the inner side of the curve, of the side bearing blocks 42, close to the steel rail at the inner side of the curve, assist in supporting the vehicle body of the rail vehicle at one side, close to the inner side of the curve;
S3, as the adjacent car bodies of the rail vehicles are hinged through a hinge device, the sides, close to the inner side of the curve, of the adjacent car bodies of the rail vehicles are close to each other, the sides, close to the outer side of the curve, of the adjacent car bodies of the rail vehicles are away from each other, the side, close to the inner side of the curve, of the car bodies of the rail vehicles pushes the connecting plate 2 to slide in the through groove 12 through the shock absorber 3, the top block 21 leaves the bottom of the supporting seat 4, the sliding block 41 in the sliding groove 13 limits the supporting seat 4, the supporting seat 4 is prevented from moving downwards, and the supporting seat 4 supports the side, close to the inner side of the curve, of the car bodies of the rail vehicles in an auxiliary mode through the side supporting block 42 (the state of the auxiliary supporting assembly is shown in fig. 12 and 13);
s4, pulling the connecting plate 2 to slide in the through groove 12 through the shock absorber 3 on the side, close to the outer side of the curve, of the adjacent vehicle body of the railway vehicle, pushing the supporting seat 4 by the top block 21, driving the side bearing block 42, close to the outer side of the curve, to move upwards by the supporting seat 4 to abut against the bottom of the side, close to the outer side of the curve, of the vehicle body of the railway vehicle (the state of the auxiliary supporting component is shown in fig. 10 and 11);
S5, when the rail vehicle runs on a curve, the bottoms of the inner side and the outer side of the vehicle body of the rail vehicle can be simultaneously supported in an auxiliary mode, when the rail vehicle runs on the curve, the stability of the joint between the adjacent vehicle bodies is improved, the relative displacement between the adjacent vehicle bodies is reduced, and the riding comfort of passengers is improved.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.
Claims (3)
1. A rail vehicle traction connection frame, characterized in that: the railway vehicle steering system comprises a sleeper beam, wherein auxiliary supporting components capable of adaptively changing the height along with the relative movement of the railway vehicle during turning are arranged on the sleeper beam, the number of the auxiliary supporting components is four, and the auxiliary supporting components are symmetrically distributed on two sides of the sleeper beam;
The auxiliary supporting component comprises a connecting plate for triggering self-adaptive change and a supporting seat for changing the height along with the movement of the connecting plate, wherein a top block is arranged on the connecting plate, a connecting seat is arranged on one side of the connecting plate, a shock absorber for being connected with the body of the railway vehicle in an adaptive manner is arranged on the connecting seat, one end, far away from the connecting seat, of the shock absorber is hinged to the bottom of the body of the railway vehicle, a sliding block and a side supporting block are arranged on the supporting seat, the bottom of the supporting seat is an inclined plane, and the bottom of the supporting seat is matched with the top block;
the sleeper beam is provided with a containing groove, the top block and the supporting seat are both positioned in the containing groove, the bottom of one side of the containing groove is provided with a through groove, the connecting plate is positioned in the through groove, the connecting plate is in sliding connection with the sleeper beam through the through groove, one side of the connecting plate far away from the connecting seat is provided with a limiting block, the inside of holding tank has been seted up the spout, the slider is located the inside of spout, the supporting seat passes through slider sliding connection is in the inside of holding tank, the spout passes through the slider is right the sliding track of supporting seat is spacing, avoids the kicking block is not right when the supporting seat supports, appears the supporting seat drives the condition that the side bearing piece descends.
2. A rail vehicle traction coupling as claimed in claim 1, wherein: and a center pin is arranged in the middle of the sleeper beam.
3. A rail vehicle traction coupling as claimed in claim 1, wherein: the connecting cover is provided with an opening matched with the supporting seat.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410684035.5A CN118238861B (en) | 2024-05-30 | 2024-05-30 | Rail vehicle traction connection frame |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410684035.5A CN118238861B (en) | 2024-05-30 | 2024-05-30 | Rail vehicle traction connection frame |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN118238861A CN118238861A (en) | 2024-06-25 |
| CN118238861B true CN118238861B (en) | 2024-07-19 |
Family
ID=91561048
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202410684035.5A Active CN118238861B (en) | 2024-05-30 | 2024-05-30 | Rail vehicle traction connection frame |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN118238861B (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1120329A (en) * | 1993-02-03 | 1996-04-10 | 阿瑟·E·毕晓普 | Self-steering railway bogie |
| CN107097805A (en) * | 2017-06-23 | 2017-08-29 | 成都运达创新科技集团有限公司 | It is exclusively used in the attachment means between straddle-type monorail train railway carriage or compartment |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10350645A1 (en) * | 2003-10-29 | 2005-05-25 | Leipziger Fahrzeugservice-Betriebe Gmbh Lfb | Wheel system with integral motors for rail vehicle has two pairs of wheels with adjustable axial and radial spacing to fit different rail gauges and vehicle height requirements |
| CN106184269B (en) * | 2016-08-15 | 2019-04-30 | 中车唐山机车车辆有限公司 | Central traction apparatus, bogie and rail vehicle |
| CN116537109A (en) * | 2023-05-31 | 2023-08-04 | 长春建筑学院 | Road ice and snow remover |
-
2024
- 2024-05-30 CN CN202410684035.5A patent/CN118238861B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1120329A (en) * | 1993-02-03 | 1996-04-10 | 阿瑟·E·毕晓普 | Self-steering railway bogie |
| CN107097805A (en) * | 2017-06-23 | 2017-08-29 | 成都运达创新科技集团有限公司 | It is exclusively used in the attachment means between straddle-type monorail train railway carriage or compartment |
Also Published As
| Publication number | Publication date |
|---|---|
| CN118238861A (en) | 2024-06-25 |
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