CN215752400U - Traction mechanism of railway vehicle and railway vehicle - Google Patents
Traction mechanism of railway vehicle and railway vehicle Download PDFInfo
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- CN215752400U CN215752400U CN202121747195.8U CN202121747195U CN215752400U CN 215752400 U CN215752400 U CN 215752400U CN 202121747195 U CN202121747195 U CN 202121747195U CN 215752400 U CN215752400 U CN 215752400U
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- pull rod
- tie rod
- traction mechanism
- railway vehicle
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Abstract
The application discloses rail vehicle's drive mechanism and rail vehicle, drive mechanism includes: a bogie body; one end of the first pull rod is hinged with the steering frame body at the front side of the steering frame body; the two guide pull rod assemblies are respectively arranged on the left side and the right side of the steering frame body, one end of each guide pull rod assembly is hinged with the steering frame body, and the guide pull rod assemblies are connected with the body of the railway vehicle; the other ends of the tie rod, the first pull rod and the guide pull rod assembly are hinged with the tie rod. Therefore, by arranging the first pull rod, the longitudinal force of the first pull rod and the longitudinal force of the guide pull rod assembly are mutually offset, so that the guide pull rod assembly is prevented from generating reverse torque or bending torque, the stress of the guide pull rod assembly is improved, the stress concentration of the guide pull rod assembly is avoided, the service life of the traction mechanism of the railway vehicle is prolonged, and the working stability and the use safety of the traction mechanism of the railway vehicle are improved.
Description
Technical Field
The utility model relates to the technical field of railway vehicles, in particular to a traction mechanism of a railway vehicle and the railway vehicle.
Background
In the related technology, one end of each longitudinal pull rod on two sides of a traction mechanism of a railway vehicle is connected with a bogie, the other end of each longitudinal pull rod is connected with a cross pull rod through a crank, and a vehicle body connecting seat is coaxially arranged with the crank and used for connecting a vehicle body. However, the tie rod can transmit the transverse steering force and cannot transmit or bear the longitudinal force, and the longitudinal force transmitted by the longitudinal tie rod needs to be balanced by the reverse moment generated by the vehicle body connecting seat, so that the stress distribution among the transmission parts of the traction mechanism is uneven, the fatigue life is shortened quickly, and the service life is short.
SUMMERY OF THE UTILITY MODEL
The present invention is directed to solving at least one of the problems of the prior art. To this end, an object of the present invention is to provide a traction mechanism for a rail vehicle, which is stressed more uniformly and has a long service life.
The application also provides a rail vehicle adopting the traction mechanism.
According to the traction mechanism of rail vehicle of the embodiment of first aspect of this application, include: a bogie body; one end of the first pull rod is hinged with the bogie body at the front side of the bogie body; the number of the guide pull rod assemblies is two, the two guide pull rod assemblies are respectively arranged on the left side and the right side of the steering frame body, one end of each guide pull rod assembly is hinged with the steering frame body, and the guide pull rod assemblies are connected with the body of the railway vehicle; and the other ends of the first pull rod and the guide pull rod assembly are hinged with the tie rod.
According to the traction mechanism of the railway vehicle, the first pull rod is arranged, and the longitudinal force of the first pull rod and the longitudinal force of the guide pull rod assembly are mutually offset, so that the guide pull rod assembly is prevented from generating reverse moment or bending moment, the stress of the guide pull rod assembly is improved, the stress concentration of the guide pull rod assembly is avoided, the service life of the traction mechanism of the railway vehicle is prolonged, and the working stability and the use safety of the traction mechanism of the railway vehicle are improved.
According to some embodiments of the present application, the guidance tie rod assembly comprises: the other end of the second pull rod is hinged to one end of the lower crank, the other end of the lower crank is coaxial with one end of the upper crank, and the other end of the upper crank is hinged to the cross pull rod.
In some embodiments, the guidance tie assembly further comprises: and the vehicle body connecting seat is arranged between the upper crank and the lower crank.
Further, the vehicle body connecting seats are multiple and are overlapped between the upper crank and the lower crank.
According to some embodiments of the application, the distance between the two hinge points of the second pull rod in the front-rear direction is the same as the distance between the two hinge points of the first pull rod in the front-rear direction.
In some embodiments, a first mounting bracket is disposed on a front side of the bogie body, and the first mounting bracket is hinged to the first tie rod.
According to some embodiments of the present application, a second mounting bracket is provided on the bogie body, the second mounting bracket being hinged to the second tie rod.
In some embodiments, the first tie rod and the bogie body, the first tie rod and the tie rod, the second tie rod and the bogie body, the second tie rod and the lower crank, and the upper crank and the tie rod are all configured to be in ball-and-socket fit.
The rail vehicle according to the second aspect of the present application includes the traction mechanism described in the above embodiments.
Additional aspects and advantages of the utility model will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the utility model.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic perspective view of a traction mechanism of a rail vehicle according to an embodiment of the present application;
FIG. 2 is a schematic top view of a traction mechanism of a rail vehicle according to an embodiment of the present application;
fig. 3 is a schematic view of a traction mechanism of a prior art rail vehicle.
Reference numerals:
the pulling mechanism (100) is provided with a pulling mechanism,
the steering frame body 10 is provided with a steering frame body,
a first pull rod 20, a guide pull rod assembly 30, a second pull rod 31, an upper crank 32, a lower crank 33, a vehicle body connecting seat 34,
The tie rod 10 ', the tie rod 20 ', the upper crank 30 ', the lower crank 40 ' and the vehicle body connecting seat 50 '.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
It should be noted that, referring to fig. 3, in the prior art, a bogie body of a traction mechanism 100 'of a railway vehicle is subjected to force transmission through a tie rod 10', a lower crank 40 ', an upper crank 30' and a tie rod 40 ', and is connected with a vehicle body through a vehicle body connecting seat 50'.
During the operation of the traction mechanism 100 ', the tie rod 40' can bear the transverse steering force and cannot bear the longitudinal force, one end of the tie rod 10 'is hinged with the stabilizer leg, the other end of the tie rod is hinged with the lower crank 40', the lower crank 40 'is coaxially arranged with the upper crank 30', the upper crank 30 'is hinged with the tie rod 20', the thrust of the tie rod 10 'pushes the upper crank 30', the upper crank 30 'causes the tie rod 20' to generate the transverse steering force, a bending moment is generated between the upper crank 30 'and the lower crank 40', a reverse moment is correspondingly required to be applied to the body connecting seat 50 'to realize the stress balance of the traction mechanism 100' of the railway vehicle, and the body connecting seat 50 'needs to bear impact and vibration during the operation of the traction mechanism 100' of the railway vehicle, which causes stress concentration to easily occur between the rotating shafts of the upper crank 30 'and the lower crank 40', the tie rod 10 'and the tie rod 20', resulting in a faster reduction in the fatigue life and a reduced service life of the traction mechanism 100' of the rail vehicle.
In view of this, the present application provides a traction mechanism 100 for a rail vehicle having a longer service life. A traction mechanism 100 for a rail vehicle according to an embodiment of the utility model is described below with reference to fig. 1-2.
As shown in fig. 1 and 2, a traction mechanism 100 of a railway vehicle according to an embodiment of the present application includes: a bogie body 10, a first tie rod 20, a guide tie rod assembly 30, and a tie rod 40.
One end of the first tie rod 20 is hinged to the bogie body 10 at the front side of the bogie body 10, two guide tie rod assemblies 30 are provided, the two guide tie rod assemblies 30 are respectively disposed at the left and right sides of the bogie body 10, one end of each guide tie rod assembly 30 is hinged to the bogie body 10, the guide tie rod assemblies 30 are connected to the body of the railway vehicle, and the other ends of the first tie rod 20 and the guide tie rod assemblies 30 are hinged to the tie rod 40.
Specifically, one end of each of the two first tie rods 20 is hinged to the bogie body 10, one end of each of the two guide tie rod assemblies 30 is hinged to the bogie body 10, the tie rod 40 extends in the left-right direction, two ends of each of the tie rods 40 are hinged to the other end of one of the guide tie rod assemblies 30, the two first tie rods 20 are symmetrically arranged between the two guide tie rod assemblies 30, the other ends of the two first tie rods 20 are hinged to the tie rod 40, and at least a part of the two hinge points of the guide tie rod assemblies 30 is used for being connected to the body of the rail vehicle.
It can be understood that the tie rod 40 is used for bearing a transverse force (a transverse steering force), the first tie rod 20 and the guide tie rod assembly 30 are both used for bearing and transmitting a longitudinal force, during the operation of the traction mechanism 100 of the railway vehicle, a portion of the guide tie rod assembly 30, which is used for connecting with the vehicle body, needs to bear a large impact vibration, the guide tie rod assembly 30 pushes the tie rod 40 so that the tie rod 40 bears the transverse force, and at the same time, the first tie rod 20 and the second tie rod 31 of the guide tie rod assembly 30 both generate a longitudinal force, the longitudinal force of the first tie rod 20 and the longitudinal force of the second tie rod 31 on the same side can be offset with each other, during the transmission of the longitudinal force of the guide tie rod assembly 30, no twisting moment can be generated, and accordingly, a reverse moment for balancing the twisting moment of the guide tie rod assembly 30 can be avoided from being used for connecting with the vehicle body, to avoid stress concentrations in the guidance tie assembly 30.
It should be noted that the rail vehicle of the present application may be a monorail rail vehicle, a tram, a straddle monorail train, a light rail train, an automatic guided transportation system, a magnetic levitation train, or the like.
According to the traction mechanism 100 of the railway vehicle provided by the embodiment of the application, the first pull rod 20 is arranged, and the longitudinal force of the first pull rod 20 and the longitudinal force of the guide pull rod assembly 30 are mutually offset, so that the reverse moment or the bending moment of the guide pull rod assembly 30 is avoided, the stress of the guide pull rod assembly 30 is improved, the stress concentration of the guide pull rod assembly is avoided, the service life of the traction mechanism 100 of the railway vehicle is prolonged, and the working stability and the use safety of the traction mechanism 100 of the railway vehicle are improved.
In the particular embodiment shown in fig. 1 and 2, the guidance tie assembly 30 includes: the other end of the second pull rod 31 is hinged with one end of the lower crank 33, the other end of the lower crank 33 is coaxially arranged with one end of the upper crank 32, and the other end of the upper crank 32 is hinged with the cross pull rod 40.
Specifically, in the direction away from the bogie body 10, the second tie rod 31, the lower crank 33, and the upper crank 32 are sequentially connected, one end of the second tie rod 31 is connected to the bogie body 10, during the operation of the traction mechanism 100 of the railway vehicle, the second pull rod 31 is longitudinally forced and pushes the lower crank 33 to rotate, the lower crank 33 rotates and drives the coaxial upper crank 32 to rotate, the upper crank 32 rotates around a shaft and pushes the tie rod 40 to generate a transverse force, the transverse forces in opposite directions of the two upper cranks 32 at the two ends of the tie rod 40 are counteracted with each other, while the longitudinal force of the second tie rod 31 and the longitudinal force of the first tie rod 20 can be counteracted with each other, so as to avoid the occurrence of a bending moment on the rotation axes of the upper crank 32 and the lower crank 33, accordingly, it is not necessary to generate a reverse moment for balancing the bending moment on the guidance tie rod assembly 30, so as to improve the stress of the guidance tie rod assembly 30 and effectively avoid stress concentration.
In some embodiments, the guidance tie assembly 30 further comprises: and a vehicle body connecting seat 34, wherein the vehicle body connecting seat 34 is arranged between the upper crank 32 and the lower crank 33.
That is to say, the vehicle body connecting seat 34 is used for being connected with the vehicle body, the vehicle body connecting seat 34, the upper crank 32 and the lower crank 33 are coaxially arranged through the rotating shaft, no bending moment is generated between the upper crank 32 and the lower crank 33, the vehicle body connecting seat 34 does not need to generate a reverse moment correspondingly, the stress of the guide pull rod assembly 30 can be improved, the stress is prevented from being gradually increased in the direction away from the rotating shaft, and the stress concentration on the second pull rod 31, the upper crank 32, the lower crank 33, the rotating shaft, the vehicle body connecting seat 34 or the tie rod 40 is effectively avoided.
Further, the vehicle body connecting seat 34 is plural, and the plural vehicle body connecting seats 34 are overlapped between the upper crank 32 and the lower crank 33. In this way, by providing a plurality of vehicle body connecting seats 34, the stability of connection between the traction mechanism 100 of the railway vehicle and the vehicle body can be improved, so that the traction effect can be improved.
As shown in fig. 2, the distance between the two hinge points of the second link 31 in the front-rear direction is the same as the distance between the two hinge points of the first link 20 in the front-rear direction. That is, the length of the first pull rod 20 is consistent with the length of the second pull rod 31, so that the longitudinal force of the first pull rod 20 is consistent with the longitudinal force of the second pull rod 31, and the longitudinal force of the first pull rod 20 and the longitudinal force of the second pull rod 31 can be balanced.
In some embodiments, a first mounting bracket 50 is provided on the front side of the bogie body 10, and the first mounting bracket 50 is hinged to the first tie rod 20; the bogie body 10 is provided with a second mounting bracket 60, and the second mounting bracket 60 is hinged with the second pull rod 31.
Specifically, one end of the first mounting bracket 50 is fixed to the front side surface of the bogie body 10 by a fastener or welding, the other end is hinged to the first mounting bracket 50, one end of the second mounting bracket 60 extends toward the bogie body 10 and is connected to the bogie body 10, and the other end is hinged to the lower crank 33.
It will be appreciated that as shown in figures 1 and 2, a bogie typically comprises: the bogie comprises a bogie body 10, running wheels 70, steering wheels 80 and stabilizing wheels 90, wherein the running wheels 70 are positioned on the middle area of the bogie body 10 (when the traction mechanism 100 is constructed as a single-rail traction mechanism), the steering wheels 80 are positioned on four corner areas of the bogie body 10, the center line of the running wheels 70 in the left-right direction is positioned between two first pull rods 20, the stabilizing wheels 90 are positioned on the left side and the right side of the bogie body 10, and the axes of the stabilizing wheels 90 are positioned between the first pull rods 20 and the second pull rods 31 on the same side.
That is to say, the central line of the running wheel 70 is located between the two first tie rods 20, and the axes of the steering wheel 80 and the stabilizing wheel 90 are located between the first tie rod 20 and the second tie rod 31 on the same side, so that the stress distribution between the first tie rod 20 and the second tie rod 31 is more uniform, the stress concentration is further effectively avoided, and the traction stability and the service life of the traction mechanism 100 of the rail vehicle are effectively improved.
In some embodiments, the first tie rod 20 and the bogie body 10, the first tie rod 20 and the tie rod 40, the second tie rod 31 and the bogie body 10, the second tie rod 31 and the lower crank 33, and the upper crank 32 and the tie rod 40 are all configured to be in a ball-and-socket fit.
Therefore, the first pull rod 20 and the second pull rod 31 can both rotate relative to the tie rod 40, the first pull rod 20 can rotate relative to the bogie body 10, and the second pull rod 31 can rotate relative to the bogie body 10, so that the hinge stability of the guide pull rod assembly 30 and the first pull rod 20 is higher, and the working stability of the traction mechanism 100 of the railway vehicle is higher.
According to the rail vehicle of the embodiment of the second aspect of the present application, by using the traction mechanism 100, the rail vehicle of the present application has higher running stability and better over-bending capability, and the unbalance loading phenomenon occurring in the running process of the rail vehicle is improved.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the present invention and to simplify the description, and are not intended to indicate or imply that the referenced mechanism or element must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered as limiting the present invention.
In the description of the present invention, "the first feature" and "the second feature" may include one or more of the features.
In the description of the present invention, "a plurality" means two or more.
In the description of the present invention, the first feature being "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact with each other not directly but through another feature therebetween.
In the description of the utility model, "above", "over" and "above" a first feature in a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the utility model have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the utility model, the scope of which is defined by the claims and their equivalents.
Claims (9)
1. A traction mechanism for a railway vehicle, comprising:
a bogie body;
one end of the first pull rod is hinged with the bogie body at the front side of the bogie body;
the number of the guide pull rod assemblies is two, the two guide pull rod assemblies are respectively arranged on the left side and the right side of the steering frame body, one end of each guide pull rod assembly is hinged with the steering frame body, and the guide pull rod assemblies are connected with the body of the railway vehicle;
and the other ends of the first pull rod and the guide pull rod assembly are hinged with the tie rod.
2. The traction mechanism for a railway vehicle as claimed in claim 1, wherein the guidance tie assembly comprises: the other end of the second pull rod is hinged to one end of the lower crank, the other end of the lower crank is coaxial with one end of the upper crank, and the other end of the upper crank is hinged to the cross pull rod.
3. The traction mechanism for a railway vehicle as claimed in claim 2, wherein the guidance tie assembly further comprises: and the vehicle body connecting seat is arranged between the upper crank and the lower crank.
4. The traction mechanism for a railway vehicle as claimed in claim 3, wherein the body attachment seat is plural, and the plural body attachment seats are stacked between the upper crank and the lower crank.
5. The traction mechanism for a railway vehicle according to claim 2, wherein the distance between two hinge points of the second link in the front-rear direction coincides with the distance between two hinge points of the first link in the front-rear direction.
6. The traction mechanism for a railway vehicle as claimed in claim 2, wherein a first mounting bracket is provided on the front side of the bogie body, the first mounting bracket being hinged to the first tie rod.
7. The traction mechanism for a railway vehicle as claimed in claim 2, wherein a second mounting bracket is provided on the bogie body, the second mounting bracket being hinged to the second tie rod.
8. The traction mechanism for a railway vehicle as claimed in any one of claims 2 to 7, wherein the first tie rod and the bogie body, the first tie rod and the tie rod, the second tie rod and the bogie body, the second tie rod and the lower crank, the upper crank and the tie rod are all configured for ball joint engagement.
9. A rail vehicle, comprising: the traction mechanism of any one of claims 1-8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121747195.8U CN215752400U (en) | 2021-07-27 | 2021-07-27 | Traction mechanism of railway vehicle and railway vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121747195.8U CN215752400U (en) | 2021-07-27 | 2021-07-27 | Traction mechanism of railway vehicle and railway vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215752400U true CN215752400U (en) | 2022-02-08 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121747195.8U Active CN215752400U (en) | 2021-07-27 | 2021-07-27 | Traction mechanism of railway vehicle and railway vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215752400U (en) |
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2021
- 2021-07-27 CN CN202121747195.8U patent/CN215752400U/en active Active
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