Traction structure of railway vehicle

Abstract

The invention relates to a railway vehicle traction structure which comprises a traction body, a transverse shock absorber seat is arranged at the bottom of the traction body, the traction body is connected with a vehicle body sleeper beam through a bolt and a special-shaped nut, the special-shaped nut is provided with a tangent plane, and a preset gap exists between the tangent plane and the surface of the vehicle body sleeper beam. After the tangent plane position of the special-shaped nut and the vehicle body sleeper beam are confirmed, the traction body and the vehicle body sleeper beam are fixed through a bolt. By designing the special-shaped nut and adopting a fastening mode of a common bolt and the special-shaped nut, the problems that mounting is difficult and the reserved mounting space for the sleeper beam of the vehicle body is large are solved; the welding structure of the traction body and the transverse shock absorber base is designed, the weight of the transverse shock absorber base is reduced, and meanwhile the problem that the overall casting quality is poor is solved. By designing the weldable transverse shock absorber seat, connection with the shock absorber is changed from blind hole bolt connection to through hole bolt and nut connection, and the problem that the whole traction body is scrapped due to connection threads is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of urban rail vehicle traction structures, and in particular to a rail vehicle traction structure. Background Art

[0002] The traction structure of urban rail vehicles is the main force transmission component between the bogie and the car body. Due to the characteristics of frequent starting, steering and braking of urban rail vehicles, their traction structure is subjected to frequent and variable loads. Therefore, the reliability of structural design and manufacturing and the convenience of assembly and maintenance are the key indicators of the quality of traction structure design. How to design a highly reliable, lightweight and easy-to-maintain structure while meeting the functional requirements is the ultimate goal of urban rail vehicle design.

[0003] The traction structure of existing urban rail vehicles is as follows: Figure 1 As shown. It mainly consists of fasteners 1 connected to the vehicle, a traction body 2, and a lateral shock absorber seat 3. The vehicle body and the traction structure are fixed by connecting with ordinary bolts and nuts. The traction body and the lateral shock absorber seat adopt a casting structure. The lateral oil pressure shock absorber seat is provided with a blind hole threaded hole 4 to connect with the shock absorber.

[0004] The existing structure can realize the use function of the traction structure, but it has the following main structural disadvantages:

[0005] (1) The connection between the vehicle body and the traction structure is fixed by ordinary bolts and nuts. The bolt specification is M24, and the tightening torque is large. During installation, at least two people are required to tighten the bolt head and both ends of the nut at the same time. In addition, the installation bolts need to be connected from the top of the traction body to the bottom. The bolt length is 110mm. In this way, at least 110mm of space must be reserved on the body bolster to ensure that the bolts can be installed smoothly, and the installation space requirement is relatively large.

[0006] (2) The lateral shock absorber seat is integrally cast. In order to ensure the continuity with the manufacturing of the traction body, its weight is relatively large, currently weighing about 9.2 kg. In addition, the structure of the shock absorber seat is added to the bottom of the traction body, resulting in a structural mutation and poor casting quality assurance.

[0007] (3) The lateral shock absorber seat and the shock absorber are connected by a blind hole. Once the thread is damaged during processing or use, the entire traction body will be scrapped. Summary of the invention

[0008] Based on the technical problems raised above, the present invention comprehensively considers the reliability of product structure, the convenience of production, manufacturing and maintenance, the rationality of spatial structure design, and combines the green and environmental protection concepts advocated by current urban rail vehicles to provide a lightweight and easy-to-maintain rail vehicle traction structure using a hybrid manufacturing process.

[0009] The technical means adopted by the present invention are as follows:

[0010] A rail vehicle traction structure comprises a traction body, a lateral damper seat is arranged at the bottom of the traction body, the traction body is connected to a car body bolster by bolts and special-shaped nuts, the special-shaped nuts are provided with a cut surface, a preset gap exists between the cut surface and the car body bolster surface, after the cut surface position of the special-shaped nut is confirmed with the car body bolster, the traction body is fixed to the car body bolster by bolts.

[0011] Furthermore, the traction body and the lateral vibration damper seat are both castings, which are welded together.

[0012] Furthermore, the special-shaped nut is a nut having a cut surface after processing, and the cut surface includes a first cut surface, a second cut surface and a third cut surface. The first cut surface is a cut surface at the bottom of the bolt. The purpose of the cut surface is to avoid the arc structure of the body bolster surface when the nut is installed. The end of the second cut surface is connected to the first cut surface. The second cut surface remains parallel to the vertical plane of the body bolster and there is a preset distance between the two. The third cut surface is used to ensure that it is in the same vertical plane as the body bolster upright plate.

[0013] Furthermore, with the nut screw hole as the center line, there is a certain distance between the bottom of the first section and the bottom screw hole of the nut, and the top of the first section is connected to the second section to ensure that a distance is maintained from the vertical surface of the body bolster.

[0014] Furthermore, the specification of the first section is 18(±2)*18(±2)mm.

[0015] Furthermore, the original width of the special-shaped nut is 80-81 mm, and the distance from the center of the threaded hole of the special-shaped nut to the second section is 41-41.5 mm.

[0016] Furthermore, after the special-shaped nut is installed, the distance between the second section and the body bolster upright is between 2-6 mm.

[0017] Furthermore, the third section of the heterosexual nut is provided with an arc of 5-15 mm.

[0018] Furthermore, there are two lateral shock absorber seats, each of which includes an arc-shaped welding portion and connecting portions vertically arranged at both ends of the welding portion, and a through hole is arranged at a flush position of the connecting portion, through which the welding portion is welded to the traction body. After installation, the welding portion and the traction body are further fastened by bolts passing through the through hole and the traction body.

[0019] Compared with the prior art, the present invention has the following advantages: the present invention solves the problem of difficult installation and large reserved installation space for the body bolster by designing special-shaped nuts and adopting the fastening method of ordinary bolts and special-shaped nuts; the present invention designs a structure for welding the traction body and the lateral shock absorber seat, and the weight of a single lateral hydraulic seat is about 1.9kg, which is nearly 60% lighter than the prior art, not only reducing the weight of the lateral shock absorber seat, but also solving the problem of poor overall casting quality. By designing a weldable lateral shock absorber seat, the connection with the shock absorber is changed from blind hole bolt connection to through hole bolt nut connection, solving the problem of the entire traction body being scrapped due to the connecting thread. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0021] Figure 1 The figure is a schematic diagram of the traction structure of an urban rail vehicle in the prior art.

[0022] Figure 2 It is a schematic diagram of the traction structure of the urban rail vehicle of the present invention.

[0023] Figure 3 It is a schematic diagram of the structure of the special-shaped nut of the present invention.

[0024] Figure 4 It is a schematic diagram of the matching structure of the special-shaped nut and the vehicle body of the present invention.

[0025] Figure 5 It is a schematic diagram of the structure of the lateral vibration damper of the present invention.

[0026] In the figure: 1. fasteners connected to the vehicle body; 2. traction body; 3. lateral shock absorber seat; 4. lateral shock absorber connecting threaded hole; 5. connecting bolt; 6. special-sex nut; 7. traction body; 8. lateral shock absorber seat. DETAILED DESCRIPTION

[0027] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0028] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0029] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit exemplary embodiments according to the present invention. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprising" and / or "including" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0030] Unless otherwise specifically stated, the relative arrangement of the parts and steps described in these embodiments, the numerical expressions and numerical values ​​do not limit the scope of the present invention. At the same time, it should be clear that, for ease of description, the sizes of the various parts shown in the drawings are not drawn according to the actual proportional relationship. The technology, methods and equipment known to ordinary technicians in the relevant field may not be discussed in detail, but in appropriate cases, the technology, methods and equipment should be regarded as part of the authorization specification. In all examples shown and discussed here, any specific value should be interpreted as merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar numbers and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further discussed in subsequent drawings.

[0031] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the device or element referred to must have a specific direction or be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of the present invention: the directional words "inside and outside" refer to the inside and outside relative to the contours of each component itself.

[0032] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below their position devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0033] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of the present invention.

[0034] like Figures 2 to 5 As shown, the embodiment of the present invention discloses a rail vehicle traction structure, including a traction body 7, a lateral shock absorber seat 8 is arranged at the bottom of the traction body, the traction body is connected to the body bolster through bolts 5 and special-shaped nuts 6 to achieve force transmission between the traction structure and the body, the special-shaped nut is provided with a section, there is a preset gap between the section and the body bolster surface, after the section position of the special-shaped nut is confirmed with the body bolster, the traction body and the body bolster are fixed by bolts. The traction body and the lateral shock absorber seat are both castings, which are welded together by welding to meet the requirements of the shock absorber installation interface.

[0035] During the fastening and installation process, the nut can prevent rotation, solving the problem of difficult bolt installation. At the same time, through the design of the nut, the bolt can be installed from the bottom of the traction body upward, reducing the space requirement for the body bolster.

[0036] The special-shaped nut is a nut having cut surfaces after processing, and the cut surfaces include a first cut surface, a second cut surface and a third cut surface. The first cut surface is a cut surface at the bottom of the bolt. The purpose of the cut surface is to avoid the arc structure of the body bolster surface when the nut is installed. The end of the second cut surface is connected to the first cut surface. The second cut surface remains parallel to the vertical plane of the body bolster and there is a preset distance between the two. The third cut surface is used to ensure that it is in the same vertical plane as the body bolster upright plate.

[0037] With the nut screw hole as the center line, there is a certain distance between the bottom of the first section and the bottom screw hole of the nut, and the top of the first section is connected to the second section to ensure that it maintains a certain distance from the vertical surface of the body bolster.

[0038] The specification of the first section is 18(±2)*18(±2)mm.

[0039] The original width of the special-shaped nut is 80-81 mm, and the distance from the center of the threaded hole of the special-shaped nut to the second section is 41-41.5 mm.

[0040] After the special-shaped nut is installed, the distance between the second section and the body bolster upright plate is between 2-6 mm. In this embodiment, the distance between the third section and the body bolster upright plate is between 4-8 mm.

[0041] The third section of the heterosexual nut is provided with an arc of 5-15 mm.

[0042] There are two lateral shock absorber seats, and the lateral shock absorber seats include arc-shaped welding parts and connecting parts vertically arranged at both ends of the welding parts. The connecting parts are provided with through holes at flush positions, and the welding parts are welded to the traction body. After installation, the welding parts and the traction body are further fastened by bolts passing through the through holes and the traction body. In this embodiment, the welding part is arc-shaped, and the inner side thereof is the welding part with the traction body. The welding part is provided with two kinds of grooves, and the two grooves are in opposite directions, and together complete the assembly welding with the traction body. By designing a weldable lateral shock absorber seat, not only the weight of the structure is reduced, but also the problem of poor overall casting quality is solved, and the manufacturing quality of the product is better guaranteed. Specifically, the weight of a single lateral shock absorber seat of the present invention is 1.9kg, and the traction structure requires two lateral shock absorber seats, totaling 3.8kg, which is nearly 60% lighter than the old structure of 9.2kg. The lateral shock absorber seat is welded to the traction body through a welding part, which solves the problem of poor quality of the connection between the lateral shock absorber seat and the traction body during integral casting. At the same time, the welded lateral shock absorber seat can be designed into a through-hole structure in conjunction with the shock absorber, which solves the problem of the entire traction body being scrapped due to the connecting thread.

[0043] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A rail vehicle traction structure, characterized in that: It includes a traction body, at the bottom of which a lateral shock absorber seat is arranged, the traction body is connected to the body bolster through bolts and special-shaped nuts, the special-shaped nuts are provided with a section, and there is a preset gap between the section and the body bolster surface, after the section position of the special-shaped nut is confirmed with the body bolster, the traction body and the body bolster are fixed by bolts.

2. The rail vehicle traction structure according to claim 1, characterized in that: The traction body and the lateral vibration damper seat are both castings, which are welded together.

3. The rail vehicle traction structure according to claim 1, characterized in that: The special-shaped nut is a nut having cut surfaces after processing, and the cut surfaces include a first cut surface, a second cut surface and a third cut surface. The first cut surface is a cut surface at the bottom of the bolt. The purpose of the cut surface is to avoid the arc structure of the body bolster surface when the nut is installed. The end of the second cut surface is connected to the first cut surface. The second cut surface remains parallel to the vertical plane of the body bolster and there is a preset distance between the two. The third cut surface is used to ensure that it is in the same vertical plane as the body bolster upright plate.

4. The rail vehicle traction structure according to claim 1, characterized in that: With the nut screw hole as the center line, there is a certain distance between the bottom of the first section and the bottom screw hole of the nut, and the top of the first section is connected to the second section to ensure that it maintains a certain distance from the vertical surface of the body bolster.

5. The rail vehicle traction structure according to claim 1, characterized in that: The specification of the first section is 18(±2)*18(±2)mm.

6. The rail vehicle traction structure according to claim 1, characterized in that: The original width of the special-shaped nut is 80-81 mm, and the distance from the center of the threaded hole of the special-shaped nut to the second section is 41-41.5 mm.

7. The rail vehicle traction structure according to claim 1, characterized in that: After the special-shaped nut is installed, the distance between the second section and the body pillow beam upright plate is between 2-6mm.

8. The rail vehicle traction structure according to claim 1, characterized in that: The third section of the heterosexual nut is provided with an arc of 5-15 mm.

9. The rail vehicle traction structure according to claim 1, characterized in that: There are two lateral shock absorber seats, each of which includes an arc-shaped welding portion and connecting portions vertically arranged at both ends of the welding portion. A through hole is arranged at a flush position of the connecting portion, and the welding portion is welded to the traction body. After installation, the welding portion and the traction body are further fastened by bolts passing through the through hole and the traction body.

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