CN112389482B

CN112389482B - Rail vehicle and secondary vertical stop of bogie thereof

Info

Publication number: CN112389482B
Application number: CN202011393484.2A
Authority: CN
Inventors: 杨欣; 户迎灿; 詹发福; 公衍军; 周君锋
Original assignee: CRRC Qingdao Sifang Co Ltd
Current assignee: CRRC Qingdao Sifang Co Ltd
Priority date: 2020-12-02
Filing date: 2020-12-02
Publication date: 2022-03-01
Anticipated expiration: 2040-12-02
Also published as: CN112389482A

Abstract

The invention discloses a railway vehicle and a secondary vertical stopping device of a bogie thereof, wherein the secondary vertical stopping device of the bogie comprises a traction pull rod, and nodes at two ends of the traction pull rod are respectively connected with a traction beam and a framework; a rotation stopping limit pair is arranged between the traction pull rod and the framework and is configured as follows: under a normal state, a preset distance is reserved between the traction pull rod and an adaptive surface of the rotation stopping limiting pair formed on the framework; in the stop position, the first mating surface on the drawbar rotates toward the second mating surface on the frame and presses against the stop. The scheme can effectively consider the reduction of relative position requirements and the reduction of occupied space through structural optimization, and provides a good technical support for the whole vehicle layout with a relatively tense applicable space.

Description

Rail vehicle and secondary vertical stop of bogie thereof

Technical Field

The invention relates to the technical field of rail transit, in particular to a rail vehicle and a bogie secondary vertical stop thereof.

Background

At present, the secondary vertical stopping device suitable for the bogie of the high-speed motor train unit is generally a mechanical contact stopping device of a traction beam and a frame and a plane contact stopping device of a traction pull rod and the frame. Due to the limitation of the structure of the stop, the existing scheme has high requirements on the relative position between the traction beam or the traction pull rod and the framework, occupies a large space, and cannot be applied to the layout of a whole vehicle with a tight space, such as but not limited to a compact central traction device of an upper traction point.

In view of the above, a new solution for providing a secondary vertical stop is needed to reduce the relative position requirement and reduce the occupied space.

Disclosure of Invention

In order to solve the technical problems, the invention provides a railway vehicle and a bogie secondary vertical stop thereof, which can effectively consider the reduction of relative position requirements and the reduction of occupied space through structural optimization, and provide a good technical guarantee for the whole vehicle layout with a more tense applicable space.

The invention provides a secondary vertical stopping device of a bogie, which comprises a traction pull rod, wherein nodes at two ends of the traction pull rod are respectively connected with a traction beam and a framework; a rotation stopping limit pair is arranged between the traction pull rod and the framework and is configured as follows: under a normal state, a preset distance is reserved between the traction pull rod and an adaptive surface of the rotation stopping limiting pair formed on the framework; in the stop position, the first mating surface on the drawbar rotates toward the second mating surface on the frame and presses against the stop.

Preferably, the framework is provided with a mounting seat connected with a node at one end of the traction pull rod, and the second adaptive surface is arranged on the mounting seat.

Preferably, the end of the towing handle connected to the frame has a rotation stop formed extending transversely from the end body, on which the first adaptation surface is provided.

Preferably, the mount pad has the mounting groove, be provided with the installation piece on the body of mounting groove both sides respectively, two be provided with on the installation piece respectively with the installation department of the node dabber adaptation of traction pull rod, just the mounting groove can hold the partial end structure of traction pull rod.

Preferably, the top surfaces of the two mounting blocks form the second adapting surfaces respectively, and correspondingly, the two rotation stopping blocks are arranged and formed by extending transversely from two sides of the end body respectively.

Preferably, the first adapting surface is located on the bottom surface of the corresponding rotation stop block to form the rotation stop limit pair with the second adapting surface.

Preferably, the first fitting surface is located on a top surface of the corresponding rotation stopper, and correspondingly, a downward surface on the mounting block forms the second fitting surface to constitute the rotation stop pair with the first fitting surface.

Preferably, the end of the towing handle connected to the frame has a rotation stop formed extending longitudinally from the end body, the first mating surface being provided on the rotation stop.

Preferably, the rotation stop block is integrally forged with the body of the drag link.

The invention also provides a railway vehicle which comprises a vehicle body and a bogie, wherein the underframe of the vehicle body is connected with the bogie through a traction pin, a traction pin sleeve and a traction pull rod, and the secondary vertical stopping of the bogie adopts the secondary vertical stopping of the bogie.

Aiming at the secondary vertical stop of the existing bogie, the invention innovatively provides a solution for the torsion stop of the traction pull rod. Specifically, a rotation stopping limiting pair is arranged between the traction pull rod and the framework, a preset distance is reserved between adaptive surfaces forming the rotation stopping limiting pair in a normal state, and the vertical stop is in a non-working state at the moment; in the stopping state, the draw bar moves along with the draw beam, and the first adapting surface on the draw bar rotates to approach the second adapting surface on the framework and is pressed against the limit position. When the vehicle body moves upwards relative to the framework, one end of the traction pin, the traction beam and the traction pull rod is driven to move upwards relative to the framework, the traction pull rod is twisted relative to a node arranged at the end of the framework, and the relative displacement between the vehicle body and the framework can be limited through the rotation stopping limiting pair, so that the effect of secondary vertical stopping is achieved, and the structure is simple and reliable; simultaneously, this scheme only needs to guarantee to pull the relative torsion of the pull rod body of rod and framework, can set up, does not have the requirement basically to the relative position of draw beam, traction pull rod and framework, and occupation space is less relatively, has effectively solved the problem that compact central authorities draw gear secondary vertical backstop was arranged the difficulty from this.

In the preferred scheme of the invention, the second adaptive surface forming the stop limit pair is arranged on the node mounting seat of the framework, compared with the prior art, an independent adaptive component is not required to be additionally arranged; furthermore, a rotation stop block is formed at the end part of the traction pull rod in a transverse extending mode, the first adapting surface is arranged on the rotation stop block, the space requirements in the height direction and the longitudinal direction are not increased on the whole, and the structure is compact.

In another preferred scheme of the invention, part of the end structure of the traction pull rod can be arranged in the mounting groove of the mounting seat, and mounting parts matched with the node mandrel of the traction pull rod are respectively arranged on the mounting blocks arranged on the bodies on the two sides of the mounting groove; the second adaptive surface for constructing the stop limiting pair is formed on the top surfaces of the two mounting blocks, correspondingly, the two rotary stop blocks respectively extend transversely from two sides of the end body of the traction pull rod, the two rotary stop blocks jointly realize stop bearing, and the two rotary stop blocks have better stress states.

Drawings

FIG. 1 is a side view of an embodiment of the assembled secondary vertical stop of the truck;

FIG. 2 is a partial enlarged view of the normal relative position relationship of the anti-rotation limiting pair shown in FIG. 1;

FIG. 3 is a schematic view of the stopping state of the secondary vertical stop of the truck shown in FIG. 1;

FIG. 4 is a partially enlarged view of the relative positions of the stop members of the anti-rotation stop pair shown in FIG. 3;

FIG. 5 is an assembled perspective view of the secondary vertical stop of the truck shown in FIG. 1.

In the figure:

the traction pull rod comprises a traction pull rod 1, a rotation stop block 11, a first adapting surface 111, a node mandrel 2, a traction beam 3, a traction pin 4, a framework 5, a mounting seat 6, a mounting block 61, a second adapting surface 611, a mounting part 612 and a mounting groove 62.

Detailed Description

In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.

Without loss of generality, the embodiment takes the traction pull rod shown in the drawing as a description main body, and the specific scheme of the secondary vertical blocking is explained in detail. It should be understood that the body of the tie rod and the bogie constitutes a non-central point of the invention, and that its body constitutes no essential limitation for the solution claimed in the present application.

Referring to FIG. 1, a diagram of the assembly of the secondary vertical stops of the truck according to the present embodiment is shown.

The bogie secondary vertical stop comprises a traction pull rod 1, and nodes, such as but not limited to rubber nodes, are pressed at two ends of the traction pull rod 1 as in the prior art; the node mandrel 2 at one end of the bogie is arranged on a traction beam 3, the traction beam 3 is arranged on the underframe of the bogie body through a traction pin 4, and the node mandrel 2 at the other end of the bogie is connected with a framework 5 of the bogie. Referring also to fig. 5, a perspective view of the drawbar 1 in assembled relationship is shown. Here, the nodes press-fitted to both ends of the traction link 1 may be selected in specific forms according to the overall parameters of the actual vehicle type, and are within the scope of the present application as long as the functional requirements of the basic linkage relationship can be satisfied.

In this embodiment, a rotation stop limit pair (111, 611) is provided between the traction link 1 and the frame 5, and is arranged such that: as shown in fig. 1, in a normal state, a predetermined distance a exists between the traction rod 1 and the fitting surface of the frame 5 forming the rotation stop limiting pair, please refer to fig. 2 together, and fig. 2 is an enlarged view of a normal relative position relationship of the rotation stop limiting pair; in the stop state, the first counter surface 111 on the towing pull 1 is turned towards the second counter surface 611 on the frame 5 and is pressed against the stop as shown in fig. 3.

Please refer to fig. 3 and fig. 4 together, wherein fig. 4 is a schematic diagram illustrating a stopping state of the secondary vertical stopping of the bogie, and fig. 4 is an enlarged view illustrating a relative position relationship between the stopping states of the rotation stop limiting pair shown in fig. 3.

When the vehicle body moves upwards relative to the framework 5, one end of the traction pin 4, the traction beam 3 and the traction pull rod 1 is sequentially driven to move upwards relative to the framework 5, at the moment, the traction pull rod 1 is twisted relative to a node arranged at the end of the framework 5, and the limit of the relative displacement between the vehicle body and the framework 5 can be realized through the rotation stopping limiting pair, so that the effect of two-system vertical stopping is achieved. The concrete structure is simple and reliable.

Meanwhile, the scheme only needs to ensure the relative torsion of the rod body of the traction pull rod 1 and the framework 5, the arrangement can be carried out, the relative positions of the traction beam 3, the traction pull rod 1 and the framework 5 basically have no requirement, and the occupation of a large space is not needed, so that the problem of difficult arrangement of the secondary vertical backstop of the compact central traction device is effectively solved.

In order to obtain better assembly manufacturability, a mounting seat 6 connected with one end node of the traction pull rod 1 can be arranged on the framework 5, and a second adaptive surface 611 for constructing a rotation stopping limit pair is arranged on the mounting seat 6; with this arrangement, in addition to satisfying the assembling workability of the drawbar 1, the second fitting surface 611 is disposed on the mounting seat 6, and a separate fitting member is not required, so that the processing cost of the second fitting surface 611 can be further reduced.

Accordingly, the end of the drag link 1 on the side connected to the frame 5 has a rotation stopper 11 formed extending laterally from the end body, and the first fitting surface 111 is provided on the rotation stopper 11. On the whole, the space utilization requirement is not increased in the height direction and in the longitudinal direction of the vehicle body, and the structure is compact.

It will be appreciated that the two mating surfaces that form the anti-rotation limit stop can be implemented in different configurations, based on the design concept of limiting the amount of relative displacement between the vehicle body and the frame 5 by the anti-rotation limit stop. That is, the specific configuration of the first fitting surface 111 and the second fitting surface 611 is not limited to the optimal example scheme shown in the drawings.

As shown in fig. 5, the mounting seat 6 is provided with a mounting groove 62, the bodies on both sides of the mounting groove 52 are respectively provided with a mounting block 61, the two mounting blocks 61 are respectively provided with a mounting portion 612 adapted to the node mandrel 2 of the traction rod 1, and the node mandrel 2 is fixed to the mounting blocks 61. After assembly, part of the end structure of the towing drawbar 1 can be placed in the mounting groove 62, i.e. a certain accommodation space is provided by the mounting seat 6.

As shown in the drawing, the top surfaces of the two mounting blocks 61 form second fitting surfaces 611, respectively, and accordingly, the rotation stopper blocks 11 are also provided in two and formed to extend laterally from both sides of the end body of the drawbar 1, respectively. Preferably, the first fitting surface 111 is located on the bottom surface of the corresponding rotation stopper 11 to constitute a rotation stop pair with the second fitting surface 611. It should be understood that the terms "bottom surface" and "top surface" are used only to express the orientation relationship between the two mating surfaces that construct the anti-rotation limiting pair, and do not refer to the absolute horizontal and tolerance-free geometric concept.

Therefore, when the traction pull rod 1 is arranged at the end node of the framework 5 relatively to generate torsion and the limit of the relative displacement between the vehicle body and the framework 5 can be realized through the rotation stopping limit pair, the traction pull rod and the framework realize stop bearing together and have better stress states.

Further, in order to obtain better service durability, the rotation stop block 11 in the scheme is integrally forged and formed with the body of the traction pull rod 1, and compared with welding or other fixing modes, the integral forging and forming of the rotation stop block and the body can obtain the optimal stress state.

Of course, as previously mentioned, the specific configuration of the first mating surface 111 and the second mating surface 611 is not limited to the scheme shown in the figures.

For example, this first mating surface can be located on the top face of the respective rotation stop block 11, and correspondingly, a downwardly facing surface on the mounting block 61 forms a second mating surface, both of which can likewise constitute the anti-rotation stop pair (not shown in the figures). At this time, when the traction rod 1 is twisted, the first adaptive surface presses the second adaptive surface upward, and the limitation of the relative displacement between the vehicle body and the frame 5 can be realized, so that the function of a secondary vertical stop is achieved.

For another example, a rotation stop can be formed extending longitudinally from the end of the pull rod 1 connected to the frame 5 from the end body (not shown in the figures), and a first mating surface can be provided on the rotation stop formed extending longitudinally, and the aforementioned rotation stop pair (not shown in the figures) can also be formed with a corresponding second mating surface. In fact, this implementation requires a longitudinal space to be reserved at the end of the towing tension rod 1, compared to the preferred solution shown in the figures, for the corresponding arrangement.

In addition to the aforementioned secondary vertical stopping of the bogie, the present embodiment further provides a rail vehicle, including a vehicle body and a bogie, wherein an underframe of the vehicle body is connected to the bogie through a traction pin, a traction pin sleeve and a traction pull rod, and the secondary vertical stopping of the bogie is the aforementioned secondary vertical stopping of the bogie. It should be noted that other functions of the rail vehicle constitute non-core points of the invention, and those skilled in the art can implement the functions by using the prior art, so that detailed description is omitted herein.

In the description of the present invention, the terms "lateral", "longitudinal", "top" and "bottom" and the like indicate orientations or positional relationships that are defined based on a general reference of a vehicle body, and are only used for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the scope of the present invention.

The foregoing is only a preferred embodiment of the present invention, and it should be noted that it is obvious to those skilled in the art that various modifications and improvements can be made without departing from the principle of the present invention, and these modifications and improvements should also be considered as the protection scope of the present invention.

Claims

1. The second-line vertical stopping device of the bogie comprises a traction pull rod, and nodes at two ends of the traction pull rod are respectively connected with the traction beam and the framework; the anti-rotation device is characterized in that a rotation stopping limit pair is arranged between the traction pull rod and the framework and is configured as follows: under a normal state, a preset distance is reserved between the traction pull rod and an adaptive surface of the rotation stopping limiting pair formed on the framework; in the stopping state, the first adapting surface on the traction pull rod rotates to approach the second adapting surface on the framework and is pressed against the limit position;

the framework is provided with a mounting seat connected with a node at one end of the traction pull rod, and the second adaptive surface is arranged on the mounting seat;

the mount pad has the mounting groove, be provided with the installation piece on the body of mounting groove both sides respectively, two be provided with on the installation piece respectively with the installation department of the node dabber adaptation of traction pull rod, just the mounting groove can hold the partial end structure of traction pull rod.

2. The truck secondary vertical stop of claim 1 wherein the end of the draft link connected to the frame has a rotation stop formed extending transversely from the end body, the first mating surface being disposed on the rotation stop.

3. The truck secondary vertical stop of claim 2 wherein the top surfaces of the two mounting blocks each define the second mating surface and the rotation stops are correspondingly provided in two and each extend laterally from either side of the end body.

4. The truck secondary vertical stop of claim 3 wherein the first mating surface is located on a bottom surface of the respective rotation stop block to form the anti-rotation stop pair with the second mating surface.

5. The truck secondary vertical stop of claim 2 wherein the first mating surface is located on a top surface of the respective rotation stop block and the downwardly facing surface on the mounting block forms the second mating surface to form the anti-rotation stop pair with the first mating surface, respectively.

6. The truck secondary vertical stop of claim 1 wherein the end of the draft link connected to the frame has a rotation stop formed extending longitudinally from the end body, the first mating surface being disposed on the rotation stop.

7. The truck secondary vertical stop of any one of claims 2 to 6 wherein the rotation stop is forged integrally with the body of the drag link.

8. Railway vehicle comprising a body and a bogie, the underframe of which is connected to the bogie by means of a towing pin, a towing pin bushing and a towing drawbar, characterized in that the secondary vertical stop of the bogie is a secondary vertical stop of the bogie according to any of claims 1 to 7.