JP3239237U - Series of vertical stoppers for high-speed train bogies - Google Patents

Abstract

A series of vertical stops for bogies of high-speed rail trains capable of avoiding resonance with axle boxes. A series of vertical stops for a high-speed rail bogie, wherein the direction of gravitational acceleration is defined as vertical and the direction of travel of the high-speed rail train is longitudinal (longitudinal); It includes a second end 200 , a connecting portion 300 and an open groove 400 . The first end cooperates with the carriage and extends parallel to the longitudinal direction. The second end is connected to the axle box of the high speed rail train and is longitudinally parallel. A connecting portion connects the first end and the second end to form a series of vertically parallel, "-"-shaped vertical stops. An open groove is formed in the series of vertical stoppers in a manner that removes material to change the natural frequency of the series of vertical stoppers. [Selection drawing] Fig. 3

Description

TECHNICAL FIELD The present invention relates to the technology of high-speed rail train bogies, and more particularly to a series of vertical stoppers for high-speed rail bogies.

In order to keep the relative motion between bogies and axle boxes in high-speed trains within a certain range and improve the stability and safety of train operation, it is usually necessary to set up parts that limit vertical displacement in the axle boxes of trains. There is In 1950, Nelson et al. (Safety support for brake beams, US 2,496,015, 1950) used a chain structure to connect a truck brake beam to the truck to limit maximum vertical displacement and dropout of the brake beam. On passenger trains, inverted U-shaped safety hoists are commonly used to prevent axle boxes from falling out and limit maximum vertical displacement. However, plate safety hangers on bogies are prone to failure due to alternating dynamic stresses in the longitudinal direction during train operation, defeating the vertical displacement limitation.

As for high-speed rail trains, the CRH5 train is a model of China's high-speed rail train, suitable for walking in China's low-temperature regions, and its driving speed can reach a maximum speed of 250 kilometers per hour. The bogies of the CRH5 train are provided with a series of vertical stops, as shown in Figure 1, to avoid excessive vertical relative displacement between the bogies and the axle boxes. However, these components are susceptible to lateral destruction under the influence of the actual route in operation, resulting in functional failure. Therefore, structural optimization of a series of vertical stoppers is an urgent problem to be solved in the design of high-speed railway train engineering equipment, and has great practical value and significance for train stability and safety in high-speed operation. .

As shown in FIGS. 1 and 2, FIG. 1 is a schematic diagram of the installation position of a series of vertical stoppers on a high-speed railway bogie, and FIG. 2 is a schematic three-dimensional structural diagram of an existing series of vertical stoppers. The first series of vertical stoppers on the bogies of the CRH5 high-speed train are high-carbon steel S355J2G, with Fe/Zn sprayed on the surface. A series of vertical stops are in the form of a one-piece block having a "engine" shape, including a first end 91 , a fixing portion 92 and a connecting portion 93 . Here, the connection portion 93 is connected to an intermediate position between the first end portion 91 and the fixed portion 92 . A bolt hole is provided at each end of the fixing part 92, and the fixing part 92 of the series of vertical stoppers can be fixed to the transition cover 12 of the axle box 10 by connecting bolts. A first end 91 of the series of vertical stops is suspended above the carriage 11 with a certain gap therebetween. Gap is the vertical relative displacement between the truck and axle box. When the vertical displacement of the truck 11 exceeds the gap, the truck 11 is blocked by the first end 91, thereby improving the smoothness and safety of train operation.

Existing series vertical stop designs can effectively limit the vertical relative displacement between the truck and the axle box. However, the eigenfrequencies (eg, primary and secondary eigenfrequencies) of a series of vertical stops or axle boxes are all at a fixed level, which is an inherent property of their construction. The shape and materials of the train axle box structure determine the natural frequency level of the axle box. The structural shape and materials of conventional vertical stopper series also determine the natural frequency level of the vertical stopper series. The natural frequency of the conventional series vertical stopper is very close to the frequency of the upper axle box of the train bogie during operation, which is prone to the resonance phenomenon. When resonance occurred, the vibration amplitude of the series of vertical stoppers was amplified abruptly, causing a large dynamic stress and causing the series of vertical stoppers to break suddenly. If the series of vertical stops is bent laterally and broken, the relative vertical displacement of the carriage in use during up-and-down motion becomes unrestricted. In addition, vertical displacement limiters and axle boxes can also fall off, causing trains to derail or overturn. Liu Zhiyuan (Improved Design of Safety Crane Series for Sen Metro Line 2, Shandong Industrial Technology 7 (2015): 40-40) et al. increased the thickness of the joint to increase the primary natural frequency and optimized the safety suspension structure proposed to solve the problem of destruction caused by resonance. However, for CRH5 high-speed train series vertical stoppers, in the actual bogie structure, the size of series vertical stoppers is limited by the increased slot size and thickness of the axle box transition cover. As a result, the parts cannot be attached to the truck.

In order to solve the above problems of the prior art, the object of the present invention is to provide a series of vertical stoppers for bogies of high-speed rail trains with a new type of built-in high damping, which can avoid resonance with axle boxes. be.

According to one aspect of the present invention, a series of vertical stoppers for bogies of high-speed railway trains has a first end, a second end, a joint, comprising an open groove, said first end cooperating with a bogie and extending longitudinally parallel, said second end being connected to an axle box of a high-speed rail train and extending longitudinally parallel, said The connecting part connects the first end and the second end, is parallel to the vertical direction, and forms a series of vertical stoppers in the shape of a square, and the opening groove is for changing the natural frequency of the series of vertical stoppers. , formed into a series of vertical stops in a manner that removes material.

According to one embodiment of the present invention, said series of vertical stoppers comprises at least one open groove, said opening grooves being formed in said series of vertical stoppers along a vertical direction by a method of removing material.

According to an embodiment of the present invention, the series of vertical stoppers further comprises a damping layer, and the damping layer is formed by filling the opening grooves with an adhesive.

According to one embodiment of the present invention, the opening groove vertically penetrates the first end and the connecting portion, and penetrates at least a part of the second end.

According to an embodiment of the present invention, the relationship between the height H1 of the opening groove vertically penetrating the second end and the height H of the entire second end is:

According to one embodiment of the present invention, the longitudinal length of the open groove is equal to the longitudinal length of the first end, equal to the longitudinal length of the connecting portion, and the open groove The first end portion is divided into a first end portion first layer and a first end portion second layer having the same shape, and the connection portion is divided into a connection portion first layer and a connection portion second layer having the same shape. be.

According to an embodiment of the present invention, the opening groove is disposed at an intermediate position of the series of vertical stoppers, the thickness of the first end first layer and the first end second layer are equal, and the connecting portion The thickness of the first layer and the thickness of the connection part second layer are equal.

According to an embodiment of the present invention, the opening groove is arranged at a staggered middle position of the series of vertical stoppers, the thicknesses of the first end first layer and the first end second layer are unequal, The thicknesses of the connection first layer and the connection second layer are not equal.

According to one embodiment of the present invention, the longitudinal length of the opening groove is shorter than the longitudinal length of the first end and less than or equal to the longitudinal length of the connecting portion, and the series vertical stopper inside to form

Said damping layer is a glass adhesive layer, a ketone-silicon structural sealant layer, or a ductile cast iron layer.

In summary, the advantages and beneficial technical effects of the present invention are as follows: A series of vertical stoppers for bogies of high-speed rail trains according to the present invention cooperates with the bogies through a first end and a second end. The axle box of the high-speed rail train is connected through the section, and the first end and the second end are connected through the connection section to form a series of vertical stoppers in the shape of "", and into the series of vertical stoppers. Because the opening groove is formed by the method of material removal, the natural frequency of the series vertical stopper is changed to prevent resonance with the axle box of the high-speed rail train, effectively prolonging the life of the series vertical stopper.

In addition, by placing a damping layer in the open groove and absorbing vibration energy, it is possible to reduce the vibration energy during normal train operation. , can meet the needs of different high-speed rail lines and different high-speed rail train models.

1 is a schematic diagram of the installation position of a series of vertical stoppers for bogies of a high-speed rail train; FIG. 1 is a schematic three-dimensional structural diagram of an existing series of vertical stoppers; FIG. 1 is a schematic view of the three-dimensional structure of the first embodiment of a series of vertical stoppers for bogies of high-speed rail trains of the present invention; FIG. Figure 4 is a front view of the series of vertical stops shown in Figure 3; Figure 5 is a left side view of the series of vertical stops shown in Figure 4; FIG. 4 is a schematic view of the three-dimensional structure of the second embodiment of the series vertical stopper for bogies of high-speed rail trains of the present invention; Figure 7 is a left side view of the series of vertical stops shown in Figure 6; FIG. 4 is a schematic view of the three-dimensional structure of the third embodiment of the series vertical stopper for bogies of high-speed rail trains of the present invention; Figure 9 is a front view of the series of vertical stops shown in Figure 8; Figure 10 is a left side view of the series of vertical stops shown in Figure 9; FIG. 4 is a schematic view of the three-dimensional structure of the fourth embodiment of the series vertical stopper for bogies of high-speed rail trains of the present invention; Figure 12 is a front view of the series of vertical stops shown in Figure 11; Figure 13 is a left side view of the series of vertical stops shown in Figure 12; 3 is a frequency response curve of a hammer test of the existing series of vertical stoppers shown in FIG. 2; FIG. 3 is a follow-test frequency response curve of the existing series vertical stopper car shown in FIG. 2; FIG. The first second order maximum mode of the finite element analysis of an existing series of vertical stoppers shown in FIG. FIG. 4 is a hammer test frequency response curve of the first embodiment of the series vertical stopper of the present invention shown in FIG. 3; FIG. The first second order maximum mode of the finite element analysis of the first embodiment of the series vertical stopper of the present invention shown in FIG. FIG. 12 is a hammer test frequency response curve of the fourth embodiment of the series vertical stopper of the present invention shown in FIG. 11; FIG. 12 is a car follow-test frequency response curve of the fourth embodiment of the series vertical stopper of the present invention shown in FIG. 11; FIG. The first second order maximum mode of the finite element analysis of the fourth embodiment of the series vertical stopper of the present invention shown in FIG.

The present invention provides a series of vertical stops for bogies of high speed rail trains. In order to make the purpose, technical solutions and effects of the present invention clearer, the present invention is further described in detail below. It should be understood that the specific embodiments described herein are only used to illustrate the invention and are not intended to limit the invention.

Directions or positional relationships represented by "Center", "Upper", "Lower", "Left", "Right", "Inner", "Outer", "Vertical", "Horizontal" etc. Or positional relationship, for the purpose of facilitating and simplifying the description of the present invention. It should be understood that it is not intended to be configured in any particular direction, nor is it an indication or implied that it should be configured in any particular direction, and is not a limitation of the present invention.

Further, unless otherwise limiting the article, "one" and "said" can refer to singular or plural. When there are descriptions including "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are for the purpose of explanation only, and are as follows. should not be construed as indicate or imply their relative importance or imply the number of technical features shown. Thus, features delimited by "first" and "second" may explicitly or implicitly include at least one of the features. Moreover, the technical solutions in various embodiments can be combined with each other, but should be based on the implementation by those skilled in the art. If the combination of technical solutions is contradictory or unrealizable, it should be considered. The non-existence of such a combination of technical solutions does not fall within the protection scope of the present invention.

In the present invention, the relevant directions are defined as follows: the direction of gravitational acceleration is defined as the vertical direction, the direction of travel of a high-speed rail train is defined as the longitudinal direction, and the vertical and longitudinal The direction perpendicular to the plane of formation is defined as the lateral direction.

A series of vertical stoppers for a bogie of a high speed rail train of the present invention has a first end cooperating with the bogie and a second end connected to an axle box of the high speed rail train, the first end and the second end. The connecting joint includes a series of open grooves formed in the vertical stopper in a manner that removes material. Here, the first end and the second end extend parallel to each other in the longitudinal direction, the connection part is parallel to the vertical direction, and the first end and the second end form a Chinese character. connected as follows. Further, methods of removing material include sawing, milling, cutting, etc., provided that the thickness of the vertical stopper series is not increased, by altering the natural frequency of the vertical stopper series: It effectively avoids the resonance between the series of vertical stoppers and the axle box during the running process, effectively prolonging the service life of the series of vertical stoppers.

In addition, the series of vertical stoppers includes at least one open groove, and the open groove is filled with an adhesive to form a damping layer, the damping layer effectively absorbs vibration energy, and the vibration damping layer is The vibration reduction effect can be further enhanced. By adjusting the size and position of said open grooves or filling them with different bonding materials, different damping layers can be formed on a series of vertical stoppers to achieve different natural frequencies. In this way, even in different high-speed railway lines and different types of high-speed railway trains, the natural frequency of a series of vertical stoppers can be adjusted according to the actual vibration frequency of the axle box to absorb the vibration energy, resulting in resonance Effectively prolong the life of a series of vertical stoppers while avoiding

The following describes different embodiments of a series of vertical stoppers according to the present invention with reference to the accompanying drawings.

3, 4 and 5, FIG. 3 is a three-dimensional schematic view of the first embodiment of the new type high-damping built-in high-speed rail train bogie series vertical stopper according to the present invention. 4 is a front view of the series of vertical stops shown in FIG. 3, and FIG. 5 is a left side view of the series of vertical stops shown in FIG. As shown in FIGS. 3, 4 and 5, the first embodiment of the series of vertical stoppers of the present invention is basically the same in appearance as the existing vertical stoppers, that is, roughly in the shape of the Chinese character "." Shape. In other embodiments, the shape of the series of vertical stoppers of the present invention is not limited to the shape of the character ".

Referring to FIG. 1, as shown in FIGS. 3 and 4, the first embodiment of the vertical stopper of the present invention includes a first end 100, a second end 200 and a connecting portion 300. As shown in FIG. Here, the connection portion 300 is connected to an intermediate position between the first end portion 100 and the second end portion 200 . A bolt hole is provided at each end of the second end 200 so that the second end 200 of the series of vertical stops can be fixed to the transition cover 12 of the axle box 10 by connecting bolts. A first end 100 of the series of vertical stops is suspended above the carriage 11 with a constant gap between the carriages 11 . Gap is the vertical relative displacement between the truck and axle box. When the displacement of the frame 12 exceeds the gap, the bogie 11 is blocked by the first end 100, which improves the smoothness and safety of train operation.

Moreover, the first embodiment of the vertical stopper of the present invention comprises an open groove 400 arranged vertically. In other embodiments, the number of open grooves 400 is not limited to one, and may be two or more. The open groove 400 can be made by a method of removing material such as sawing, milling, chipping, or the like. In the first embodiment, the open groove 400 is located in the middle of the lateral series of vertical stops.

Additionally, in some other embodiments, open channel 400 may be filled with a cushioning material, which forms a dampening layer. The buffer material can be a material capable of absorbing energy, such as glass glue, silicone structural sealant, ductile cast iron, and the like. The damping layer can absorb vibrations generated during train operation and helps extend the service life and fatigue life of the primary vertical stopper.

When the open groove 400 of the present invention is filled with a buffer material, that is, when the present invention has a damping layer, the size of the open groove 400 can be relatively larger than without the damping layer. . The primary vertical stopper has sufficient strength and good anti-resonance function.

6 and 7, FIG. 6 is a schematic three-dimensional structural diagram of the second embodiment of a series of vertical stoppers for high-speed rail vehicle bogies according to the present invention. 7 is a left side view of the series of vertical stops shown in FIG. 6; FIG. As shown in FIGS. 6 and 7, the differences between the second embodiment of the vertical stopper of the present invention and the first embodiment are as follows.

The setting position of the opening groove 400 of the series of vertical stoppers is the intermediate position. Specifically, the thickness T3 of the first layer 110 and the first layer 310 of the connection is equal to the thickness T4 of the first end second layer 120 and the second layer 320 of the connection. This structure can also change the first order natural frequency of the series of vertical stoppers. This helps prevent the train from resonating with the axle box during the running process.

Other structures of the second embodiment of the series of vertical stoppers are basically the same as those of the first embodiment and will not be repeated here.

<Embodiment 3>
8, 9 and 10, FIG. 8 is a three-dimensional schematic diagram of a third embodiment of a series of vertical stoppers for high-speed rail vehicle bogies according to the present invention, and FIG. 9 is a series of vertical stoppers shown in FIG. It is a front view of a stopper. FIG. 10 is a left side view of FIG. 9; As shown in Figures 8, 9 and 10, the third embodiment of the series of vertical stoppers of the present invention differs from the first embodiment in the following respects.

The opening groove 400 is formed inside the series of vertical stoppers, and the length of the opening groove 400 in the longitudinal direction (hereinafter referred to as the vertical direction) is shorter than the length of the first end 100 in the longitudinal direction. , is smaller than the length of the connection 300 . longitudinal and less than the length of the second end 100 in the longitudinal direction. length of the longitudinal end 200; Specifically, the longitudinal length W1 of the opening groove 400 is the longitudinal length W2 of the first end portion 100, the longitudinal length W3 of the connecting portion 300, and the longitudinal length of the second end portion 200. is smaller than the length W4. In other embodiments, the width W1 of the longitudinal open channel 400 may also be equal to the width W3 of the longitudinal connecting portion 23 .

The thickness of the lateral open groove 400 is thinner than the thickness of the first lateral end 100 , the connecting part 300 and the second lateral end 200 .

The height L1 of the vertical opening groove 400 is less than the total height L2 of the series of vertical stops. In other embodiments, the height L1 of the vertical open channel 400 may also be equal to the overall height L2 of the series of vertical stops. In the third embodiment, an open groove 400 is formed inside a series of vertical stops, so that it has better structural integrity while changing its natural frequency.

Other structures of the third embodiment of the series of vertical stoppers are basically the same as those of the first embodiment and will not be repeated here.

<Embodiment 4>
As shown in FIGS. 11, 12 and 13, FIG. 11 is a three-dimensional schematic view of a fourth embodiment of a new high-speed rail vehicle bogie series vertical stopper with built-in high damping according to the present invention. 12 is a front view of the series of vertical stops shown in FIG. 11, and FIG. 13 is a left side view of FIG.

11, 12, 13 and referring to FIG. 1, there is shown a fourth embodiment of a series of vertical stops according to the present invention. The high speed rail includes an axle box 10 and a bogie 11 . Both sides of the lower end are provided with bolt holes respectively, so that the series of vertical stoppers of the present invention can be installed on the transition cover 12 of the axle box 10 .

As shown in FIGS. 11 and 13, in the fourth embodiment of the series vertical stopper, in the longitudinal direction, the length of the open groove 400 is the length of the first end 100, the length of the connecting portion 300, and equal to the length of the second end 200; In this manner, the opening groove 400 divides the first end portion 100 into a first end portion first layer 110 and a first end portion second layer 120 of the same shape, and the connecting portion 300 is divided into a connecting portion second layer of the same shape. It is divided into the first layer 310 and the connecting portion second layer 320, and the second end portion 200 is divided into the second end portion first layer 210 and the second end portion second layer 220 of the same shape. According to the different positions of the opening grooves 400 on the first series of vertical stoppers, the first end first layer 110 and the first end second layer 120, the connection first layer 310 and the connection second layer 320, And the thickness of the second end first layer 210 and the second end second layer 220 are the same or different. In this way the first order natural frequency of the series of vertical stoppers is modified, which helps avoid resonance with the axle box during the train running process. In addition, since the opening groove 400 passes through the second end 200 in the vertical direction, the relationship between the length H1 of the opening groove 400 passing through the second end 200 and the total length H of the second end 200 is H1= is H. That is, the open groove 400 divides the first series of vertical stops into two lamellar structures having the same shape and structure.

In other embodiments, if the number of open channels 400 is greater than one, the number of sheet layer structures is not limited to two and can be increased accordingly if desired.

The first-order natural frequency of the series of vertical stoppers composed of multiple lamellas is different from the natural frequency of the series of vertical stoppers of monolithic structure, thus preventing resonance with the axle box during train operation.

In other embodiments, a damping layer 410 can be provided between adjacent sheets, and the damping layer 410 can be made of a cushioning material such as, for example, glass glue, ketone structure sealant, or ductile iron. can. This can change the primary natural frequency of the series of vertical stops, which, in turn, can absorb vibrational energy.

The following presents a first series of tests (including hammer tests, following tests, and finite element analysis) of a vertical stopper for a new high-speed rail bogie incorporating the high damping of the present invention. A vertical stopper with the same shape and material is used as a reference.

Hammer test method: In the laboratory, a C-shaped fixture is used to clamp and fix the lower end of a series of vertical stoppers, ie 90% of the fixed part. Secure the C-clamp to a stable flat test table with a series of vertical stops to secure the clamp. A DYTRAN accelerometer is then placed at the first end of the upper head of a series of vertical stoppers that contain magnets and screw holes at the bottom of the DYTRAN accelerometer. The lower part of the DYTRAN corresponds to the next bolt and is fixed to the connection. First, secure the DYTRAN base to the underside of the first end of a series of vertical stoppers with strong glue, then screw the DYTRAN accelerometer onto the base. The accelerometer is connected to a Dewesoft data demodulator via a cable for data acquisition (transmits signal and provides power). After fixing the first series of vertical stoppers and installing the accelerometer, use an impact hammer to hit the top surface of the first series of vertical stoppers, remove the impact hammer after hitting. Collect the data collected by the accelerometer during the tapping process for 10 s. The natural frequencies of the series of vertical stops were analyzed using spectral analysis software from Dewesoft software.

The following test method for vehicles: Install a series of vertical stops on the 7th axle of the bogie of the 3rd trailer of the CRH5 high-speed train. The primary vertical stop is secured in position above the axle box by aligning the bolts and normal operation applies tightening torque to the bolt to secure the primary vertical stop. A DYTRAN accelerometer capable of testing acceleration in three directions is mounted at the first edge of the outer surface of the series of vertical stops. A DYTRAN accelerometer is closely attached to the surface of a series of vertical stoppers via a strong adhesive. This allows the DYTRAN accelerometer to continue to maintain a stable and normal data acquisition state during testing. The accelerometer is connected to a cable (sends a signal and provides power), the cable line passes under the train body, is introduced into the car through the door, and connects to a Dewesoft data demodulator mounted on the car. do. When the Dewesoft Data Demodulator is turned on, the sensors on the trolley outside the vehicle will work and start collecting data, which the Dewesoft Data Demodulator will store and pre-analyze. After the series of vertical stoppers and acceleration sensors and other related equipment are installed, the Dewesoft data demodulator continues to collect data from the acceleration sensors installed on the series of vertical stoppers during the running process of the high speed train. Once the test is complete, process the collected data using the Dewesoft Data Demodulator data processing software to obtain a series of information about the natural frequencies of the vertical stopper.

Finite Element Analysis: Analysis can be performed using ANSYS finite element analysis software.

Referring to FIG. 14, the frequency of the vertical stopper hammering experiment of the existing vertical stopper series with the same shape and material as the new high-speed rail bogie with built-in high damping of the present invention, that is, the vertical stopper series shown in FIG. Response curves are shown. As shown in FIG. 14, the existing series of vertical stoppers has a primary natural frequency of 500-600 Hz and a secondary natural frequency of about 1200 Hz.

Referring to FIG. 15, there is shown a follow-test frequency response curve for a vehicle of the existing series of vertical stops shown in FIG. According to the vehicle based on the above test method, 9 round trips over 18 days on 1700 km railway line of CRH5 high-speed train (installed in 3-car 7-axle CRH5 train) with existing vertical stopper shown in the figure. tested. As shown in Fig. 15, the first-order natural frequency of the existing series of vertical stoppers exceeds 500Hz.

Referring to FIG. 16, the first two maximum modes obtained by finite element analysis of the existing series of vertical stoppers shown in FIG. 2 are shown. Here, the material is S335 type low carbon steel, the density is 7850 kg/m3, the Poisson The ratio is 0.3, the modulus is 206 GPa and the yield strength is 335 MPa. As shown in Figure 16, the existing series of vertical stoppers has a primary natural frequency of 555.6 Hz and a secondary natural frequency of 1284 Hz.

In summary, the primary natural frequency of the existing series of vertical stoppers of the same shape and material as the class 1 vertical stopper of the high-damping high-speed railway bogie of the present invention is as follows. 555.6 Hz, second natural frequency is 555.6 Hz. The frequency is 1284Hz.

Referring to FIG. 17, there is shown the frequency response curve of the impact experiment of the first embodiment of the first vertical stopper of the new high-speed rail vehicle bogie with built-in high damping of the present invention. As shown in FIG. 17, the primary natural frequency of the first embodiment of the stopper is approximately 340 Hz.

Referring to FIG. 18, this shows the first 2nd order maximum mode obtained by finite element analysis of the first embodiment of the new high-speed rail train bogie series vertical stopper with built-in high damping. To effectively simulate the damping layer, the mesh size is 0.5 mm, there are a total of 2.41 million elements, the metal layer density is 7850 kg/m3, the elastic modulus is 206 GPa, the Poisson's ratio is 0.3, and the damping layer density is 1420 kg/m3, elastic modulus 3 MPa, ratio 0.45. Boundary conditions: Fix two bolt holes at the bottom. As shown in FIG. 18, the first embodiment of the vertical stopper of the present invention has a primary natural frequency of about 345.42 Hz and a secondary natural frequency of about 1283.16 Hz.

Referring to FIG. 19, it shows the frequency response curve of the hammer experiment of the fourth embodiment of the new type high-speed rail train bogie with built-in high damping of the present invention. As shown in FIG. 19, the fourth embodiment of the series of vertical stoppers of the present invention has a primary natural frequency of 280 Hz and a secondary natural frequency of 1200 Hz.

Referring to FIG. 20, there is shown a vehicle frequency response curve after testing of the fourth embodiment of the series vertical stopper of the present invention; A CRH5 high-speed train to Stopper (installed in a 3-car 7-axle CRH5 train) made 5 round trips over 60 kilometers of railway lines in 15 hours. As shown in FIG. 20, the fourth embodiment of the series vertical stopper according to the present invention has a primary natural frequency of about 210 Hz and a secondary natural frequency of about 1100-1200 Hz.

Referring to FIG. 21, the first two maximum modes obtained by finite element analysis of the fourth embodiment of the novel high-damping integrated high-damping high-speed rail bogie primary vertical stopper of the present invention are shown. As shown in FIG. 21, the fourth embodiment of the series of vertical stoppers of the present invention has a primary natural frequency of about 2863.36 Hz and a secondary natural frequency of about 1292.33 Hz.

In summary, the series of vertical stops in each embodiment of the present invention, whether it is the primary natural frequency or the secondary natural frequency, is different from the existing series of vertical stops, thereby reducing the load on the axle box of the truck. A series of vertical stops can be prevented from resonating with the axle boxes of the train bogies, since they are significantly different from the natural frequency values. At the same time, the vibration energy can be absorbed by placing a damping layer in the opening, which can reduce the vibration energy during normal operation of the train and further extend the service life of the first series vertical stopper.

The invention is not limited to the above examples. It should be understood that those skilled in the art can make improvements and replacements according to the above description, and all these improvements and replacements are included in the protection scope of the attached utility model claims of the present invention.

Claims (10)

The direction of gravitational acceleration is defined as the vertical direction, and the direction of travel of high-speed rail is defined as the vertical direction,
including a first end, a second end, a connecting portion, an open groove,
said first end cooperating with the carriage and extending parallel to the longitudinal direction;
said second end being connected to an axle box of a high speed rail train and extending parallel to the longitudinal direction;
the connecting portion connects the first end and the second end, is parallel to the vertical direction, and forms a series of vertical stops in the shape of a Chinese character;
A string of vertical stoppers for bogies of high-speed trains, characterized in that said open grooves are formed in the string of vertical stoppers by means of material removal to change the natural frequency of the string of vertical stoppers. The high speed of claim 1, wherein said series of vertical stops includes at least one open groove, said open grooves being formed in said series of vertical stops along a vertical direction in a material removing manner. A series of vertical stops for railroad train bogies. The series of vertical stoppers for bogies of high-speed railway trains according to claim 2, characterized in that said series of vertical stoppers further comprises a damping layer, and said damping layers are formed by filling adhesive in said open grooves. stopper. The high-speed rail train according to claim 2, wherein the opening groove vertically penetrates the first end and the connection portion and penetrates at least a part of the second end. Series of vertical stoppers for trolleys. The relationship between the height H1 of the opening groove penetrating the second end in the vertical direction and the height H of the entire second end is

A series of vertical stoppers for bogies of high-speed railway trains according to claim 4, characterized in that: The longitudinal length of the open groove is equal to the longitudinal length of the first end and is equal to the longitudinal length of the connecting portion, and the open groove allows the first end to have a uniform shape. 5. The structure according to claim 4, wherein the first end portion is divided into a first layer and a first end second layer, and the connecting portion is divided into a connecting portion first layer and a connecting portion second layer having the same shape. A series of vertical stops for bogies of high-speed rail trains as described. The opening groove is disposed at an intermediate position of the series of vertical stoppers, the thickness of the first end portion first layer and the first end portion second layer are equal, and the thickness of the connection portion first layer and the connection portion second layer is equal. A series of vertical stoppers for bogies of high-speed railway trains according to claim 6, characterized in that the thickness of the layers is equal. The opening groove is disposed in a staggered middle position of the series of vertical stoppers, the thickness of the first end portion first layer and the first end portion second layer are unequal, and the connection portion first layer and the connection 7. A series of vertical stoppers for bogies of high-speed railway trains according to claim 6, characterized in that the thicknesses of the second layers are not equal. The longitudinal length of the opening groove is shorter than the longitudinal length of the first end and equal to or less than the longitudinal length of the connecting portion, and forms the inner side of the series of vertical stoppers. A series of vertical stoppers for bogies of high-speed railway trains according to claim 4. A series of vertical stoppers for bogies of high-speed railway trains according to claim 3, characterized in that said damping layer is a glass adhesive layer, a ketone-silicon structural sealant layer or a ductile cast iron layer.

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