WO2023097829A1 - Châssis, carrosserie de véhicule et véhicule ferroviaire - Google Patents

Châssis, carrosserie de véhicule et véhicule ferroviaire Download PDF

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Publication number
WO2023097829A1
WO2023097829A1 PCT/CN2021/141192 CN2021141192W WO2023097829A1 WO 2023097829 A1 WO2023097829 A1 WO 2023097829A1 CN 2021141192 W CN2021141192 W CN 2021141192W WO 2023097829 A1 WO2023097829 A1 WO 2023097829A1
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WIPO (PCT)
Prior art keywords
underframe
chassis
transition beam
traction
transition
Prior art date
Application number
PCT/CN2021/141192
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English (en)
Chinese (zh)
Inventor
张硕韶
张锦华
刘娟娟
郝振杰
侯建英
杨国栋
石磊
杨玉喜
吴胜权
张雷
Original Assignee
中车唐山机车车辆有限公司
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Application filed by 中车唐山机车车辆有限公司 filed Critical 中车唐山机车车辆有限公司
Publication of WO2023097829A1 publication Critical patent/WO2023097829A1/fr

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    • 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
    • B61F1/00—Underframes
    • 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
    • B61F1/00—Underframes
    • B61F1/08—Details
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the present application relates to the technical field of rail vehicles, in particular to an underframe, a vehicle body and a rail vehicle.
  • the traction beam in the related art is assembled and welded by four components, and its left and right traction beams and hinged panels are welded to form a whole, which mainly bears the longitudinal compression and tensile load of the vehicle, in order to share the longitudinal load of the traction beams on both sides,
  • a middle support beam is arranged to reduce the deformation of the hinged panel and transmit the longitudinal force to the center of the vehicle body.
  • the end chassis of this structure has a large number of single pieces, resulting in a relatively large welding workload, increased time for adjusting deformation after welding, and the addition of special welding tools.
  • the connection between the left and right traction beams and the middle support beam and the hinged panels is welding, and the allowable stress at the welds is much smaller than that of the base metal, which brings pressure to the structural optimization design and weight reduction.
  • the embodiment of the present application provides an underframe, a vehicle body and a rail vehicle.
  • an underframe which is characterized in that it includes:
  • the chassis at the two-position end includes a chassis drawbeam, and the chassis drawbeam is a single member integrally formed of a whole piece of material;
  • the middle underframe is connected with the second-end underframe through the draw beam.
  • a car body which includes the above-mentioned underframe, side walls, end walls and roof, wherein the side walls are vertically arranged on both sides of the underframe , the end walls are vertically arranged at both ends of the underframe, the upper ends of the side walls and end walls are connected to the roof, and the lower ends are connected to the underframe.
  • the underframe adopts a stepped structure, and the position of the middle underframe is lower than the two End chassis position.
  • a rail vehicle is provided, and the rail vehicle includes the vehicle body as described above.
  • the traction beam of the chassis is made of a whole piece of base material, and the original four components are combined into one component, and the welding seam in the high stress area is canceled, so that the traction beam of the chassis becomes The welding seam at the cross-section becomes the base material, which can reduce the welding workload and no longer require special welding equipment.
  • the allowable stress of the chassis traction beam can be increased from the original 115MPa to 215MPa.
  • Fig. 1 is the schematic diagram of the chassis structure provided by the embodiment of the present application (the bottom faces upward);
  • Figure 2 is a partially enlarged view of Figure 1;
  • Fig. 3 is a longitudinal sectional view of the transition beam of the chassis and the traction beam of the chassis (the bottom faces upward);
  • Fig. 4 is an enlarged view of part A of Fig. 3;
  • Fig. 5 is a schematic diagram of the structure of the two-position end chassis (the bottom faces upward);
  • Fig. 6 is a schematic diagram of the cross-sectional structure of Fig. 5;
  • Fig. 7 is an enlarged view of part B of Fig. 6;
  • Fig. 8 is a side view of the train provided by the embodiment of the present application.
  • Fig. 9 is a perspective view of a bogie provided by an embodiment of the present application.
  • Fig. 10 is a top view of the bogie provided by the embodiment of the present application.
  • Fig. 11 is a first schematic diagram of the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application;
  • Figure 12 is a second schematic diagram of the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application;
  • Fig. 13 is a third schematic diagram of the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application;
  • Fig. 14 is a partial enlarged view of the bogie provided by the embodiment of the present application.
  • Fig. 15 is an exploded view of the traction device in the bogie provided by the embodiment of the present application.
  • Fig. 16 is a schematic structural view of the traction device in the bogie provided by the embodiment of the present application.
  • Fig. 17 is a partial longitudinal sectional view of the bogie provided by the embodiment of the present application.
  • Fig. 18 is a transverse sectional view of the bogie provided by the embodiment of the present application.
  • Fig. 19 is a structural schematic diagram of the wheel set and the driving device in the bogie provided by the embodiment of the present application.
  • Fig. 20 is a top view of the wheel set and the driving device in the bogie provided by the embodiment of the present application;
  • Fig. 21 is a structural schematic diagram of the gear box and the drive motor in the bogie provided by the embodiment of the present application;
  • Fig. 22 is a cross-sectional view of the gear box in the bogie provided by the embodiment of the present application connected to the drive motor;
  • Figure 23 is an enlarged view of area C in Figure 22;
  • Figure 24 is an enlarged view of D area in Figure 22;
  • Fig. 25 is a top view of another bogie provided by the embodiment of the present application.
  • Fig. 26 is a cross-sectional view of a bogie provided by an embodiment of the present application with a speed detection device at the shaft end;
  • Fig. 27 is a schematic diagram of the axle end of the bogie provided by the embodiment of the present application.
  • the inventors found that the chassis traction beam in the related art has a large number of single pieces, which need to be assembled and welded together, the welding workload is large, the time for adjusting deformation after welding is increased, and special Welding tooling, and the connection type of the left and right traction beams and the middle support beam and the hinged panel is welding.
  • the allowable stress at the weld is much smaller than that of the base metal, which brings pressure to the structural optimization design and weight reduction.
  • an underframe is provided in the embodiment of the present application.
  • This underframe is usually used on rail vehicles and can be made of aluminum alloy or steel.
  • aluminum Alloy material aluminum Alloy material, lightweight design on the basis of ensuring strength.
  • Figure 1 is a schematic diagram of the underframe structure provided by the embodiment of the present application
  • Figure 2 is a partial enlarged view of Figure 1
  • Figure 2 is the two-end underframe
  • the underframe transition beam 245 and part of the middle part of the embodiment of the present application
  • the vehicle length direction is called the longitudinal direction
  • the vehicle width direction is called the transverse direction
  • the vehicle height direction is called the vertical direction, vertical direction or vertical direction.
  • the chassis shown in all the drawings are in an overturned state, that is, the actual bottom faces upward.
  • the chassis 24 provided by the embodiment of the present application includes:
  • the two-position end chassis includes the chassis draw beam 241, and the chassis draw beam 241 is a single component that adopts a monolithic material integrally formed;
  • the middle underframe 244 is connected with the two-position end underframe through the underframe draw beam.
  • the chassis traction beam 241 is no longer assembled and welded by four components, but is integrally formed from a whole piece of material.
  • the manufacturing material can be aluminum alloy, steel material or any other material.
  • Applicable materials and production methods can be any one of rolling, punching, casting, 3D printing, etc. These manufacturing methods do not require welding, no welding workload, and no welding tooling.
  • the underframe 24 further includes an underframe transition beam 245, one end of the underframe transition beam 245 is connected to the middle underframe 244, and the other end of the underframe transition beam 245 It is connected with the chassis tow beam 241.
  • the main structure of the underframe 24 is stepped, the position of the middle underframe 244 is lower, and the positions of the two ends of the underframe are higher (shown in the accompanying drawing is the overturned state of the underframe 24, so in the accompanying drawing The middle chassis 244 is higher), the bottom transition beam 245 can transition at the stepped junction existing between the two-end chassis and the middle chassis 244, and connect the two-end chassis and the middle chassis.
  • the chassis transition beam 245 plays the role of connecting the middle chassis 244 and the chassis traction beam 241.
  • the structure of the curved surface or the inclined surface can avoid stress transition concentration, and the chassis transition beam 245 itself can also act as reinforcement similar to ribs or ribs. effect.
  • the embodiment of the present application provides a specific implementation of the underframe transition beam 245, as shown in Figure 3- Figure 5, which includes the transition beam upper cover 2451, the transition beam lower cover 2452 and Transition beam vertical plate 2453, wherein the transition beam vertical plate 2453 is a flat structure and not less than one, extending along the longitudinal direction, at least two transition beam vertical plates are arranged in parallel, the transition beam upper cover plate 2451 and the transition beam lower cover plate 2452 The side of the transition beam vertical plate 2453 is connected.
  • the embodiment of the present application uses three transition beam vertical plates 2453, two transition beam upper cover plates 2451 and two transition beam lower cover plates 2452, and the middle of the three transition beam vertical plates 2453 arranged in parallel and equidistant Divided into two spaces, each space has a transition beam upper cover plate 2451 and a transition beam lower cover plate 2452.
  • a plurality of transition beam vertical plates 2453 arranged in parallel can respectively withstand the tensile force or compression force transmitted through the chassis traction beam 241, so as to disperse the stress at the junction of the chassis transition beam 245 and the chassis traction beam 241, and avoid stress caused by stress. Excessive concentration can cause rapid fatigue damage at the joint.
  • the upper cover plate 2451 of the transition beam, the upper cover plate 2452 of the transition beam and the vertical plate 2453 of the transition beam are connected by assembly welding.
  • this specific embodiment provides a connection method, as shown in Figure 3 and Figure 4, the transition beam upper cover plate 2451 and the transition beam lower cover plate 2452 are connected to the One end connected to the underframe draw beam 241 is curved upwards in an arc shape, and the end connected to the underframe draw beam 241 and the underframe transition beam 245 is divided into two connecting parts that are curved downward in an arc shape.
  • the connecting parts are respectively butted with the upper cover plate 2451 of the transition beam and the lower cover plate 2452 of the transition beam.
  • the connecting part of the underframe traction beam 241 and the underframe transition beam 245 forms a fish-belly hollow structure.
  • the fish-belly curved surface shape makes the transition of the joint smooth, and there is no sharp angle that may cause high stress concentration.
  • the hollow structure is designed for lightweight , reduce the weight of the chassis on the basis of ensuring the strength.
  • underframe transition beam 245 is connected to the underframe traction beam 241 by horizontal staggered welds.
  • the tow beam of the underframe is equipped with a coupler mounting seat, that is to say, it is connected with the intermediate chassis through the coupler, and the stability is poor due to the connection through the coupler, and the stress is concentrated on the coupler and the coupler mounting seat.
  • the point-shaped stress point has a high degree of stress concentration and is the weak point of the overall structure of the chassis, which is easy to cause fatigue damage and difficult to improve the strength.
  • the underframe transition beam 245 is used to fix the underframe traction beam 241 and the middle underframe 244, and the method of multi-transition beam vertical plate 2453 and the horizontal staggered weld seam connection at the junction is used, so that the underframe The stress transmitted from the traction beam is relatively dispersed, which further improves the load bearing capacity of the underframe.
  • a bogie mounting plate 2411 is provided at the end of the underframe traction beam 241 that is not connected to the underframe transition beam.
  • the car body of the head car of a single-layer EMU needs to meet the interface requirements of the traditional bogie and the articulated bogie at the same time. Therefore, this specific embodiment provides a bogie that can be installed with a traditional bogie or an articulated bogie.
  • this specific embodiment provides a specific implementation method.
  • the structure of the frame draw beam 243 is axisymmetric with the longitudinal center line of the underframe.
  • the longitudinal center line of the frame is axisymmetrically arranged on both sides of the bottom frame end beam 242 .
  • the bottom frame end beams 242 are arranged horizontally, and the bottom frame side beams 243 are vertically arranged.
  • triangular welds are provided at the butt joints between the underframe traction beam 242 and the underframe end beam 242 , and are fixedly connected by welding; the underframe end beam 242 and the underframe The side beam 243 is fixedly connected by welding.
  • This embodiment also provides a car body, which includes the above-mentioned underframe 24, side walls, end walls and roof, wherein the side walls are vertically arranged on both sides of the underframe 24, and the end walls are vertically arranged on the underframe. 24 two ends, side wall and end wall top are connected with roof, and lower end is connected with underframe 24, and described underframe 24 adopts stepped structure, and the position of described middle underframe is lower than the position of two ends underframe.
  • the above-mentioned vehicle body constitutes a compartment.
  • This embodiment also provides a rail vehicle, which includes the vehicle body and bogie as described above.
  • the rail vehicle may comprise at least two carriages and may therefore also be referred to as a rail train.
  • Fig. 8 is a side view of the train provided by the embodiment of the present application. As shown in FIG. 8 , this embodiment provides a train using an articulated bogie, including at least two carriages 2 and a bogie connected between the two carriages 2 , the bogie is an articulated bogie 4 .
  • the end of the underframe of the compartment 2 is provided with an underframe drawbeam extending along the vehicle length direction, and the end of the underframe drawbeam is provided with a bogie mounting plate.
  • the bogie includes: frame and traction device.
  • the traction device includes: a first traction pin and a second traction pin that are rotatably connected, and the first traction pin cooperates with the frame to transmit longitudinal force; connected to the bogie mounting plate.
  • the two adjacent compartments 2 are called the first compartment and the second compartment respectively.
  • the bogie mounting plate at the bottom of the first car is connected to the first traction pin
  • the bogie mounting plate at the bottom of the second car is connected to the second traction pin.
  • the ends of the first compartment and the second compartment are connected through a bogie to transmit longitudinal traction or braking force.
  • the rotatable connection between the first traction pin and the second traction pin can also adapt to the relative position changes of the two carriages along the vertical, transverse or longitudinal directions, which is beneficial for the train to pass through the curve.
  • two carriages are connected through bogies, which can reduce the number of bogies, and reduce one bogie for every two carriages.
  • two bogies are arranged at the bottom of each carriage for a train of 8 trains, and a total of 16 bogies are required for the whole train.
  • only 9 bogies are needed for a train of 8 trains, which reduces the number of 7 bogies, greatly reduces the dead weight of the train, and improves the traction efficiency.
  • the chassis draw beam is provided at the bottom of the carriage, and the bogie mounting plate is provided at the end of the chassis draw beam; the first traction pin and the second traction pin in the bogie traction device are correspondingly arranged
  • the bogie is arranged between the two carriages, and the first traction pin and the second traction pin are respectively connected with the bogie mounting plates at the ends of the two carriages, so that the bogie can connect the two carriages and transmit traction or
  • the braking force, and through the rotational connection of the first traction pin and the second traction pin can also adapt to the relative position changes of the two carriages along the vertical, transverse or longitudinal directions, which is beneficial for the train to pass through the curve.
  • the present embodiment illustrates in detail the structure of the bogie:
  • Fig. 9 is a perspective view of the bogie provided by the embodiment of the present application
  • Fig. 10 is a top view of the bogie provided by the embodiment of the present application.
  • the bogie provided in this embodiment includes: a frame, a wheel set, a traction device, a primary suspension device and a secondary suspension device.
  • the frame 41 is the main structure of the bogie, which serves to bear the weight of the car body and provide connection interfaces for other components.
  • the frame 1 includes: two side beams extending longitudinally and a cross beam arranged between the two side beams.
  • the wheel set includes: an axle 421 , wheels 422 and axle boxes 423 symmetrically arranged on the axle 421 .
  • the axle box 423 can be arranged on the inner side of the wheel, and can also be arranged on the outer side of the wheel. In the bogie shown in Figures 1 and 2, the axle box 423 is arranged on the inner side of the wheel.
  • a series of suspension devices 44 are arranged between the end of the side beam and the axle box 423 for buffering the vertical force between the side beam and the axle box.
  • the primary suspension device 44 can adopt rigid spring or rubber pile etc.
  • the secondary suspension device 45 is arranged on the frame, specifically, it can be arranged on the side beam, or on the cross beam.
  • the traction device includes: a first traction pin 431 and a second traction pin 432 .
  • the bogie provided in this embodiment is arranged between two carriages so that the two carriages share one bogie.
  • the first traction pin 431 is connected with one compartment, and the second traction pin 432 is connected with the other compartment.
  • the first traction pin 431 and the second traction pin 432 are rotationally connected, and the first traction pin 431 cooperates with the beam to transmit longitudinal force, the longitudinal force includes traction force and braking force, and the longitudinal force is transmitted to the carriage through the wheel set, the frame, and the traction pin in turn.
  • the bogie provided by this embodiment adopts the first traction pin and the second traction pin connected in rotation, and the first traction pin and the second traction pin are respectively used to connect with two adjacent compartments; the first traction pin cooperates with the beam to transmit Longitudinal force, the bogie is connected between two carriages, and the two carriages share a bogie, which can reduce the number of bogies, thereby reducing the weight of the vehicle, and is conducive to improving traction efficiency.
  • the rotational connection between the first traction pin and the second traction pin can also adapt to the relative displacement of the two carriages in the lateral direction during the turning process of the vehicle, so as to ensure that the vehicle passes through the curve smoothly.
  • Figure 11 is a first schematic diagram of the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application
  • Figure 12 is the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application
  • Figure 13 is the third schematic diagram of the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application.
  • the first traction pin 431 and the second traction pin 432 are rotationally connected in a variety of ways, for example: the first traction pin 431 and the second traction pin 432 are rotationally connected between the first traction pin 431 and the second traction pin 432, so that the first traction pin 431 and the second traction pin
  • the two traction pins 432 can rotate in the plane formed by the length and width of the vehicle, so as to adapt to the horizontal deflection angle between the two compartments, so that the vehicle can pass through the curve smoothly, and the maximum angle ⁇ can reach 13°, as shown in Figure 11 .
  • the first traction pin 431 and the second traction pin 432 can also be rotated in the plane formed by the vehicle width and vehicle height, so as to adapt to the situation of different rail heights on both sides, avoid vehicle rollover, and improve driving safety.
  • the first traction pin 431 The included angle ⁇ with the second traction pin 432 can reach a maximum of 4°, as shown in FIG. 12 .
  • the first traction pin 431 and the second traction pin 432 can also rotate in the plane formed by the length of the vehicle and the height of the vehicle to adapt to the different heights between the two wheelsets in the bogie, so that the vehicle can pass through uneven roads smoothly , to ensure driving safety, the angle ⁇ between the first traction pin 431 and the second traction pin 432 can reach a maximum of 1.5°, as shown in FIG. 13 .
  • this embodiment provides an implementation:
  • Figure 14 is a partial enlarged view of the bogie provided by the embodiment of the present application
  • Figure 15 is an exploded view of the traction device in the bogie provided by the embodiment of the present application
  • Figure 16 is the structure of the traction device in the bogie provided by the embodiment of the present application Schematic diagram
  • Fig. 17 is a partial longitudinal sectional view of the bogie provided by the embodiment of the present application.
  • the elastic connecting pin 433 includes: a central shaft, an elastic middle sleeve and an annular outer sleeve.
  • the central shaft and the annular outer casing are made of rigid materials, such as metal.
  • the elastic middle sleeve is made of a material with a certain elastic deformation capacity, such as rubber.
  • the elastic middle sleeve is arranged between the central shaft and the annular outer sleeve, and adopts an integrated structure formed by vulcanizing rubber and inner and outer metal layers.
  • the central shaft is connected with the second traction pin 432
  • the annular outer sleeve is connected with the first traction pin 431 .
  • the use of elastic intermediate sleeves can realize the relative rotation between the central shaft and the annular outer sleeve along the X direction, Y direction and Z direction, and then realize that the first traction pin 431 and the second traction pin 432 can rotate along the X direction, Y direction and Z direction. Rotate relative to each other.
  • the upper side of the first traction pin 431 is provided with a first hinge portion 4311, and the first hinge portion 4311 defines a first hinge hole 4312, and the center line of the first hinge hole 4312 extends along the transverse direction.
  • the elastic connecting pin 433 is passed through the first hinge hole 4312 , specifically, the annular sleeve is press-fitted in the first hinge hole 4312 .
  • the other side of the top of the first traction pin 431 is provided with a first car body connecting seat 4313, the first car body connecting seat 43123 is a plate-shaped structure, connected to the car body of the compartment by a threaded fastener, for example, can be connected to the car body. end of the chassis of the body.
  • the first traction pin 431 has a T-shaped structure as a whole.
  • a second car body connection seat 4323 which is a plate-shaped structure, connected to the car body of another compartment by a threaded fastener, for example, can be connected to the end of the chassis of the car body .
  • the other side of the second traction pin 432 is provided with two second hinged parts 4321, and the two second hinged parts 4321 are perpendicular to the second car body connection seat 4323, and the two are arranged opposite to each other, leaving a certain distance between them .
  • Each second hinge portion 4321 defines a second hinge hole 4322 .
  • the second traction pin 432 has a U-shaped structure as a whole.
  • the first hinge part 4311 is interposed between the two second hinge parts 4321 , and the two ends of the central axis pass through the second hinge hole 4322 and are fixed to the second hinge part 4321 .
  • a hinged cover 434 is used to connect to the outer surface of the second hinged portion 4321 and align with the second hinged hole 4322 .
  • the hinged cover 434 is triangular in shape, and its three corners are fixed to the outer surface of the second hinged part 4321 by threaded fasteners.
  • a connecting key 4341 protrudes from the inner surface of the hinged cover 434 facing the second hinged portion 4321 , and a key groove 4331 for accommodating the connecting key 4341 is provided on the end surface corresponding to the central axis.
  • the connecting key 4341 is inserted into the key groove 4331, which can limit the rotation of the central shaft, realizes fixing the central shaft to the second traction pin 431, and plays a role of preventing loosening.
  • the bottom end of the first traction pin 431 cooperates with the beam to transmit the longitudinal force.
  • the middle part of the crossbeam is provided with a through hole penetrating up and down, and the bottom end of the first traction pin 431 is inserted into the through hole.
  • the longitudinal buffer stops 435 are arranged in the through holes and respectively located between the first traction pin 431 and the beam.
  • the longitudinal buffer stopper 435 can be vulcanized by an outer layer of metal and an inner layer of rubber, and can be fixed to the crossbeam by a threaded fastener, or can be fixed to the side wall of the first traction pin 431, and is used for aligning the first traction pin.
  • the rigid force between the beam and the beam is buffered.
  • the number of beams can be two, and they are connected side by side between two side beams.
  • the bottom end of the first traction pin 431 is inserted between the two beams, and a longitudinal buffer stopper is provided between the first traction pin 431 and the corresponding side beam.
  • a lateral buffer stopper 437 is provided between the traction device and the frame, which is used to buffer the lateral force between the traction device and the frame, and can also limit excessive lateral displacement between the vehicle body and the frame.
  • the lateral buffer stopper 437 is fixed to the outer surface of the second hinged part 4321 in the second traction pin 432 through a threaded machine fastener.
  • the outer surfaces of the two second hinged parts 4321 are all provided with transverse buffer stops 437.
  • Fig. 18 is a transverse sectional view of the bogie provided by the embodiment of the present application.
  • the bogie can also include a lateral shock absorber 471, which is connected between the frame and the traction device, and is used to reduce the lateral force between the traction device and the frame. to buffer.
  • the lateral shock absorber mount 436 is used to connect to the bottom end of the first traction pin 431 .
  • One end of the transverse shock absorber 471 is connected to the transverse shock absorber mount 436 , and the other end is connected to the frame 41 .
  • the transverse shock absorber mount 436 includes: a top plate of the shock absorber mount and a side plate of the shock absorber mount.
  • the top plate of the shock absorber mounting seat extends along the horizontal direction, and is connected to the bottom surface of the first traction pin through four threaded fasteners.
  • the side plate of the shock absorber mounting seat extends vertically and is arranged side by side on the lower surface of the top plate of the shock absorber mounting seat. A gap is reserved between the two side plates of the shock absorber mounting seat to accommodate the end of the transverse shock absorber;
  • the side end surface of the side plate of the vibrator mounting seat is connected with the transverse vibration damper through threaded fasteners.
  • the bottom surface of the first traction pin 431 is provided with a through slot 4314 extending along the transverse direction.
  • a guide rail 4361 that can slide in the through groove protrudes from the top surface of the shock absorber mounting seat top plate. The guide rail 4361 is inserted into the guide rail 4361 along the transverse direction, and then the transverse shock absorber mounting seat 436 is vertically connected to the first traction pin 431 through a threaded fastener. The cooperation between the through slot and the guide rail is used to limit the longitudinal movement between the first traction pin and the mounting seat of the transverse shock absorber.
  • the above-mentioned bogie can be used as a trailer bogie, that is, a non-powered bogie.
  • the bogie can be used as a motor car bogie, that is, a power bogie.
  • the driving device can be arranged on the frame for driving the wheels to rotate.
  • Figure 19 is a schematic structural view of the wheel set and the driving device in the bogie provided by the embodiment of the present application
  • Figure 20 is a top view of the wheel set and the driving device in the bogie provided by the embodiment of the present application
  • Figure 21 is a schematic view of the wheel set and the driving device provided by the embodiment of the present application Schematic diagram of the structure of the gearbox in the bogie and the drive motor
  • Fig. 22 is a cross-sectional view of the connection between the gearbox in the bogie and the drive motor provided by the embodiment of the present application.
  • the driving device includes: a driving motor 461 and a gear box 462 .
  • the gear box 461 includes: a box body and a driving gear and a driven gear arranged in the box body.
  • the driving gear is a pinion
  • the driven gear is a bull gear
  • the driven gear meshes with the driving gear.
  • the driving gear can be connected with the output end of the driving motor through a coupling, and the driven gear is in interference fit with the axle, and the driving gear is driven to rotate by the driving motor, and then the driven gear drives the axle to rotate.
  • the case of the gearbox 462 is connected to the frame 41 .
  • the casing of the driving motor 461 is connected with the casing of the gear box 462 , and the casing of the driving motor 461 is also connected to the frame 41 .
  • the axial end of the driving motor 461 is inwardly recessed to form a concave structure, and the sides of the gear box 462 facing the driving motor are inclined outwards to extend out the gear box connecting arms 4621, and the gear box connecting arms 4621 are connected to the driving motor 461 through rubber nodes.
  • the casings are connected, and the connecting arms 4621 of each gear box form a concave structure.
  • the recessed structure formed by the driving motor 461 and the recessed structure formed by the gear box 462 enclose an accommodating space, and the coupling 463 is arranged in the accommodating space.
  • the shaft coupling 463 can be a flexible coupling, such as a drum type gear coupling, which connects the shaft head of the gearbox and the shaft head of the motor to realize torque transmission.
  • the drum-type gear coupling is adopted, which has a high load-carrying capacity, a large allowable angular displacement, and a high torque transmission capacity.
  • the number of gear box connecting arms 4621 is at least three, wherein two gear box connecting arms 4621 respectively extend upward to both sides of the vertical central plane of the drive motor 461, the vertical central plane is the axis passing through the drive motor 461 and along the vertical direction Extended plane: at least one connecting arm extends downwards to be lower than the horizontal central plane of the driving motor 461 , and the horizontal central plane is a plane passing through the axis of the driving motor 461 and extending along the horizontal direction.
  • the number of gear box connecting arms 4621 is four, and two gear box connecting arms 4621 are located on the upper part of the gear box 462 and extend upward respectively; the other two gear box connecting arms 4621 are located on the lower part of the gear box 462, respectively Extend down.
  • the four gearbox connecting arms 4621 are arranged axisymmetrically with respect to the vertical center plane of the driving motor, and the four gearbox connecting arms 4621 are arranged axisymmetrically with respect to the horizontal center plane of the driving motor.
  • FIG. 23 is an enlarged view of area C in FIG. 22 .
  • the gearbox connecting arm 4621 is connected to the casing of the drive motor through rubber nodes, rubber bushings 466 are arranged inside the rubber nodes, and connecting screws 467 are used to pass through the mounting holes on the drive motor casing respectively.
  • the mounting hole at the end of the hole and the gear box connecting arm 4621 is connected with a nut, and a rubber bushing 466 is sleeved between the connecting screw 467 and the mounting hole of the connecting arm, and the rubber bushing 466 can adjust the position between the motor and the gear box.
  • the deviation is alleviated to a certain extent, and the displacement pressure of the coupling is reduced to a certain extent.
  • the gear box 462 is connected to the frame 41 using the gear box connecting rod 464 .
  • the bottom end of the gear box connecting rod 464 is connected to the housing of the gear box 462 through an elastic node, and the top end is connected to the frame 41 through an elastic node.
  • a certain angle can be rotated between the gear box connecting rod 464 and the housing of the gear box 462 .
  • FIG. 24 is an enlarged view of area D in FIG. 22 .
  • the motor buffer node 465 includes: a motor mount 4651 and two rubber sleeves 4652 .
  • the motor mount 4651 is fixed to the casing of the driving motor.
  • the two rubber sleeves 4652 are arranged symmetrically up and down, with a certain gap between them.
  • the frame 41 is provided with a motor mounting portion 411 , and two rubber sleeves 4652 are sandwiched between the upper and lower sides of the motor mounting portion 411 .
  • the connecting screw rod 467 is adopted to pass through the rubber sleeve, the motor mounting part and the through hole provided on the motor mounting seat in sequence, and then be connected and fixed with the nut.
  • connection mode of the motor buffer node 465 is used to achieve elastic suspension with the frame.
  • the motor buffer node 465 can absorb part of the deformation, thereby reducing the displacement of the motor.
  • the motor stopper 468 is used to fix on the frame 41 , and the motor stopper 468 is located below the motor buffer node 465 to prevent the driving motor from falling due to failure.
  • the motor stopper 468 can adopt an L-shaped structure or a U-shaped structure, and the motor buffer node 465 is located inside it.
  • the driving motor 461 is connected with the frame 41, the driving motor 461 and the frame 41 rise and fall at the same time, while the gear box 462 is connected with the axle 421 and moves around the gear box connecting rod 464, thereby forming a displacement between the driving motor 461 and the gear box 462 deviation.
  • the number of gear box connecting arms 4621 is four, and the four gear box connecting arms 4621 are semi-rigidly connected to the casing of the driving motor 461 through rubber nodes, and the rubber nodes can absorb a part of the displacement between the motor and the gear box Therefore, the requirement for the displacement capability of the coupling is reduced, so that the outline size of the coupling can be reduced to fit the compact space limitation of the bogie built into the axle box.
  • Fig. 25 is a top view of another bogie provided by the embodiment of the present application.
  • a speed detection device can also be used to detect the rotational speed of the axle.
  • the speed detection device includes: a speed detection component and a speed sensor.
  • the speed detection assembly is fixedly arranged at the end of the axle 421 and rotates synchronously with the axle 421 .
  • the speed sensor is arranged on the inner wall of the axle box 423, and is used for cooperating with the speed detection component to measure the driving speed of the vehicle.
  • Fig. 26 is a cross-sectional view of the bogie provided by the embodiment of the present application with a speed detection device at the shaft end
  • Fig. 27 is a schematic diagram of the bogie's shaft end provided by the embodiment of the present application.
  • the speed detection assembly includes an axle end adapter 481 , an induction gear 482 and an axle end cover 485 .
  • the axle end cover 485 is connected to the frame 41 through the axle end hinge rod 484 .
  • the shaft end adapter 481 is connected to the end surface of the axle 421 through a threaded fastener, and rotates synchronously with the axle 421 .
  • the induction gear 482 is connected to the other axial end of the shaft end adapter 481 through a threaded fastener, and the induction gear 482 rotates synchronously with the axle 421 .
  • the induction gear 482 is connected with the axle end cover 485 through a bearing, so that the axle 421 , the axle end adapter 482 and the induction gear 482 rotate relative to the axle box.
  • the axle end cover 485 has a U-shaped structure, covering the induction gear and the bearing inside for protection.
  • the speed sensor 483 is arranged on the inner side of the axle box cover 4231 , and its detecting end faces the induction gear 482 .
  • the speed sensor 483 is a pulse signal generator, which generates an electric pulse signal whose frequency is proportional to the running speed. N (the number of teeth of the induction gear) pulse signals are generated for each revolution of the axle.
  • the end of the speed sensor 483 is kept at a distance of about 1 mm from the tooth top of the induction gear 482 .
  • the speed sensor 483 is inserted into the axle box cover from the outside.
  • the axlebox cover is also connected to frame 41 by axle-end hinged rods 484 .
  • the length of the beam is greater than the distance between the two side beams, and the part of the beam extending to the outside of the side beam is provided with a secondary connection structure for connecting with the secondary suspension device 45 .
  • the quantity of the secondary suspension device 45 is four, and two secondary suspension devices 45 are arranged on one end of the crossbeam as a group; two secondary suspension devices 45 positioned at the same end of the crossbeam are arranged at intervals along the longitudinal direction.
  • the secondary suspension device 45 may be an air spring.
  • the first hinge part 4311 and the second hinge part 4321 have mounting surfaces extending vertically.
  • the outer end surface of the bogie mounting plate is a surface extending vertically
  • the first hinged part 4311 and the second hinged part 4321 correspond to the outer end face of the bogie mounting plate, and the threaded fastener extending in the horizontal direction connected.
  • first and second are used for descriptive purposes only, and cannot be interpreted as indicating or implying relative importance or implicitly specifying the quantity of indicated technical features. Thus, a feature defined as “first” and “second” may explicitly or implicitly include one or more of these features.
  • “plurality” means at least two, such as two, three, etc., unless otherwise specifically defined.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

Un châssis (24), comprenant : un châssis d'extrémité à deux positions comprenant un faisceau de traction de châssis (241), le faisceau de traction de châssis (241) étant un élément unique formé d'un seul tenant d'un morceau entier de matériau ; et un châssis intermédiaire (244) relié au châssis d'extrémité à deux positions au moyen du faisceau de traction de châssis (241). Le faisceau de traction de châssis (241) est formé d'un seul tenant et fabriqué en utilisant un morceau entier de matériau de base, les quatre composants d'origine sont combinés en un seul élément, et un cordon de soudure dans une zone à haute contrainte est éliminé, de telle sorte qu'un cordon de soudure à une section transversale variable du faisceau de traction de châssis (241) se transforme en un matériau de base, la charge de travail de soudage peut être réduite, un outil de soudage spécial n'est plus nécessaire, et la contrainte admissible est améliorée.
PCT/CN2021/141192 2021-12-03 2021-12-24 Châssis, carrosserie de véhicule et véhicule ferroviaire WO2023097829A1 (fr)

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CN202111470541.7A CN114162161B (zh) 2021-12-03 2021-12-03 底架、车体及轨道车辆

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