Axle box built-in subway bogie based on flexible interconnection framework and upper swing bolster

Abstract

The invention discloses an axle box built-in subway bogie based on a flexible interconnection framework and an upper swing bolster, and belongs to the field of railway vehicle power bogie devices. The flexible interconnection frame comprises a wheel set device composed of wheels and axles, a horizontal and longitudinal integrated flexible interconnection frame, four annular vibration reduction axle boxes, an easy-to-withdraw shaft type gearbox, a side beam single-point suspension type motor, an integrated vibration reduction type swing bolster and a secondary suspension system. The damping requirement for the whole framework is greatly reduced, and the effects of reducing the number of parts, reducing the failure rate, releasing the layout space of a motor and a gearbox and releasing the maintenance operation allowance are achieved; on the premise of ensuring the mounting position and the vibration reduction index of the primary suspension axle box device, the transverse width size and the turning radius of the whole bogie are effectively reduced, the curve passing capacity of the bogie is further improved, and the annular vibration reduction axle box is convenient to mount, dismount and maintain; and after four fastening bolts are respectively dismounted, the side beam single-point suspension type motor can be directly and independently dismounted from the lower part of the vehicle body through the maintenance trench.

Description

technical field [0001] The invention belongs to the field of rail vehicle power bogie devices, and in particular relates to an axle box built-in subway bogie based on a flexible interconnection frame and an upper bolster. Background technique [0002] The design of rail train bogies not only needs to comprehensively consider the structural strength and flexibility of the main body of the load-bearing frame, the effect of various auxiliary vibration-damping components such as anti-snake dampers, and the installation method of the braking mechanism. According to the requirements of different models, according to the train’s theoretical speed, bearing load, minimum curve curvature and wind, snow and flying rocks and other road conditions, comprehensively design the suspension mode of the power bogie motor, the placement position of the axle box on the wheel axle, the motor and its There are many factors such as the layout space of the gearbox, the structural form and layout spa...

AI Technical Summary

Problems solved by technology

However, the layout position of the motor hanger t and the gear box hanger u of this installation method that relies on the integral beam body g or the well-shaped beam body h and is completely rigidly connected with the motor hanger t and the gear box hanger u And welding manufacturing process not only puts forward higher requirements on the structural strength and symmetry accuracy of the beam body, but also occupies most of the space inside the conventional frame, resulting in the lack of sufficient axle box layout space inside the existing bogie. As a result, the typical primary suspension device can only be arranged at the two ends of the axle, which not only increases the risk of damage to the axle box, but also increases the overall structural size and turning radius of the bogie, which is not conducive to the improvement of its minimum curve passing capacity. And because the lifting lugs of the casing of the traction motor r are non-removable rigid structures, it interferes with the frame and the gearbox structure and blocks each other, so that the traction motor r cannot be removed from the bottom of the car body directly through the maintenance ditch, but must be used on a truck Only by separating the compartment above the frame from the frame can the traction motor r be withdrawn from the frame, which greatly increases the difficulty of motor maintenance and replacement

At the same time, the rigid connection of the motor hanger t and the gearbox hanger u also leads to the lack of sufficient vibration reduction protection system for the traction motor r and the gearbox s, which in turn makes the auxiliary structures such as the anti-snake shock absorber and the anti-rolling torsion bar n Installation becomes an indispensable and necessary supplement

[0008] In addition, different train design speed requirements or different side beam structures will also have a great impact on the layout space and structural form of the primary suspension device and secondary suspension device, as well as the motor and gearbox, often resulting in the old primary suspension. The layout scheme of the suspension device or the secondary suspension device cannot meet the requirements of the installation position and the vibration reduction index, so it is necessary to overthrow the old reference scheme and make a design improvement with a new concept

[0009] like Figure 7 to Figure 9 As shown, the existing large gear s-2 installed inside the shell s-1 of the snap-fit ​​and spliced ​​gearbox is directly press-fitted with the bearing outer ring s-3-2 on the large gear bearing s-3 to form a coaxial fixed connection Interference fit, the gear box installation shaft section d-1 on the axle d is directly press-fitted with the large gear bearing inner ring s-3-1 on the large gear bearing s-3 to form a coaxial fixed interference fit, the process The coaxial fixed connection form of the interference fit makes the gearbox installation shaft section d-1, the gearbox bearing s-3 and the large gear s-2 become an inseparable whole, and, due to the snap-fit ​​spliced ​​gearbox shell s- 1 has low structural strength, and it cannot be directly used as the focus point of the withdrawal baffle on the wheel shaft withdrawal press. Moreover, the bearing inner ring of the existing large gear bearing s-3 is too narrow, resulting in that even if the wheel shaft withdrawal pressure The on-board unloading baffle is refitted into a multi-jaw chuck and inserted into the gear box through the axle through hole on the axial side wall of the gear box. However, due to the lack of sufficient radial force points, it is still impossible to reliably clamp the large The inner ring s-3-1 of the gear bearing implements the radial withdrawal blocking force, so that the withdrawal of the axle cannot be directly implemented, and then when the subsequent maintenance of the axle d or the large gear s-2 must be buckled and spliced The gearbox casing s-1 is the first to release the original splicing and fastening state, and the axle d, the large gear s-2 and the large gear bearing s-3 that are coaxially fixed with it are removed from the frame as a whole. Then transfer to the axle unloading press to complete the unloading and replacement operation

The process of this method is cumbersome, time-consuming and labor-intensive, and it is impossible to remove and replace the axle d independently without removing the large gear s-2 from the snap-fit ​​spliced ​​gearbox casing s-1, and it is also impossible to maintain the buckle. Under the premise that the shell s-1 of the spliced ​​gearbox is in the fastened state, pull out the axle d separately and directly repair the large gear s-2 in the shell s-1 of the gearbox from the hole left after the axle d is removed. and lubrication maintenance

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