CN111232008A - Self-guiding radial mechanism of railway vehicle bogie - Google Patents

Abstract

The invention discloses a self-guided radial mechanism for a bogie of a railway vehicle, comprising a bogie frame, a front wheel pair assembly and a rear wheel pair assembly respectively matched and connected on the bogie frame, respectively matched and connected to the front wheel For the axle boxes on both sides of the assembly and on both sides of the rear wheel pair assembly, the first and second adjustment members, respectively arranged between the axle boxes on both sides of the front wheel pair assembly and the bogie frame, are respectively arranged in the The third adjustment piece and the fourth adjustment piece between the axle boxes on both sides of the rear wheelset assembly and the bogie frame, and the first adjustment piece, the second adjustment piece, the third adjustment piece and the fourth adjustment piece. The setting direction is parallel to the centerline of the track; the mechanism can easily adjust the dynamic stiffness and damping of the vehicle's primary longitudinal positioning, and suppress the primary and secondary meandering motions of the vehicle system while achieving the radial function of the curve.

Description

Self-Guided Radial Mechanism for Railway Vehicle Bogies

technical field

The invention relates to the technical field of rail transit railway vehicles, in particular to a self-guided radial mechanism of a railway vehicle bogie.

Background technique

The meandering stability and curve passing ability of railway vehicles are the two most important dynamic properties. In order to improve the stability of the secondary meandering motion, the longitudinal positioning stiffness of the primary series should take a larger value above 5Hz; in order to improve the stability of the primary meandering movement, the longitudinal positioning stiffness of the primary series should take a smaller value below 2Hz; Curve passing performance, the smaller the longitudinal positioning stiffness of the first series, the better. The traditional mechanical radial mechanism cannot provide dynamic stiffness that varies with frequency, which easily leads to the meandering motion of the vehicle. The hydraulic radial mechanism that only uses hydraulic cylinders and hydraulic pipelines, although its dynamic stiffness can vary with frequency, but because it only relies on hydraulic pipelines to adjust, the frequency range and dynamic stiffness range that can be adjusted are small, and at low frequencies. The dynamic stiffness is not easy to adjust, and it is still easy to cause a snaking motion. In addition, this hydraulic mechanism can easily create a vacuum in the hydraulic cylinder, which seriously degrades the performance of the hydraulic system.

SUMMARY OF THE INVENTION

The purpose of the present invention is to provide a self-guided radial mechanism of a railway vehicle bogie, which can improve the vehicle curve passing performance and solve the problem that the serpentine movement is easy to occur in the operation of the existing railway vehicle.

The technical solution of the present invention to solve the above technical problems is as follows: a self-guided radial mechanism for a railway vehicle bogie, including a bogie frame, a front wheelset assembly and a rear wheelset assembly that are respectively matched and connected to the bogie frame, and are respectively matched and connected. The axle boxes on both sides of the front wheelset assembly and the two sides of the rear wheelset assembly, the first adjustment member and the second adjustment member respectively arranged between the axle boxes on both sides of the front wheelset assembly and the bogie frame , the third and fourth adjustment members are respectively arranged between the axle boxes on both sides of the rear wheel pair assembly and the bogie frame, and the first, second, third and The setting direction of the fourth adjusting member is parallel to the centerline of the track;

The first regulating member and the fourth regulating member and the second regulating member and the third regulating member are all communicated through a cross pipeline, and the first regulating member and the second regulating member are in communication with each other. , The third regulating member and the fourth regulating member are communicated through parallel pipelines.

Further, each of the first adjusting member, the second adjusting member, the third adjusting member and the fourth adjusting member includes a main cylinder, a main piston arranged in the main cylinder, and a main piston that is rigidly connected to the main piston. a piston cylinder and a floating piston arranged in the piston cylinder;

The main cylinder is divided into a first oil chamber and a third oil chamber by the main piston, and the first oil chamber is located below the third oil chamber, and the floating piston The interior of the piston cylinder is divided into a gas chamber and a second oil chamber, and the second oil chamber is located below the gas chamber; the first oil chamber and the second oil chamber A throttle hole is arranged between the chambers, and two one-way differential pressure relief valves with opposite passage directions are arranged between the first oil chamber and the third oil chamber. Both the second oil chamber and the third oil chamber are filled with hydraulic oil, and the gas chamber is filled with nitrogen gas.

Further, the master cylinder is matched and connected to the bogie frame, and the piston cylinder is matched and connected to the front wheelset assembly or the rear wheelset assembly;

The first oil chamber of the first adjusting member is communicated with the first oil chamber of the fourth adjusting member through a cross pipe, and the first oil chamber of the second adjusting member is connected to the first oil chamber of the second adjusting member through a cross pipe. The first oil chambers of the three regulating members are communicated with each other; the third oil chamber of the first regulating member is communicated with the third oil chamber of the second regulating member through a parallel pipeline, and the third oil chamber of the third regulating member is in communication with the third oil chamber of the second regulating member. The three oil chambers are communicated with the third oil chamber of the fourth adjusting member through parallel pipelines.

Further, the orifice is opened on the main piston, and communicates with the first oil chamber and the second oil chamber through the orifice.

Further, the throttle hole is opened on the side wall of the lower end of the piston cylinder, and the second oil chamber is communicated with the third oil chamber through the throttle hole.

Further, the master cylinder is matched and connected to the front wheelset assembly or the rear wheelset assembly, and the piston cylinder is matched to the bogie frame;

The third oil chamber of the first regulating member communicates with the third oil chamber of the fourth regulating member through a cross pipeline, and the third oil chamber of the second regulating member communicates with the third oil chamber of the second regulating member through a cross pipeline The third oil chamber of the third adjusting member is in communication; the first oil chamber of the first adjusting member is communicated with the first oil chamber of the second adjusting member through a parallel pipeline, and the The first oil chamber communicates with the first oil chamber of the fourth adjusting member through a parallel pipeline.

Further, the throttle hole is opened on the side wall of the lower end of the piston cylinder, and the second oil chamber is communicated with the third oil chamber through the throttle hole.

Further, the throttle hole is opened on the main piston, and the first oil chamber and the second oil chamber are separated by the throttle hole.

Further, both ends of each adjusting member are provided with rubber nodes, and each adjusting member is connected between the axle box and the bogie frame through the rubber nodes.

Further, the end of the axle box is connected with the bogie frame through a pivot arm node, and the adjusting member is connected in parallel with the pivot arm node.

The present invention has the following beneficial effects: a kind of railway vehicle bogie self-guided radial mechanism provided by the present invention,

1. The structure of the mechanism is reliable. Through the reliable cooperation between the adjustment parts, the cross pipeline and the parallel pipeline, when the vehicle passes through the curve, the low-frequency reverse shaking motion of the front and rear wheels relative to the bogie is effectively released, and at the same time, it is suppressed. The same-direction shaking motion of the front and rear wheelsets and the longitudinal telescopic motion of the wheelsets.

2. The adjustment of the longitudinal dynamic stiffness and dynamic damping of the predetermined hydraulic system is realized through the cooperation between the gas chamber, each oil chamber and the hydraulic connecting pipeline, orifice and unloading valve, providing a static shaking motion close to 0 The rigidity can not only effectively suppress the primary meandering motion of the vehicle system, but also control the secondary meandering motion, improve the vehicle curve passing performance, and improve the critical speed of the vehicle system. And by filling the gas with the initial pressure in the gas chamber, the entire hydraulic system has a certain initial pressure, which effectively prevents the occurrence of vacuum in each oil chamber.

3. Through the parallel connection of the adjusting member and the arm node, the longitudinal positioning stiffness of the arm node is set to a small value, so that the primary positioning structure can not only maintain the bogie in a balanced position on the linear track, but also improve the hydraulic system. Longitudinal positioning safety in case of failure.

Description of drawings

Fig. 1 is the structural representation of the present invention;

FIG. 2 is a schematic diagram of the state of each adjustment member when the vehicle passes through the curve in the present invention;

Fig. 3 is the structural schematic diagram of the adjusting member in the present invention;

4 is a schematic diagram of Embodiment 1 in the present invention;

5 is a schematic diagram of Embodiment 2 of the present invention;

6 is a schematic diagram of Embodiment 3 of the present invention;

7 is a schematic diagram of Embodiment 4 of the present invention;

The reference numerals shown in Figures 1 to 7 are respectively indicated as: 1-bogie frame, 2-front wheelset assembly, 3-rear wheelset assembly, 4-axle box, 5-first adjusting member, 6-th Two adjustment pieces, 7-third adjustment piece, 8-fourth adjustment piece, 9-track centerline, 10-cross pipeline, 11-parallel pipeline, 12-master cylinder, 13-main piston, 14-piston Cylinder block, 15-floating piston, 16-first oil chamber, 17-third oil chamber, 18-gas chamber, 19-second oil chamber, 20-throttle hole, 21-one-way differential pressure Unloading valve, 22-rubber joint, 23-swing arm joint.

Detailed ways

The principles and features of the present invention will be described below with reference to the accompanying drawings. The examples are only used to explain the present invention, but not to limit the scope of the present invention.

As shown in FIGS. 1 to 2 , the self-guided radial mechanism of a railway vehicle bogie includes a bogie frame 1 , a front wheelset assembly 2 and a rear wheelset assembly 3 that are respectively matched and connected to the bogie frame 1 . The axle boxes 4 on both sides of the front wheelset assembly 2 and on both sides of the rear wheelset assembly 3, the first adjustment member 5 and the first adjustment member 5 and the first adjustment member 5 and the second Two adjusting members 6, a third adjusting member 7 and a fourth adjusting member 8 respectively disposed between the axle boxes 4 on both sides of the rear wheelset assembly 3 and the bogie frame 1, and the first adjusting member 5 and the second adjusting member 6. The arrangement direction of the third adjusting member 7 and the fourth adjusting member 8 is parallel to the center line 9 of the track.

The four adjustment members are arranged symmetrically to each other longitudinally in the horizontal plane, providing longitudinal stiffness between the wheelset assembly and the bogie frame 1 . The two diagonal adjustment members are connected by a cross pipe 10, that is, the first adjustment member 5 and the fourth adjustment member 8 and the second adjustment member 6 and the third adjustment member 7 are all connected by a cross pipe Road 10 is connected. The two adjusting members corresponding to the same pair of wheels are connected by parallel pipelines 11 , that is, the first adjusting member 5 and the second adjusting member 6 and the third adjusting member 7 and the fourth adjusting member 8 pass through each other. The parallel pipes 11 communicate with each other. Due to the cross-connection structure between the adjustment members, the low-frequency reverse shaking motion of the front and rear wheels relative to the bogie frame 1 can be released, and at the same time, the same-direction shaking motion of the front and rear wheelsets and the longitudinal telescopic motion of the wheelsets can be suppressed, providing close to 0 The static shaking stiffness of the vehicle is improved, and the performance of the vehicle curve passing performance, the stability of the first meandering movement and the stability of the second meandering movement can be improved at the same time.

As shown in FIG. 3 , the structure of each adjustment member is the same. The first adjustment member 5 , the second adjustment member 6 , the third adjustment member 7 and the fourth adjustment member 8 all include a master cylinder 12 and are arranged in the master cylinder 12 . The main piston 13 , the piston cylinder 14 rigidly connected with the main piston 13 , and the floating piston 15 arranged in the piston cylinder 14 . The main cylinder 12 is a hydraulic cavity structure, and the piston cylinder is a combined structure of a gas cavity and a hydraulic cavity.

The main cylinder 12 is divided into a first oil chamber 16 and a third oil chamber 17 by the main piston 13 , and the first oil chamber 16 is located below the third oil chamber 17 . The interior of the piston cylinder 14 is divided into a gas chamber 18 and a second oil chamber 19, and the second oil chamber 19 is located below the gas chamber 18; the first oil chamber 16 and the second oil chamber 19 are arranged between the There is an orifice 20 , two one-way differential pressure relief valves 21 with opposite passage directions are arranged between the first oil chamber 16 and the third oil chamber 17 , the first oil chamber 16 and the second oil chamber 19 And the third oil chamber 17 is filled with hydraulic oil, and the gas chamber 18 is filled with nitrogen gas. At the initial moment, the nitrogen gas acts as the initial pressure in the gas chamber 18, and the appropriate cylinder size, the diameter and length of the connecting pipeline, the diameter of the orifice 20 and the parameters of the one-way differential pressure relief valve 21 are set according to the needs of use, so as to Realize the adjustment of the predetermined longitudinal dynamic stiffness and dynamic damping of the hydraulic system, the dynamic stiffness below 2Hz is small, and the dynamic stiffness above 5Hz is large, which can effectively suppress the primary meandering motion of the vehicle system and control the secondary Snaking motion, increasing the critical speed of the vehicle system. The two one-way differential pressure relief valves 21 respectively realize one-way conduction from the first oil chamber 16 to the third oil chamber 17 and one-way conduction from the third oil chamber 17 to the first oil chamber 16 . When the pressure difference between the two oil chambers exceeds the limit, the corresponding differential pressure relief valve will open, that is, when the pressure of the first oil chamber 16 is higher than the pressure of the third oil chamber 17 and exceeds the limit, it will open From the unloading valve of the first oil chamber 16; when the pressure of the third oil chamber 17 is higher than the pressure of the first oil chamber 16 and exceeds the limit value, the third oil chamber 17 will be opened to the first oil chamber 16 unloading valve.

In order to improve the performance, the mechanism adopts a variety of pipeline connection structures and internal orifice 20 communication schemes, as shown in FIG. Fittingly connected to the front wheelset assembly 2 or the rear wheelset assembly 3;

The first oil chamber 16 of the first adjusting member 5 communicates with the first oil chamber 16 of the fourth adjusting member 8 through the cross pipe, and the first oil chamber 16 of the second adjusting member 6 communicates with the third oil chamber 16 through the cross pipe 10 . The first oil chamber 16 of the regulating member 7 is in communication; the third oil chamber 17 of the first regulating member 5 is communicated with the third oil chamber 17 of the second regulating member 6 through the parallel pipeline 11 , and the The third oil chamber 17 communicates with the third oil chamber 17 of the fourth adjusting member 8 through the parallel pipeline 11 . The orifice 20 is opened on the main piston 13 , and the second oil chamber 19 is communicated with the first oil chamber 16 through the orifice 20 .

Embodiment 2: As shown in FIG. 5 , the master cylinder 12 is matched and connected to the bogie frame 1, and the piston cylinder 14 is matched and connected to the front wheelset assembly 2 or the rear wheelset assembly 3;

The first oil chamber 16 of the first adjusting member 5 communicates with the first oil chamber 16 of the fourth adjusting member 8 through the cross pipe, and the first oil chamber 16 of the second adjusting member 6 communicates with the third oil chamber 16 through the cross pipe 10 . The first oil chamber 16 of the regulating member 7 is in communication; the third oil chamber 17 of the first regulating member 5 is communicated with the third oil chamber 17 of the second regulating member 6 through the parallel pipeline 11 , and the The third oil chamber 17 communicates with the third oil chamber 17 of the fourth adjusting member 8 through the parallel pipeline 11 . The second embodiment is different from the first embodiment in that the opening position of the orifice is different. The chamber 19 communicates with the third oil chamber 17 .

Embodiment 3: Compared with Embodiment 1 and Embodiment 2, the connection position of the master cylinder and the connection position of the piston cylinder are different. As shown in FIG. 6 , the master cylinder 12 is matched and connected to the front wheelset assembly 2 or the rear wheelset assembly 3, and the piston cylinder 14 is matched to the bogie frame 1;

The third oil chamber 17 of the first regulating member 5 communicates with the third oil chamber 17 of the fourth regulating member 8 through the cross pipe 10 , and the third oil chamber 17 of the second regulating member 6 communicates with the third oil chamber 17 of the second regulating member 6 through the cross pipe 10 . The third oil chamber 17 of the third regulating member 7 is in communication; the first oil chamber 16 of the first regulating member 5 communicates with the first oil chamber 16 of the second regulating member 6 through the parallel pipeline 11 , and the third regulating member The first oil chamber 16 of the 7 communicates with the first oil chamber 16 of the fourth regulating member 8 through the parallel pipeline 11 . The orifice 20 is provided on the side wall of the lower end of the piston cylinder 14 , and the second oil chamber 19 is communicated with the third oil chamber 17 through the orifice 20 .

Embodiment 4: As shown in FIG. 7 , the third oil chamber 17 of the first regulating member 5 is communicated with the third oil chamber 17 of the fourth regulating member 8 through the cross pipe 10 , and the third oil chamber 17 of the second regulating member 6 is The oil chamber 17 communicates with the third oil chamber 17 of the third regulating member 7 through the cross pipeline 10 ; the first oil chamber 16 of the first regulating member 5 communicates with the first oil chamber 16 of the second regulating member 6 through the parallel pipeline 11 The oil chamber 16 is in communication, and the first oil chamber 16 of the third adjusting member 7 communicates with the first oil chamber 16 of the fourth adjusting member 8 through the parallel pipeline 11 . Compared with the third embodiment, the opening position of the orifice is different in the fourth embodiment. In the fourth embodiment, the orifice 20 is opened on the main piston 13, and the first oil chamber 16 and the second Two oil chambers 19 .

In order to improve the longitudinal positioning rigidity, in the present invention, rubber nodes 22 are provided at both ends of each adjustment member, and each adjustment member is connected between the axle box 4 and the bogie frame 1 through the rubber nodes 22 . The end of the axle box 4 is connected to the bogie frame 1 through the arm node 23 , and the adjusting member is connected in parallel with the arm node 23 . A series of longitudinal positioning structures are formed by connecting the adjusting member in parallel with the boom node 23, and the longitudinal positioning stiffness of the boom node is set to a small value (for example, about 3MN/m), and through the parallel structure, the bogie has a The ability to maintain an equilibrium position, radial capability on curved tracks, also provides the safety of longitudinal positioning in the event of a hydraulic system failure.

The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included in the protection of the present invention. within the range.

Claims (10)

1. The self-guiding radial mechanism of the railway vehicle bogie is characterized by comprising a bogie frame (1), a front wheel pair assembly (2) and a rear wheel pair assembly (3) which are respectively connected with the bogie frame (1) in a matching way, axle boxes (4) which are respectively connected with two sides of the front wheel pair assembly (2) and two sides of the rear wheel pair assembly (3) in a matching way, a first adjusting piece (5) and a second adjusting piece (6) which are respectively arranged between the axle boxes (4) on two sides of the front wheel pair assembly (2) and the bogie frame (1), a third adjusting piece (7) and a fourth adjusting piece (8) which are respectively arranged between the axle boxes (4) on two sides of the rear wheel pair assembly (3) and the bogie frame (1), the arrangement directions of the first adjusting piece (5), the second adjusting piece (6), the third adjusting piece (7) and the fourth adjusting piece (8) are parallel to the central line (9) of the track;

the first adjusting piece (5) is communicated with the fourth adjusting piece (8), the second adjusting piece (6) is communicated with the third adjusting piece (7) through a cross pipeline (10), and the first adjusting piece (5) is communicated with the second adjusting piece (6), and the third adjusting piece (7) is communicated with the fourth adjusting piece (8) through a parallel pipeline (11).

2. Railway vehicle bogie self-guiding radial mechanism according to claim 1, characterized in that the first (5), second (6), third (7) and fourth (8) adjusting members each comprise a main cylinder (12), a main piston (13) arranged in the main cylinder (12), a piston cylinder (14) connected rigidly to the main piston (13) and a floating piston (15) arranged in the piston cylinder (14);

-dividing the interior of the main cylinder (12) into a first oil chamber (16) and a third oil chamber (17) by the main piston (13), with the first oil chamber (16) being located below the third oil chamber (17), -dividing the interior of the piston cylinder (14) into a gas chamber (18) and a second oil chamber (19) by the floating piston (15), with the second oil chamber (19) being located below the gas chamber (18); an orifice (20) is arranged between the first oil chamber (16) and the second oil chamber (19), and two one-way differential pressure unloading valves (21) with opposite passage directions are arranged between the first oil chamber (16) and the third oil chamber (17).

3. Railway vehicle bogie self-steering radial mechanism according to claim 2, characterised in that said main cylinder (12) is fittingly connected to said bogie frame (1) and said piston cylinder (14) is fittingly connected to said front wheel set assembly (2) or rear wheel set assembly (3);

the first oil chamber (16) of the first regulating member (5) communicates with the first oil chamber (16) of the fourth regulating member (8) by means of a cross conduit, and the first oil chamber (16) of the second regulating member (6) communicates with the first oil chamber (16) of the third regulating member (7) by means of a cross conduit (10); the third oil chamber (17) of the first adjusting part (5) is communicated with the third oil chamber (17) of the second adjusting part (6) through a parallel pipeline (11), and the third oil chamber (17) of the third adjusting part (7) is communicated with the third oil chamber (17) of the fourth adjusting part (8) through the parallel pipeline (11).

4. Railway vehicle bogie self-steering radial mechanism according to claim 3, characterised in that said throttle orifice (20) opens on the primary piston (13) and communicates the first oil chamber (16) and the second oil chamber (19) through said throttle orifice (20).

5. Railway vehicle bogie self-steering radial mechanism according to claim 3, characterised in that said throttle orifice (20) opens on the lower end side wall of the piston cylinder (14) and communicates the second oil chamber (19) with the third oil chamber (17) through said throttle orifice (20).

6. Railway vehicle bogie self-steering radial mechanism according to claim 2, characterised in that said main cylinder (12) is fittingly connected to said front wheel set assembly (2) or rear wheel set assembly (3), said piston cylinder (14) being fittingly connected to said bogie frame (1);

the third oil chamber (17) of the first adjusting part (5) is communicated with the third oil chamber (17) of the fourth adjusting part (8) through a cross pipeline (10), and the third oil chamber (17) of the second adjusting part (6) is communicated with the third oil chamber (17) of the third adjusting part (7) through the cross pipeline (10); the first oil chamber (16) of the first adjusting part (5) is connected to the first oil chamber (16) of the second adjusting part (6) via a parallel line (11), and the first oil chamber (16) of the third adjusting part (7) is connected to the first oil chamber (16) of the fourth adjusting part (8) via a parallel line (11).

7. Railway vehicle bogie self-steering radial mechanism according to claim 6, characterised in that said throttle orifice (20) opens on the lower end side wall of the piston cylinder (14) and communicates the second oil chamber (19) with the third oil chamber (17) through said throttle orifice (20).

8. Railway vehicle bogie self-steering radial mechanism according to claim 6, characterised in that the throttle orifice (20) opens onto the master piston (13) and the first oil chamber (16) and the second oil chamber (19) are connected by the throttle orifice (20).

9. Railway vehicle bogie self-steering radial mechanism according to claim 1, characterised in that each adjusting member is provided with rubber nodes (22) at both ends and is connected between the axle box (4) and the bogie frame (1) by means of the rubber nodes (22).

10. Railway vehicle bogie self-steering radial mechanism according to claim 9, characterised in that the axle box (4) end is connected to the bogie frame (1) by a jib node (23) and the adjustment piece is connected in parallel to the jib node (23).

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