Novel non-power bogie assembly of motor train unit with speed per hour of 250 km/h

Abstract

A novel non-power bogie assembly of a motor train unit with the speed per hour of 250 km / h is characterized in that each anti-yaw damper seat is provided with a single anti-yaw damper interface, and each of secondary vertical damper seats and anti-side-rolling torsion bar installation seats on the outer sides of framework side beams is of a cylinder nut structure; a bogie and a train body are connected through a connecting sleeper beam, the anti-yaw damper seats and the anti-side-rolling torsion bar installation seats are arranged on the connecting sleeper beam and connected with the sleeper beam through bolts, and train body apron plate lifting point grooves are designed in the two sides of the connecting sleeper beam; carbon dust collection cavities are formed in ground terminals, shaftend transitional covers and shaft box end front covers are attached and firmly connected, traveling speed sensors are in an ATP / LKJ mode, and each shaft end is of a four-hole installation movable plate structure. The structure of the bogie is simplified, so that application, maintenance and overhauling are convenient, component modularized design is achieved, and product applicability is improved;and through application of an EN standard and a motor train unit actual measurement load spectrum optimization structure, the reliability of key parts is improved.

Description

technical field [0001] The invention relates to a rail vehicle non-power bogie, in particular to a lightweight new type 250km / h EMU with high parts interchangeability, good manufacturing processability, convenient operation and maintenance, and meeting the performance requirements of the operation Non-powered bogies. Background technique [0002] The structure and dynamic parameters of the existing CRH380B series EMU CW400 non-power bogie are mainly designed and developed for the speed of 300-380km / h. Redundant design is considered for components such as anti-snake shock absorbers, and to meet the operation requirements of the 300km / h line , affected by the ground return device, various sensors (including anti-skid, traction, etc.) According to the data of the tracking test, the dynamic performance index of the bogie in the range of 200-250km / h has a certain gap compared with the speed of 300-350km / h. [0003] At the same time, the threaded hole structure used in the conne...

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Problems solved by technology

[0002] The structure and dynamic parameters of the existing CRH380B series EMU CW400 non-power bogie are mainly designed and developed for the speed of 300-380km / h. Redundant design is considered for components such as anti-snake shock absorbers, and to meet the operation requirements of the 300km / h line , affected by the ground return device, various sensors (including anti-skid, traction, etc.) According to the data of the tracking test, the dynamic performance index of the bogie in the range of 200-250km / h has a certain gap compared with the speed of 300-350km / h

[0003] At the same time, the threaded hole structure used in the connection between the secondary suspension components of the bogie (such as anti-roll torsion bars, secondary vertical shock absorbers, etc.)

The above reasons lead to a single frame type, and the frame is not easy to repair and maintain; moreover, the quality level of the welding seam is generally high, which increases the difficulty of process implementation and increases the welding cost.

[0004] The shaft end grounding backflow device of the existing EMU in the form of axial friction is generally an open contact backflow type without a carbon powder collection structure. The carbon powder not only pollutes the shaft end, but also easily enters the inside of the bearing, causing the grease to dry out. Shaft temperature rise

In addition, some EMU shaft end grounding backflow devices have abnormal wear of friction discs and carbon brushes, which affects the normal operation order of EMUs and increases the workload of operation and maintenance

[0005] To sum up, the overall structure of existing bogies is relatively complex, the design and manufacturing costs are relatively high, and the space occupied by external installation and bearing parts is relatively large, which is not conducive to the lightweight design of the bogie itself and the dynamics of the vehicle at a speed of 200-250km / h Improvements in performance indicators

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