WO2012068849A1 - Bogie de véhicule sur rails et véhicule sur rails - Google Patents

Bogie de véhicule sur rails et véhicule sur rails Download PDF

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Publication number
WO2012068849A1
WO2012068849A1 PCT/CN2011/074761 CN2011074761W WO2012068849A1 WO 2012068849 A1 WO2012068849 A1 WO 2012068849A1 CN 2011074761 W CN2011074761 W CN 2011074761W WO 2012068849 A1 WO2012068849 A1 WO 2012068849A1
Authority
WO
WIPO (PCT)
Prior art keywords
railway vehicle
elastic pad
side frame
vehicle bogie
elastic
Prior art date
Application number
PCT/CN2011/074761
Other languages
English (en)
Chinese (zh)
Inventor
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 (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 齐齐哈尔轨道交通装备有限责任公司 filed Critical 齐齐哈尔轨道交通装备有限责任公司
Publication of WO2012068849A1 publication Critical patent/WO2012068849A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/305—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating rubber springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/32—Guides, e.g. plates, for axle-boxes

Definitions

  • 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.
  • FIG. 1A is a schematic structural view of a conventional cast steel three-piece bogie
  • FIG. 1B is a schematic view showing a series of suspension wheel alignment of a railway vehicle bogie in the prior art
  • 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.
  • 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.
  • 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
  • a two-line suspension device b is disposed between the spring frame of the side frame 2 and the end of the bolster 3.
  • 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.
  • 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.
  • 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 ( ⁇ axis). , the vertical stiffness along the vertical direction ( ⁇ 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.
  • 1C is required to have a transverse ( ⁇ 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.
  • 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
  • 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.
  • 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.
  • 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.
  • FIG. 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.
  • FIG. 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.
  • 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.
  • 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.
  • 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
  • the side frame 2 is disposed on the two load-bearing saddles 13 on the same side.
  • 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.
  • 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.
  • 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.
  • FIG. 3A is a schematic structural view of a first elastic pad in an embodiment of the present invention.
  • Figure 3B is a diagram
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 ⁇ between the surface and the vertical direction, thereby better fixing the second Elastic pad g2 to prevent it from slipping.
  • FIG. 4B is another design diagram of the second elastic pad in the above embodiment.
  • 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 ⁇ 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Springs (AREA)

Abstract

L'invention concerne un bogie de véhicule sur rails comprenant deux groupes d'essieu, des adaptateurs (4) disposés sur les boîtes d'essieu et un châssis latéral (1) sur deux adaptateurs (4) disposés du même côté. Un premier amortisseur élastique (2) est disposé entre l'adaptateur (4) et la surface de contact horizontale du guide de châssis latéral (11). Deux deuxièmes amortisseurs élastiques (3, 6) sont disposés séparément entre l'adaptateur (4) et les deux surfaces de contact latérales du guide de châssis latéral (11). Le premier amortisseur élastique fournit une souplesse statique verticale idéale sans prise en compte simultanée de la rigidité transversale. Le deuxième amortisseur élastique fournit une rigidité longitudinale plus grande, et les deux amortisseurs élastiques fournissent une rigidité latérale correcte. Cette invention se rapporte en outre à un véhicule sur rails pourvu d'un bogie. Cette invention permet un positionnement entièrement élastique et une limite aux essieux, et d'optimiser la rigidité verticale, longitudinale et transversale. L'invention peut répondre aux besoins de conception de différents véhicules performants.
PCT/CN2011/074761 2010-11-22 2011-05-27 Bogie de véhicule sur rails et véhicule sur rails WO2012068849A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN2010105573162A CN102476643A (zh) 2010-11-22 2010-11-22 铁路车辆转向架和铁路车辆
CN201010557316.2 2010-11-22

Publications (1)

Publication Number Publication Date
WO2012068849A1 true WO2012068849A1 (fr) 2012-05-31

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Application Number Title Priority Date Filing Date
PCT/CN2011/074761 WO2012068849A1 (fr) 2010-11-22 2011-05-27 Bogie de véhicule sur rails et véhicule sur rails

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CN (1) CN102476643A (fr)
WO (1) WO2012068849A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015078621A1 (fr) * 2013-11-29 2015-06-04 Siemens Aktiengesellschaft Liaison d'une suspension secondaire à une caisse de wagon

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Publication number Priority date Publication date Assignee Title
JP5848198B2 (ja) * 2012-06-14 2016-01-27 川崎重工業株式会社 軸ばねを備えた鉄道車両用台車
CN102975735B (zh) * 2012-08-27 2015-11-25 齐齐哈尔轨道交通装备有限责任公司 一种弹簧减振阻尼装置及应用该装置的转向架
RU2545136C2 (ru) * 2012-12-06 2015-03-27 Григорий Михайлович Кристалинский Боковая рама тележки грузового вагона
CN104724134A (zh) * 2015-04-09 2015-06-24 齐齐哈尔轨道交通装备有限责任公司 一种铁路货车的转向架
ES2808323T3 (es) * 2016-02-15 2021-02-26 Bombardier Transp Gmbh Montaje de guía del eje de rueda con convertidores hidromecánicos longitudinales y tren de rodaje asociado
CN108238061A (zh) * 2018-02-09 2018-07-03 中车长江车辆有限公司 柔性轴箱及其装配方法与转向架
AU2019218536A1 (en) * 2018-02-09 2020-09-17 Crrc Yangtze Co., Ltd. Flexible axle box, assembly method therefor and bogie
CN112298241B (zh) * 2019-08-02 2022-04-15 中车唐山机车车辆有限公司 转向架及轨道车辆
CN112937625B (zh) * 2021-01-08 2023-06-16 江苏纽尔轨道车辆科技有限公司 一种铁路货车及其转向架
CN114228768B (zh) * 2022-01-04 2024-02-27 西南交通大学 一种轨道车辆内轴箱转向架
CN114312890A (zh) * 2022-01-24 2022-04-12 中国铁建高新装备股份有限公司 一种转向架及一种车辆

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015078621A1 (fr) * 2013-11-29 2015-06-04 Siemens Aktiengesellschaft Liaison d'une suspension secondaire à une caisse de wagon

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