CN201136508Y - Three-point Full Elastic Suspension Device of Locomotive Bogie Drive System - Google Patents

Abstract

The utility model provides a three-point full-elastic frame suspension device for a locomotive bogie drive system, which comprises a single-point suspension connected to one side of the locomotive bogie drive system, and two suspensions connected to the other side of the locomotive bogie drive system. A group of suspension components, the other ends of the single-point suspension and the two groups of suspension components are respectively formed by first elastic elements to form a three-point elastic suspension, and a transverse connection device is connected between the two groups of suspension components. Preferably, the transverse connection device is connected between the two boom seats of the two sets of suspension assemblies. The three-point full-elastic frame suspension device of the locomotive bogie drive system of the utility model can make the entire frame suspension device in the most reasonable stress state, and ensure the balanced load of the two elastic suspension points of the two groups of suspension components.

Description

Three-point Full Elastic Suspension Device of Locomotive Bogie Drive System

technical field

The utility model relates to a suspension device of a locomotive bogie drive system, in particular to a three-point full elastic suspension device of a locomotive bogie drive system.

Background technique

Railway locomotives, urban rail trains, etc. mainly include car bodies (or car underframes), running parts, coupler buffer devices, braking devices, and on-board equipment. The running part is between the car body and the track, and its function is to bear the weight of the car body and the equipment on it, transmit the traction and braking force, and guide the locomotive to run along the track. The motor gearbox drive system at the bottom of the body (or bogie frame) provides power for the bogie to travel.

At present, the suspension method of the motor gearbox drive system of the more advanced quasi-high-speed and high-speed railway locomotives in China is a three-point rigid suspension method with full suspension of the bogie. This suspension method is suitable for 140km/h～180km/h h range of operating speed. The test and calculation data show that after the locomotive running speed exceeds 140km/h, the wheel-rail lateral force will increase rapidly. Although the driving system is the primary sprung mass, it is still the secondary unsprung mass. , due to the increase of vertical and lateral dynamic loads of the wheel set caused by the uneven track and impact, the rotational moment of inertia of the bogie increases, which is extremely unfavorable to the snaking stability of the bogie when it is running at high speed, and directly affects the dynamic performance of the locomotive . Therefore, this kind of driving system three-point rigid suspension device is only applicable to quasi-high-speed locomotives.

In order to solve the aforementioned deficiencies of the bogie due to the three-point full-rigid suspension, the locomotive can further reduce the force of the wheel-rail lateral movement when the locomotive is running at high speed, improve the adaptability of the locomotive to the line and parameter changes, and improve the lateral dynamics of the locomotive. In order to ensure the excellent dynamic performance and snaking stability of the locomotive, people have developed a three-point fully elastic suspension suspension device for the drive system. For example, the patent case of China CN1817706A published on August 16, 2006 discloses a suspension technology of a three-point fully elastic suspension of a driving system. Referring to Figures 1 and 2, the three-point full elastic suspension device includes: the suspension arm 18 on the hollow shaft side of the traction motor 10 is connected to the connecting seat 26 of the bogie frame beam 28 by a suspension arm rubber joint 19; the traction motor The other side of 10 is the hanging structure, the hanging structure includes two sets of hanging components, each set of hanging components includes a suspender 15, and one end of the suspender 15 is connected with the bogie frame beam 29 by the elastic element 27 The seat 25 is elastically connected, and the other end of the suspension rod 15 is elastically connected to the suspension base 17 through the suspension rod rubber joint 16. It is directly made into a form with a hanging seat. In this way, the traction motor 10 has realized the three-point full elastic suspension on the bogie by the suspension arm 18 and two groups of suspension components, which can adapt to and effectively reduce the vibration acceleration of the bogie in multiple directions such as horizontal, vertical, and torsion. The working environment of the drive system is greatly improved, and at the same time, it has a small wheel-rail lateral force, which ensures the locomotive has good running quality, and ensures the locomotive's anti-snaking stability, running stability and excellent dynamic performance under high-speed operation . However, in the actual manufacturing process and locomotive running process, it is found that the existing three-point fully elastic suspension device still has the following deficiencies:

1. On one side of the suspension structure where the two suspension rods 15 are located, the weight of the drive system will be applied to the bogie frame 29 by two elastic elements 27 respectively, based on the high degree of freedom of movement of the elastic connection of the two suspension components In addition, the mass distribution of the drive system itself is not even. Therefore, this three-point full elastic suspension form can easily lead to unbalanced load bearing of the two sets of suspension components, especially when the locomotive is on the upper and lower When the car body tilts on a slope, the force of the two sets of suspension components will be obviously uneven. The high-position suspension components will bear most of the weight of the drive system, while the low-position suspension components will bear less force. , so that the stress state of the entire suspension device is not very reasonable, which affects the life of the suspension device of the drive system.

2. During the assembly process of connecting the three-point full-elastic suspension device of the drive system to the locomotive, the suspension arm 18 and the suspension assembly often tilt and generate assembly stress. However, the existing three-point fully elastic suspension device does not have an adjustment mechanism capable of adjusting and correcting these inclination and assembly stresses. If it is disassembled and reassembled again, it will inevitably affect the production speed of the locomotive; but if these inclination and assembly stresses are not adjusted , will also seriously affect the performance of the locomotive, causing a lot of trouble.

Three, this kind of three-point full-elastic suspension device, though can reduce lateral vibration substantially, locomotive still still exists lateral vibration to a certain degree, can not fundamentally effectively reduce lateral vibration.

Utility model content

The main purpose of the utility model is to provide a three-point full elastic frame suspension device of the locomotive bogie drive system, which can make the entire frame suspension device in the most reasonable stress state and ensure the two elastic suspension points of the two groups of suspension components. Balanced load.

The second purpose of the utility model is to provide a three-point fully elastic suspension device for the locomotive bogie drive system, which can eliminate and adjust the tilt and assembly stress of the entire suspension device due to assembly.

The third purpose of the utility model is to provide a three-point full elastic suspension device for the driving system of the locomotive bogie, which can further reduce the lateral vibration during the operation of the locomotive.

The utility model provides a three-point full-elastic frame suspension device for a locomotive bogie drive system, which includes a single-point suspension connected to one side of the locomotive bogie drive system, and two suspensions connected to the other side of the locomotive bogie drive system. A group of suspension components, the other ends of the single-point suspension and the two groups of suspension components are respectively formed by first elastic elements to form a three-point elastic suspension, and a transverse connection device is connected between the two groups of suspension components.

In a preferred embodiment, the transverse connection device is connected between the two boom seats of the two sets of suspension assemblies; of course, if the two booms and the two boom seats are respectively non-elastic Connection, it is also conceivable to connect the transverse connection device between two suspenders.

In a preferred embodiment, the transverse connection device is a rigid rod, which can increase the rigidity of the entire suspension device. Preferably, the rigid rod is detachably connected between the two suspender bases by a locking element, such as bolts and nuts, screws and similar locking elements for detachable connection. After accurately measuring the distance between the two suspension bases in advance, the rigid rod and the two suspension bases can also be non-detachable connection, for example, the non-detachable connection can be realized by welding, and the whole suspension can also be strengthened. The rigidity of the device, preferably, the rigid bar can be divided into two sections of the bar, the connecting section of the two sections of the bar is provided with a reverse thread, and the two sections of the bar are connected together by the threaded sleeve, which can be passed The length of the rigid rod is fine-tuned by turning the threaded sleeve in the middle.

In a preferred embodiment, at least one end of the rigid rod is provided with an adjustment mechanism, which can be used to adjust the inclination and assembly stress caused by assembly. Preferably, both ends of the rigid rod are reverse threaded rods, and standard rod end joint bearings are respectively screwed on the reverse threaded rods at both ends, and the connecting holes are set on the standard rod end joint bearings, by The reverse threaded rods at the two ends and the two standard rod-end joint bearings constitute the adjustment mechanisms respectively arranged at the two ends of the rigid rod.

In a preferred embodiment, a transverse shock absorber is connected between the frame of the locomotive bogie and the position on the at least one suspender seat that is different from the position connecting the rigid rod, and the transverse shock absorber is Any damping element that can reduce lateral vibration, such as lateral hydraulic shock absorber, coupling shock absorber, friction type shock absorber or air shock absorber, is not limited, not limited to the types listed, and can further reduce lateral vibration vibration.

According to the above scheme, the effect of the utility model relative to the prior art is remarkable, and has the following beneficial technical effects:

1. The utility model is provided with a transverse connection device between two groups of suspension components. The horizontal connection device is a rigid coupling body, which compensates the freedom of all-round movement of the two groups of suspension components and increases the frame of the entire drive system. The stiffness of the suspension device can make the entire suspension device of the drive system in the most reasonable stress state, and ensure the balanced load of the left and right suspension points.

2. The utility model also includes an adjustment mechanism, which can easily adjust and correct the inclination and assembly stress generated during the assembly process, improves the safety and reliability of the three-point full elastic suspension device, and ensures the drive system normal work.

3. The utility model is equipped with a lateral vibration absorber, which can specifically reduce lateral vibration and greatly reduce lateral vibration.

Description of drawings

Fig. 1 is a side view of the suspension device of the existing three-point fully elastic suspension of the drive system.

FIG. 2 is a top view of FIG. 1 .

Fig. 3 is a side view of the three-point full elastic suspension device of the drive system of the present invention.

FIG. 4 is a top view of FIG. 3 .

FIG. 5 is a left side view of FIG. 3 .

Fig. 6 is an enlarged schematic view of an embodiment of the transverse connection device in the present invention.

FIG. 7 is a top view of FIG. 6 .

Fig. 8 is an enlarged schematic view of a preferred lateral connection device of the present invention.

FIG. 9 is a top view of FIG. 8 .

Detailed ways

As shown in Figures 3, 4, and 5, the utility model provides a three-point full-elastic suspension device for a locomotive bogie drive system. Now, the drive system 2 of the locomotive bogie 1 includes a gear box 21 and a traction motor 22. example to illustrate. The three-point full-elastic suspension device 3 of the present utility model includes a single-point suspension 31 connected to one side of the traction motor 22 of the drive system 2, and a single-point suspension 31 connected to the traction motor 22 of the drive system 2 and the other side of the gear box 21. Two sets of hanging components 32.

The single-point suspension 31 adopts, for example, a motor mount 311 shown in FIGS. The housing is integrally provided with a motor mount 311; the motor mount 311 has a relatively short cantilever beam 3110, and of course the single-point suspension 31 can also use the relatively long cantilever beam in the prior art shown in Figures 1 and 2. The motor mount The free end of the cantilever beam 3110 of the seat 311 is elastically connected with the frame beam 11 of the locomotive bogie 1 through the first elastic element 41 to become a suspension point to adapt to the movement of the traction motor 22 in the three directions of transverse, longitudinal and torsion. On both sides of the single-point suspension 31, an auxiliary suspension 8 can also be respectively arranged to share the force of the suspension point; the two groups of suspension assemblies 32 respectively include boom seats 321 fixedly connected to the drive system 2 , the suspender 322 elastically connected to the suspender seat 321 by the second elastic element 42, the first elastic element 41 connected to the top end of the suspender 322, wherein the suspension assembly 32 located on one side of the traction motor 22 The boom seat 321 of the suspension arm 323 is located on the free end of a suspension arm 323, the suspension arm 323 spans the hollow shaft and is a fully welded box structure, and the boom seat 321 of the other set of suspension components 32 is on the Assembled or integrally formed on the housing of the gearbox 21, the two groups of suspension assemblies 32 are elastically connected to the other frame beam 12 of the bogie 1 through the first elastic element 41 at the top of the suspension rod 32 respectively. Constitute two suspension points, to adapt to the all-directional movement of the whole drive system 2; In this way, one elastic suspension point and two elastic suspension points constitute a three-point full elastic suspension; in the utility model, the first . The second elastic elements 41 and 42 are preferably elastic rubber joints, and of course other elements capable of achieving elastic connection can also be used, without limitation.

The improvement of the present utility model is: a transverse connecting device 5 is connected between the two groups of hanging components 32, preferably, the transverse connecting device 5 is connected to the two hanging components of the two groups of hanging components 32 between the rod seats 321 to ensure that the entire suspension device is in the most reasonable stress state, and to ensure that the two suspension points of the left and right suspension assemblies 32 bear balanced loads. As shown in Figures 4, 6, and 7, the transverse connecting device 5 is implemented as a rigid rod 50. Since the transverse connecting device 5 is a rigid coupling body, the rigidity of the suspension device of the entire drive system is increased, and the two groups can be guaranteed The balanced loading of the suspension assembly 32 ensures that the entire suspension device of the drive system 2 is in a reasonable stress state.

Preferably, the rigid rod is detachably connected between the two suspender seats 321 by a locking element 51 . Connecting ears 3211 are provided at the inner corresponding positions of the two suspender seats 321, through holes are provided on the connecting ears 3211, connecting holes 52 are provided at both ends of the rigid rod 50, and connecting ears 3211 are provided with connecting holes 52. The axes of the through holes and the connecting holes 52 are perpendicular to the axis of the rigid rod 50, and the locking elements 51 (including bolts and nuts) pass through the connecting holes 52 and the connecting ears at both ends of the rigid rod 50 The through hole of 3211 constitutes the detachable connection. Other detachable connection forms that can realize the rigid rod 50 can be adopted. For example, the two ends of the rigid rod 50 can be provided with threaded holes, and the corresponding positions on the two suspenders 321 are provided with threaded rods. Realize detachable connection; or, set the two ends of the rigid rod as threaded rods, and set threaded holes on the suspender seat 321, which can also realize detachable connection, and the drawings are no longer provided.

As a further improvement, as shown in Figures 4 and 5, at least one end of the rigid rod 50 is provided with an adjustment mechanism 6, which can adjust, correct and eliminate the inclination and assembly stress caused by assembly. In one embodiment, the rigid rod 50 is a simple beam or shaft, and the connection holes 52 are provided at both ends of the beam or shaft. At this time, the adjustment mechanism 6 can implement It is more than one adjustment pad 61 , the adjustment pad 61 can be provided with a through hole, and is fixed on at least one end of the rigid rod 50 by the locking element 51 . As shown in Figure 7, when it is necessary to adjust the axial direction of the rigid rod 50, a corresponding number of adjustment pads 61 can be placed on one side of the connecting hole 52 of the rigid rod 50 according to the required adjustment size, so that the inclination and assembly stress can be adjusted. . In the same way, when the axial length of the rigid rod 50 needs to be adjusted, the connecting hole of the rigid rod 52 can be set relatively large, and the adjusting pad is fixed on one side of the connecting hole 52 to change the connecting holes at both ends. 52 to adjust the axial length of the rigid rod 50.

In the preceding embodiments, the adjustment mechanism 6 is independent of the rigid rod 50 . In a preferred embodiment, as shown in Figures 8 and 9, the adjustment mechanism 6 is integrated with the rigid rod 50, the two ends of the rigid rod 50 are reverse threaded rods 53, and the threaded rod 53 at one end is left-handed and the threaded rod 53 at the other end is right-handed, and the reverse threaded rods 53 at both ends are provided with standard rod end joint bearings 54 respectively, and the connecting holes 52 are provided on the standard rod end joint bearings 54, The reverse threaded rod 53 at the two ends and the two standard rod end joint bearings 54 form the adjustment mechanism 6 respectively arranged at the two ends of the rigid rod 50, so that the threaded rod 53 with the opposite direction of rotation cooperates with the The standard rod end joint bearing 54 can eliminate the stress of tilting and assembly more conveniently, increase the stiffness of the suspension device of the entire driving system, improve the safety and reliability of the three-point full elastic suspension device, and ensure the most critical parts of the locomotive Normal operation of drive system 2.

Further, the reverse threaded rods 53 at both ends are respectively equipped with locknuts 55, so that after adjustment, the two locknuts 55 are pressed against the inner end surfaces 541 of the two standard rod end joint bearings 54 for locking , to ensure the locked state after adjustment, and avoid loosening due to vibration and other reasons during the operation of the locomotive; a rotating nut 56 is provided at the transition section of the two reverse threaded rods 53, which is convenient for rotating the rigid rod 50 to Make the standard rod end joint bearings 54 at both ends act in reverse direction at the same time, so as to realize quick adjustment.

As a further improvement, as shown in Figures 3, 4, and 5, in order to suppress the lateral vibration of the drive system 2, a boom seat 321, for example, between the boom seat 321 connected to the gear box 21 and the frame of the bogie 1 Install a group of transverse shock absorbers 7 between them, the position of the transverse shock absorbers 7 should be different from the position where the suspender seat 321 connects the rigid bar 50, and the transverse shock absorbers are preferably transverse hydraulic shock absorbers Of course, if the design allows, you can consider using rubber shock absorbers, friction shock absorbers or air shock absorbers and other damping components.

In the utility model, the technical scheme of all the three elastic suspension points of the drive system being suspended on the bogie frame is exemplified. Of course, the three elastic suspension points of the drive system may also have one or two Or three elastic connections are made on the undercarriage, if possible, they can even be connected to the bottom of the car body, so that part or all of the drive system can be transformed into a secondary sprung mass to further reduce vibration, and will not be described in detail.

What needs to be declared is that the utility model sets up a transverse connection device between the two sets of suspension components to make the force state of the entire three-point full-elastic suspension device in the most reasonable state, so as to ensure the balanced load of the two suspension points, However, it is foreseeable that in the process of continuous development and improvement of the three-point full elastic suspension, if other suspension arms similar to the two sets of suspension components are developed, it can also be used between the two elastic suspension arms. The use of the horizontal connecting device of the utility model to achieve the purpose of balanced load-bearing should also belong to the protection scope of the utility model.

Claims (10)

1. 3 full elastic shelfs of an engine truck drive system hang device, comprise with the engine truck drive-system and unify the single-point suspender that side is connected, two groups of suspending assemblies that are connected with engine truck drive system opposite side, the other end of described single-point suspender, two groups of suspending assemblies is made of three point elasticity framves respectively first elastic element outstanding, it is characterized in that: be connected with cross-connecting apparatus between described two groups of suspending assemblies.

2. 3 full elastic shelfs of engine truck drive system as claimed in claim 1 hang device, it is characterized in that: described two groups of suspending assemblies comprise the gooseneck bracket of captiveing joint with drive system respectively, by second elastic element and described gooseneck bracket elasticity bonded assembly suspension rod, be connected in described first elastic element on described suspension rod top; Described cross-connecting apparatus is connected between two gooseneck brackets of described two groups of suspending assemblies.

3. 3 full elastic shelfs of engine truck drive system as claimed in claim 2 hang device, and it is characterized in that: described cross-connecting apparatus is a rigid bar.

4. 3 full elastic shelfs of engine truck drive system as claimed in claim 3 hang device, it is characterized in that: described rigid bar is connected between described two gooseneck brackets by the lock member detouchable.

5. 3 full elastic shelfs of engine truck drive system as claimed in claim 4 hang device, it is characterized in that: the inboard correspondence position of described two gooseneck brackets is provided with engaging lug, described engaging lug is provided with through hole, the two ends of described rigid bar are provided with connecting bore, the axle center of described through hole and connecting bore and the axis normal of described rigid bar are passed the through hole of the connecting bore at described rigid bar two ends and each engaging lug by lock member and are constituted described removably connecting.

6. 3 full elastic shelfs of engine truck drive system as claimed in claim 5 hang device, and it is characterized in that: at least one end of described rigid bar is provided with regulating mechanism.

7. 3 full elastic shelfs of engine truck drive system as claimed in claim 6 hang device, it is characterized in that: described rigid bar is beam spare or axle part, two ends at described beam spare or axle part are provided with described connecting bore, described regulating mechanism comprises the spacer that a slice is above, described spacer is provided with through hole, and described spacer is fixed at least one end of described rigid bar by lock member.

8. 3 full elastic shelfs of engine truck drive system as claimed in claim 6 hang device, it is characterized in that: described rigid bar two ends are reverse screw rod, be respectively equipped with the standard spherical plain bearing rod end on the reverse screw rod of at both ends, on described standard spherical plain bearing rod end, described connecting bore is set, constitutes the described regulating mechanism that is located at the rigid bar two ends respectively by reverse screw rod and described two standard spherical plain bearing rod ends at described two ends.

9. 3 full elastic shelfs of engine truck drive system as claimed in claim 8 hang device, it is characterized in that: be furnished with black nut on the reverse screw rod of at both ends respectively, described two blacks nut are installed in the inner end surface of described two standard spherical plain bearing rod ends respectively; And be provided with the turn nut at the linkage section of two reverse screw rod.

10. as the outstanding device of 3 full elastic shelfs of any described engine truck drive system in the claim 2～9, it is characterized in that: described at least one gooseneck bracket is connected with lateral damper between the framework of position that differs from the described rigid bar of connection and described engine truck, described lateral damper is lateral oil pressure damper, coupling vibration damper or air-supported shock absorber; Described first, second elastic element is the elastic caoutchouc joint; In the both sides of described single-point suspender an auxiliary suspender is set respectively.

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