CN212386488U - Primary suspension system of railway vehicle adopting composite plate spring - Google Patents
Primary suspension system of railway vehicle adopting composite plate spring Download PDFInfo
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- CN212386488U CN212386488U CN202022141526.5U CN202022141526U CN212386488U CN 212386488 U CN212386488 U CN 212386488U CN 202022141526 U CN202022141526 U CN 202022141526U CN 212386488 U CN212386488 U CN 212386488U
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Abstract
A primary suspension system of a railway vehicle adopting composite plate springs relates to the field of design of primary suspension systems of railway vehicles and comprises an axle box rotating arm and the composite plate springs, wherein the composite plate springs comprise carbon fiber plate springs, two rubber springs and laminated springs; the upper part of the laminated spring is fixedly connected to a lower cover plate of a side beam of the bogie frame, the lower part of the laminated spring is fixedly connected to the middle part of the carbon fiber plate spring, and the laminated spring is of a spring structure which is integrally formed by an upper layer metal plate, a middle layer rubber block and a lower layer metal plate in a vulcanization mode. The primary suspension system of the utility model reduces weight by 80%, can realize linear rigidity of primary suspension, and can prevent high-frequency vibration of wheel rails; and more transverse space can be saved for the built-in bogie, and the space arrangement of other parts of the bogie is facilitated.
Description
Technical Field
The utility model relates to a primary suspension system of rail vehicle design field, concretely relates to primary suspension system of rail vehicle who adopts combined material plate spring.
Background
When the built-in bogie of the motor train unit is timed at the speed of 400 kilometers per hour, the transverse space of the bogie is limited, and the spiral steel spring adopted by the traditional primary suspension system is large in size and is not suitable for the limited space of the built-in bogie; meanwhile, as the running speed of the motor train unit is higher, if a primary suspension system adopts a pure rubber spring, the running reliability of the bogie cannot be ensured. Therefore, it is desirable to design a series of spring structures with low stiffness and linear stiffness.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a primary suspension system of a railway vehicle adopting composite plate springs, which can reduce the weight of the primary suspension system, realize the linear rigidity of the primary suspension system and prevent the high-frequency vibration of wheel rails; meanwhile, the transverse space can be saved, and the arrangement of other parts of the bogie is facilitated.
In order to achieve the above purpose, the technical solution adopted by the utility model is as follows:
the primary suspension system of the railway vehicle adopting the composite plate spring comprises an axle box rotating arm and the composite plate spring, wherein the composite plate spring comprises a carbon fiber plate spring, two rubber springs and a laminated spring, the carbon fiber plate spring is of an arch structure, the upper parts of the two rubber springs are fixedly connected to two ends of the carbon fiber plate spring respectively, and the lower parts of the two rubber springs are fixedly connected to the axle box rotating arm respectively; the upper part of the laminated spring is fixedly connected to a lower cover plate of a side beam of the bogie frame, the lower part of the laminated spring is fixedly connected to the middle part of the carbon fiber plate spring, and the laminated spring is of a spring structure which is integrally formed by an upper layer metal plate, a middle layer rubber block and a lower layer metal plate in a vulcanization mode.
The rubber spring is a spring structure which is formed by a plurality of layers of rubber blocks and a plurality of layers of metal clapboards at intervals and is integrally formed in a vulcanization mode.
The two rubber springs are fixedly connected with the two ends of the carbon fiber plate spring through bolts respectively.
The laminated spring is coaxially sleeved on a central shaft in the middle of the carbon fiber plate spring and is fixedly connected with the middle of the carbon fiber plate spring through a bolt.
The utility model has the advantages that: the utility model adopts the primary suspension system of the composite plate spring, which can reduce the weight by 80 percent compared with the primary suspension system of the existing spiral steel spring; meanwhile, linear rigidity of primary suspension can be realized, and high-frequency vibration of the wheel track is blocked; and more transverse space can be saved for the built-in bogie, and the space arrangement of other parts of the bogie is facilitated.
Drawings
Fig. 1 is a schematic structural diagram of a primary suspension system of a railway vehicle using composite plate springs according to the present invention.
Fig. 2 is a schematic structural view of a composite plate spring according to the present invention.
Fig. 3 is a schematic view of a partial explosion structure of a composite plate spring according to the present invention.
Fig. 4 is a schematic front view of a composite plate spring according to the present invention.
Fig. 5 is a schematic bottom view of a composite leaf spring according to the present invention.
Fig. 6 is a schematic sectional view a-a of fig. 5.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples.
As shown in fig. 1 to 6, the primary suspension system of the railway vehicle using the composite plate spring of the present invention comprises an axle box rotating arm 4 and a composite plate spring, wherein the composite plate spring comprises a carbon fiber plate spring 1, two rubber springs 2 and a laminated spring 3, the carbon fiber plate spring 1 is of an arch structure, the upper parts of the two rubber springs 2 are respectively fixedly connected to two ends of the carbon fiber plate spring 1, and the lower parts of the two rubber springs 2 are respectively fixedly connected to the axle box rotating arm 4; the upper part of the laminated spring 3 is fixedly connected to a lower cover plate of a side beam of the bogie frame 5, the lower part of the laminated spring 3 is fixedly connected to the middle part of the carbon fiber plate spring 1, and the laminated spring 3 is a spring structure which is formed by an upper layer metal plate 3-1, a middle layer rubber block 3-2 and a lower layer metal plate 3-3 in an integrated mode in a vulcanization mode.
The rubber springs 2 are spring structures which are arranged at intervals by a plurality of layers of rubber blocks and a plurality of layers of metal clapboards and are integrally formed in a vulcanization mode, and the two rubber springs 2 are fixedly connected with two ends of the carbon fiber plate spring 1 through bolts respectively.
The laminated spring 3 is coaxially sleeved on a central shaft in the middle of the carbon fiber plate spring 1 and is fixedly connected with the middle of the carbon fiber plate spring 1 through a bolt.
The carbon fiber leaf spring 1 may be produced by a mould pressing or an RTM process. The top of the laminated spring 3 is connected with the lower cover plate of the side beam of the framework, and the laminated spring 3 can improve the stress of the carbon fiber plate spring 1. The lower end of the rubber spring 2 is fixedly connected with the rotating arm of the bogie axle box, and the transverse and longitudinal stiffness of the rubber spring 2 is smaller than that of the carbon fiber plate spring 1 and is used for releasing the longitudinal displacement of the carbon fiber plate spring 1.
When the bogie frame 5 transmits vertical load to the carbon fiber plate spring 1 of the primary suspension system, the whole primary suspension system is displaced vertically downwards, the vertical stiffness of the laminated spring 3 and the two rubber springs 2 is much larger than that of the carbon fiber plate spring 1, and therefore the main vertical displacement is the deformation of the carbon fiber plate spring 1. When the carbon fiber plate spring 1 is displaced vertically, the longitudinal displacement is also displaced, i.e., elongated, and the longitudinal displacement is released by the rubber spring 2 at the end thereof. The laminated spring 3 can reduce the stress of the carbon fiber plate spring 1 when the bogie frame 5 is displaced vertically.
Claims (4)
1. The primary suspension system of the railway vehicle adopting the composite plate spring comprises an axle box rotating arm (4) and is characterized by further comprising the composite plate spring, wherein the composite plate spring comprises a carbon fiber plate spring (1), two rubber springs (2) and a laminated spring (3), the carbon fiber plate spring (1) is of an arch structure, the upper parts of the two rubber springs (2) are fixedly connected to two ends of the carbon fiber plate spring (1) respectively, and the lower parts of the two rubber springs (2) are fixedly connected to the axle box rotating arm (4) respectively; the upper part of the laminated spring (3) is fixedly connected to a side beam lower cover plate of the bogie frame (5), the lower part of the laminated spring (3) is fixedly connected to the middle part of the carbon fiber plate spring (1), and the laminated spring (3) is a spring structure which is integrally formed by an upper layer metal plate (3-1), a middle layer rubber block (3-2) and a lower layer metal plate (3-3) in a vulcanization mode.
2. The primary suspension system for railway vehicles using composite plate springs as claimed in claim 1, wherein the rubber spring (2) is a spring structure formed by a plurality of layers of rubber blocks and a plurality of layers of metal partitions which are spaced apart and integrally formed by vulcanization.
3. The primary suspension system of a railway vehicle using composite plate springs as claimed in claim 1, wherein the two rubber springs (2) are fixedly connected to both ends of the carbon fiber plate spring (1) by bolts, respectively.
4. The primary suspension system of a railway vehicle using composite plate springs as claimed in claim 1, wherein the laminated spring (3) is coaxially sleeved on the central axis of the middle part of the carbon fiber plate spring (1) and is fixedly connected with the middle part of the carbon fiber plate spring (1) through a bolt.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022141526.5U CN212386488U (en) | 2020-09-25 | 2020-09-25 | Primary suspension system of railway vehicle adopting composite plate spring |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022141526.5U CN212386488U (en) | 2020-09-25 | 2020-09-25 | Primary suspension system of railway vehicle adopting composite plate spring |
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| CN212386488U true CN212386488U (en) | 2021-01-22 |
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| CN202022141526.5U Active CN212386488U (en) | 2020-09-25 | 2020-09-25 | Primary suspension system of railway vehicle adopting composite plate spring |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112046534A (en) * | 2020-09-25 | 2020-12-08 | 中车长春轨道客车股份有限公司 | Primary suspension system of railway vehicle adopting composite plate spring |
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2020
- 2020-09-25 CN CN202022141526.5U patent/CN212386488U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112046534A (en) * | 2020-09-25 | 2020-12-08 | 中车长春轨道客车股份有限公司 | Primary suspension system of railway vehicle adopting composite plate spring |
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