WO2012068849A1

WO2012068849A1 - Bogie of railway vehicle and railway vehicle

Info

Publication number: WO2012068849A1
Application number: PCT/CN2011/074761
Authority: WO
Inventors: 刑书明; 刘振明; 穆凤军; 祝震; 邵文东; 徐世锋
Original assignee: 齐齐哈尔轨道交通装备有限责任公司
Priority date: 2010-11-22
Filing date: 2011-05-27
Publication date: 2012-05-31
Also published as: CN102476643A

Abstract

A bogie of a railway vehicle includes two groups of wheel sets, adapters (4) arranged on the wheel sets bearings and a side frame (1) on two adapters (4) which are provided at the same side. A first elastic cushion (2) lies between the adapter (4) and the horizontal contact surface of the side frame guide (11). Two second elastic cushions (3, 6) separately lie between the adapter (4) and both sides contact surfaces of the side frame guide (11). The first elastic cushion provides the ideal vertical static flexibility without considering the transverse rigidity at the same time. The second elastic cushion provides larger longitudinal rigidity, and the two elastic cushions provide right lateral rigidity. The invention also includes the railway vehicle using the bogie. The invention enables fully elastic locating and restraint to the wheel sets, and makes the vertical, longitudinal, and transverse rigidity to the optimum. The invention can satisfy the design needs of different performance vehicles.

Description

Railway vehicle bogie and railway vehicle

The present invention relates to railway vehicle manufacturing technology, and more particularly to a railway vehicle bogie and a railway vehicle. Background technique

The railway vehicle bogie is an important component on a railway vehicle that bears the weight of the cargo and the weight of the vehicle while also guiding the railway vehicle to run at high speed on a linear track and steer on a curved track.

1A is a schematic structural view of a conventional cast steel three-piece bogie, and FIG. 1B is a schematic view showing a series of suspension wheel alignment of a railway vehicle bogie in the prior art, and FIG. 1C is a prior art railway vehicle bogie elastic Schematic diagram of the cutting rubber pad of the main components of the positioning device. As shown in Fig. 1A (only one side view is shown in the figure, the other side structure is the same), two sets of wheel sets 1, side frames 2 and bolsters 3 arranged in the longitudinal direction (in the direction of the track) The upper carrying body constitutes a three-piece bogie. Wherein, each set of wheel sets 1 includes two wheels arranged in a line in a lateral direction (perpendicular to the direction of the track), and is integrally fixed by an axle 1 12 passing through the centers of the two wheels, and each side of the wheel pair 1 is provided with The wheelset bearing 1 1 1 and the bearing saddle 1 3 are disposed on the bearing saddles 1 3 on the same side of the front and rear wheels. A suspension device a is disposed between the front wheel pair 1 and the side frame 2, and a two-line suspension device b is disposed between the spring frame of the side frame 2 and the end of the bolster 3. Referring to FIG. 1B and FIG. 1C at the same time, a shear rubber pad 14 is disposed between the top surface of the bearing saddle 13 and the top surface of the side frame guide 21 1 , respectively, through positioning posts disposed on the upper and lower surfaces thereof. The pin 141 cooperates with a small clearance of the corresponding positioning hole on the two planes to achieve elastic positioning between the wheel set and the side frame. When the train is running on the track, a random vibration system is formed due to the vertical and horizontal irregularities of the track, wherein the wheel set and the load saddle are unsprung components, and the upper part of the side frame and the vehicle body are sprung parts. During the vibration process, the wheel pair will produce a longitudinal (orbital direction) X direction, a transverse direction (vertical orbital direction) Y-direction, elastic displacement in three directions in the vertical direction. According to the physical characteristics of the rubber mat, after designing the shear rubber mat, the stiffness values in three directions can be obtained, namely: the shear stiffness along the longitudinal direction of the track (X-axis) and the shear stiffness along the transverse direction of the track (Υ axis). , the vertical stiffness along the vertical direction (Ζ axis). The magnitude of the three-direction stiffness is directly related to the critical speed of the bogie linear serpentine motion, the lateral force of the wheel-rail when the curve passes, and the strong force between the wheel and rail.

However, railway transportation is increasingly requiring high-speed heavy-duty, which makes the unstable serpentine motion of the wheel pair rolling forward along the track more likely to approach its critical speed, resulting in a sharp shaking of the car body, and in severe cases It can cause train derailment accidents. In order to ensure high stability of the serpentine motion when the vehicle is running in a straight line, it is required that the shear rubber mat 14 has a larger longitudinal (X-axis) shear stiffness; in order to ensure a high serpentine motion stability during straight running At the same time, when the curve passes, the lateral force of the wheel and rail is not too large, and the shear rubber pad 14 shown in Fig. 1C is required to have a transverse (Υ axis) shear stiffness smaller than the longitudinal shear stiffness, and the ratio of the two should be appropriate; Fully utilize the shear rubber pad 14 to isolate the high frequency vibration from the unsprung, and reduce the action force between the wheel and rail. It is required that a series of shear rubber pads 14 have a proper static deflection in the vertical direction, thereby determining the vertical direction. Stiffness value. However, due to the limitation of the structural space, the longitudinal stiffness of the shear rubber pad in the elastic positioning device is close to the lateral stiffness, and at the same time, if the vertical static deflection value is to be increased, according to the characteristics of the rubber body of the rubber pad, it is necessary to Thickening the thickness of the rubber layer or using a multi-layer structure, the inevitable result of this will greatly reduce the shear stiffness of the shear rubber mat. It can be seen that the three-way stiffness value of the railway vehicle bogie using this elastic positioning method can not be matched well, which severely limits the role of the shear rubber pad in the suspension device of this type. Summary of the invention

SUMMARY OF THE INVENTION The present invention is directed to the above-discussed deficiencies of the prior art and provides a railway vehicle bogie and a railway vehicle.

The present invention provides a railway vehicle bogie comprising two sets of wheel sets, a load bearing saddle disposed on the wheel set bearings, and side frames disposed on the two side carrying saddles on the same side. In the carrying saddle and side frame A first elastic pad is disposed between the horizontal contact faces of the side frame guide frames; and a second elastic pad is disposed between the bearing saddle and the lateral contact surface of the side frame guide frame.

The present invention also provides a railway vehicle comprising the above-described railway vehicle bogie, and a vehicle body disposed on the railway vehicle bogie.

The railway vehicle bogie and the railway vehicle provided by the invention realize sufficient elastic positioning and restraint of the wheelset, and optimize the vertical, longitudinal and lateral three-direction stiffness values of the elastic constraint to meet the design requirements of different performance vehicles. The ideal goal of realizing the low power of the wheel and rail. DRAWINGS

Figure 1A is a schematic view of the structure of the existing cast steel three-piece bogie.

Figure 1B is a schematic view showing the elastic positioning of a suspension wheel pair of a prior art railway vehicle bogie.

Fig. 1C is a structural schematic view of a main part of a shear rubber pad of a prior art railway vehicle bogie elastic positioning device.

2 is a schematic view showing a wheel pair elastic positioning manner adopted by a railway vehicle bogie according to an embodiment of the present invention.

3A is a schematic structural view of a first elastic pad in an embodiment of the present invention.

Figure 3B is a plan view of the first elastic pad shown in Figure 3A.

Fig. 3C is a plan view showing another design shape of the first elastic pad in an embodiment of the present invention.

4A is an AA arrow view of a second elastic pad scheme in accordance with an embodiment of the present invention.

4B is a view showing another design of the second elastic pad in an embodiment of the present invention.

Figure 5 is a front cross-sectional view showing a second elastic pad scheme in an embodiment of the present invention.

Reference mark:

1 - wheel pair; 1 4-cut rubber pad; 1 1 1 - wheel set bearing; 1 3-bearing saddle; α, β - inclination angle; 2- side frame;

3- bolster; a--suspension device; b-second suspension

4-track; g l-first elastic pad; g2-second elastic pad;

141-positioning column g 11-metal positioning plate; gl 3-metal shaping pin;

g O-rubber body; g 12 - cylindrical pin; 211-side frame guide;

214-stop block; g21-bump. 112-axle. detailed description

The technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. It is a partial embodiment of the invention, and not all of the embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments of the present invention without creative efforts are within the scope of the present invention.

2 is a schematic view showing the wheel pair elastic positioning manner adopted by the railway vehicle bogie according to an embodiment of the present invention. Referring to FIG. 2, a railway vehicle bogie according to an embodiment of the present invention includes two sets of wheel sets 1, a load-bearing saddle 13 disposed on the wheel-set bearing 111, and a side frame disposed on the two bearing saddles 13 on the same side. 2, a first elastic pad gl is disposed between the horizontal contact surface of the side frame guide frame 211 carrying the saddle 13 and the side frame 2; between the lateral contact faces of the bearing saddle 13 and the side frame guide frame 211 A second elastic pad g2 is provided. Wherein, the two sets of wheel sets 1 are arranged longitudinally back and forth, and each set of wheel sets comprises two wheels arranged symmetrically in the lateral direction and an axle passing through the center of the two wheels and fixed thereto, the wheel set bearing 111 is close to the two sides frame A guide saddle 13 is disposed at the guide frame 211, and the side frame 2 is disposed on the two load-bearing saddles 13 on the same side. Between the horizontal contact surface of the bearing saddle 13 and the side frame guide frame 211, that is, between the top surface of the bearing saddle 13 and the top surface of the side frame guide frame 211 shown in FIG. a mat gl; between the bearing saddle 13 and the lateral contact surface of the side frame guide 211, that is, the contact surface of the side frame guide 211 on the front side of the bearing saddle 13 and the bearing saddle A second elastic pad g2 is disposed between each of the façades of the side frame guide frame 211 on the rear side of the load-bearing saddle and the contact surface of the load-bearing saddle. In the embodiment, the vertical, longitudinal and lateral three-direction stiffness of the bogie suspension system are respectively realized by different elastic mats by the technical solutions of respectively providing three elastic pads in the vertical direction and the longitudinal direction, and the first elastic mat gl can be realized. The ideal vertical static deflection value of a suspension system is provided to isolate the high frequency vibration transmitted from the wheel and rail, and is no longer limited by the lateral stiffness value. The two second resilient pads g2 serve to effect longitudinal and lateral elastic constraints on the wheel sets.

In the present embodiment, the longitudinal stiffness of the bogie suspension system utilizes the normal stiffness value of the second elastic pad g2. From the characteristics of the rubber elastic body, the normal stiffness can be designed in a wide range to meet each The requirement for longitudinal stiffness values. The lateral stiffness of a suspension system depends on the sum of the lateral stiffness of the first resilient pad gl and the transverse stiffness of the second resilient pad g2, which is provided by the transverse shear stiffness of the second resilient pad g2. It can be seen from the properties of rubber elastomer that the shear stiffness is much smaller than the normal stiffness. Therefore, the three-way stiffness value of the ideal suspension system can be obtained by reasonable design calculation of the first elastic pad and the second elastic pad. At this time, the vertical deflection of the second suspension system in the center of the bogie is well matched, which may greatly improve the vertical dynamic performance of the vehicle.

3A is a schematic structural view of a first elastic pad in an embodiment of the present invention. Figure 3B is a diagram

A top view of the first elastic pad shown in 3A. In the railway vehicle bogie of the embodiment, the inside of the first elastic pad gl and the second elastic pad g2 is a rubber body g O , and a metal positioning plate gl l , a rubber body g O and a metal positioning are disposed on the upper and lower surfaces thereof. The plate gll is vulcanized and bonded together.

The first elastic pad in the above embodiment may include a single-layer rubber body, and may also include a plurality of rubber bodies. When the plurality of rubber bodies are included, a metal-shaped spacer is also disposed between the rubber bodies of the adjacent layers. 3A and 3B show a first elastic pad gl of a two-layer structure. As shown in the figure, the rubber body g 0 is placed inside the metal positioning plate g 11 , and a metal shaped spacer g 13 is also disposed in the middle thereof. The rubber body g O is divided into upper and lower layers, and the rubber body g O and the metal are shaped. The separator gl 3 is also vulcanized and viscous Connected together. Other multilayer structures are similar to the illustrations and are not shown here. The flexible design of such a multilayer structure can meet different vertical stiffness value requirements.

Further, in the above embodiment, the first elastic pad g l can also be designed to be circular according to the shape of the top surface of the bearing saddle 13, as shown in Fig. 3C, the other structures are unchanged.

Further, in the above embodiment, the upper and lower surfaces of the first elastic pad gl are respectively provided with a cylindrical pin gl 2 for engaging with the positioning holes provided on the horizontal contact faces of the bearing saddle 13 and the side frame guide 211. The two cylindrical pins on the upper surface cooperate with the corresponding positioning holes on the top surface of the side frame guide frame 211, and the two cylindrical pins on the lower surface cooperate with the corresponding positioning holes on the top surface of the bearing saddle 13 to achieve the first elasticity. Pad gl limit.

One side of the second elastic pad g2 in the above embodiment is provided with a projection g21, and the lateral contact faces of the bearing saddle 13 and the side frame guide 211 are respectively provided with grooves for laterally blocking the second elastic pad g2. As shown in FIG. 4, the second elastic pad g2 is provided with a protrusion g21 on the metal positioning plate gl l on the side in contact with the rear elevation of the side frame guide frame 211, and the rear elevation of the side frame guide frame 211 corresponding thereto is provided. A groove is disposed on the side of the side frame guide frame 211; and a recess is formed on the upper surface of the bearing saddle 13 corresponding to the metal positioning plate g11 of the second elastic pad g2. Cooperating with the side of the second resilient pad to effect a load bearing lateral stop.

Figure 5 is a front cross-sectional view showing the second elastic pad scheme in the above embodiment. As shown, the upper and lower ends of the lateral contact faces of the side frame guide are provided with stoppers 214 for vertically blocking the second elastic pad g2. That is, a stop block 214 is disposed at each of the upper and lower end portions of the rear façade of the side frame guide frame 211, and the second elastic pad g2 can be placed at a distance therebetween to realize the vertical stop of the side frame guide frame. Further, the lateral contact surface of the bearing saddle 13 in contact with the second elastic pad g2 is inclined from the top to the bottom, and the inclination thereof is measured by an acute angle α between the surface and the vertical direction, thereby better fixing the second Elastic pad g2 to prevent it from slipping.

4B is another design diagram of the second elastic pad in the above embodiment. As can be seen from the figure, the rubber body g O in the second elastic pad g2 exhibits a horizontal figure-eight structure, and the size of the inclination angle passes through the splayed surface. The tangent of a point is measured by the acute angle β of the Y-direction, so that The stiffness value is used to adjust the beta value. The solution is suitable for occasions requiring a large lateral stiffness value, and the invention can meet the design requirements of different performance vehicles.

Another embodiment of the present invention provides a railway vehicle including a railway vehicle bogie, and a vehicle body disposed on the railway vehicle bogie, the railway vehicle bogie may be provided by the above embodiment Any of the railway vehicle bogies. The railway vehicle achieves a better elastic positioning of the wheelset and can provide a more ideal three-way stiffness value of the suspension system to achieve the goal of low power of the wheel and rail.

It should be noted that the above embodiments are only for explaining the technical solutions of the present invention, and are not intended to be limiting; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those skilled in the art that: The technical solutions described in the foregoing embodiments are modified, or some of the technical features are equivalently replaced. The modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

Claim

A railway vehicle bogie comprising two sets of wheel sets, a load-bearing saddle disposed on the wheel-set bearing, and side frames disposed on the same side of the two load-bearing saddles, characterized in that the load-bearing saddle is A first elastic pad is disposed between the horizontal contact faces of the side frame guide frames of the side frame; and a second elastic pad is disposed between the bearing saddle and the lateral contact surface of the side frame guide frame.

2. The railway vehicle bogie according to claim 1, wherein the inside of the first elastic pad and the second elastic pad is a rubber body, and the upper and lower surfaces of the rubber body are provided with a metal Positioning plate.

The railway vehicle bogie according to claim 2, wherein the first elastic pad comprises a plurality of rubber bodies, and the metal sizing spacers are disposed between two adjacent rubber bodies.

4. The railway vehicle bogie according to claim 1 or 2 or 3, wherein the first elastic pad has a square structure or a circular structure.

The railway vehicle bogie according to claim 1, wherein the upper and lower surfaces of the first elastic pad are respectively provided with horizontal contact faces for the bearing saddle and the side frame guide frame. The positioning hole provided on the positioning pin is fitted with a cylindrical pin.

6. The railway vehicle bogie according to claim 1, wherein one side of the second elastic pad is provided with a protrusion, and the lateral contact faces of the bearing saddle and the side frame guide frame are respectively A groove for laterally blocking the second elastic pad is provided.

The railway vehicle bogie according to claim 1 or 6, wherein the upper and lower ends of the lateral contact surface of the side frame guide frame are provided with a vertical blocking block for the second elastic pad. Stoppers.

8. The railway vehicle bogie according to claim 2, wherein the rubber body in the second elastic pad has a horizontal figure-eight structure.

9. The railway vehicle bogie according to claim 1, wherein the lateral contact surface of the saddle is inclined from the top to the bottom.

A railway vehicle characterized by comprising the railway vehicle bogie according to any one of claims 1 to 9, and a vehicle body provided on the railway vehicle bogie.