Single-axle bogie, rail vehicle and train marshaling structure

Abstract

The present invention discloses a single-axle bogie, a rail vehicle and a train marshaling structure, which relate to the field of rail transit technology, and include a composite material frame, wherein the composite material frame is formed of an open structure by a crossbeam and side beams connected to both ends of the crossbeam, and longitudinal active shock absorbers are respectively connected to both ends of the crossbeam; a wheelset is installed in the middle of the composite material frame, and both ends of the side beams are respectively connected to vertical shock absorbers to form a three-point support with the axle of the wheelset. The present invention achieves the purpose of reducing the weight of the single-axle bogie by adopting composite materials for integrated structural design, with light materials, simple structure and flexible vibration absorption characteristics; and on the basis of significantly reducing the weight of the single-axle bogie, the purpose of reducing the weight of a single-vehicle powered vehicle is achieved by rationally arranging the number and form of the bogies and the length of the vehicle body.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, and in particular to a single-axle bogie, a rail vehicle and a train marshaling structure. Background Art

[0002] Composite materials are currently used in a wide variety of applications in rail transit, with a large number of auxiliary applications in high-speed trains, subways, and maglev trains. However, there are few applications of lightweight bogie design based on the mechanical properties of composite materials from both material and structural perspectives. Currently, most solutions involve replacing the materials of traditional dual-axle, dual-track bogies. In terms of bogie configuration, some have used articulated bogies to reduce the number of bogies in a train set, thereby reducing the weight of the entire train set. However, this solution is equivalent to reducing the mass of one bogie for two cars, and also reduces the load-bearing capacity of one bogie. A power bogie weighs about 7 tons, while a single bogie has a load-bearing capacity of 30 tons. This solution increases the load-bearing weight and axle weight of the other bogies, increasing design difficulty and wheel-rail wear.

[0003] For example, CN114670889 A discloses a plug-in composite bogie frame, comprising an H-shaped frame core, and upper and lower outer skins that wrap around the outer surface of the frame core after assembly; the frame core comprises two main crossbeams and two connecting beams; the two main crossbeams are arranged parallel to each other and spaced apart; the two connecting beams are arranged parallel to each other and spaced apart, and are both arranged in the middle section of the main crossbeams, with each connecting beam connected to the two main crossbeams at both ends via a plug-in structure. It can be seen that this bogie frame is basically the same as the traditional metal structure, except that the metal material is replaced with composite materials. The bogie is a load-bearing structure with high load and complex operating conditions, and is subject to severe alternating loads and high and low temperature effects. However, the bogie design has many connection nodes, such as the connection between the crossbeam and the side beam, which is a stress concentration point. This design is very likely to cause structural damage and failure. This material waiting design based on the traditional metal bogie frame cannot fully utilize the advantages of composite materials and has inherent strength and safety risks.

[0004] CN110450807B discloses a single-axle bogie comprising a wheelset and axleboxes mounted at each end of the wheelset's axle. The bogie also includes a frame, a primary suspension, and a secondary suspension. The frame comprises two side beams and two end beams, and is in a U-shaped configuration. The primary suspension is located between the frame's side beams and the axleboxes, while the secondary suspension is located above the frame's side beams. The single-axle bogie also includes a longitudinally mounted anti-nodding torsion bar. A single-axle bogie for shunting locomotives was developed because shunting locomotives with four or six wheelsets do not meet the operational requirements of some customers, and existing single-axle shunting locomotives have fragmented structures, making assembly and replacement inconvenient. However, this bogie lacks a lightweight design. Furthermore, while maintaining the same axle load and load-bearing capacity, the conversion from a dual-axle bogie to two single-axle bogies increases the combined mass of the two single-axle bogies due to increased structural complexity and duplication.

[0005] CN210822266U discloses a single-axle bogie, vehicle and EMU suitable for high-speed operation. The bogie is not designed to be lightweight, and under the premise that the axle weight and load-bearing capacity remain unchanged, the double-axle bogie is changed into two single-axle bogies. Due to the increased complexity and repeatability of the structure, the sum of the masses of the two single-axle bogies will also increase. It is also unrealistic to use the single-axle bogie for a centralized power EMU. The single-vehicle vehicle is changed from the original two double-axle bogies to one single-axle bogie in this scheme, that is, the load-bearing axle is changed from the original 4 axles to 1 axle. Under the premise that the vehicle body load-bearing capacity remains unchanged, the axle weight of the single-axle becomes 4 times the original weight. According to the EMU axle weight of 17 tons, the axle weight of the single-axle bogie will reach 68 tons, which is unrealistic. Therefore, this scheme cannot achieve the lightweight purpose of reducing vehicle weight.

[0006] CN113682337 discloses a composite bogie side beam, which is still based on the design concept of a metal bogie frame for equivalent material replacement, and has a large number of installation interfaces. These openings are at the connection position, which is a weak link in the structure and destroys the continuity of the composite material fibers. Summary of the Invention

[0007] In view of the shortcomings of the existing technology, the purpose of the present invention is to provide a single-axle bogie, rail vehicle and train formation structure, which achieves the purpose of reducing the weight of the single-axle bogie by adopting composite materials for integrated structural design, with lightweight materials, simple structure and flexible vibration absorption characteristics; and on the basis of significantly reducing the weight of the single-axle bogie, the purpose of reducing the weight of single-vehicle powered vehicles is achieved by rationally arranging the number and form of bogies and the length of the vehicle body.

[0008] In order to achieve the above object, the present invention is implemented through the following technical solutions:

[0009] In a first aspect, the present invention provides a single-axle bogie comprising a composite frame, wherein the composite frame is formed into an open structure by a crossbeam and side beams connected to both ends of the crossbeam, wherein both ends of the crossbeam are respectively connected to longitudinal active shock absorbers; a wheelset is mounted in the middle of the composite frame, and both ends of the side beams are respectively connected to vertical shock absorbers to form a three-point support with the axle of the wheelset.

[0010] As a further technical solution, the side beam is a C-shaped structure, and the cross beam and the side beam are an integrated structure.

[0011] As a further technical solution, the vertical shock absorber at one end of the side beam is an air spring shock absorber, and the vertical shock absorber at the other end is a graphene rubber shock absorber.

[0012] As a further technical solution, the wheelset includes an axle and wheels mounted on both ends of the axle;

[0013] A permanent magnet direct drive motor is installed in the middle of the axle, and brake discs are symmetrically provided on both sides of the permanent magnet direct drive motor. The brake discs cooperate with brake calipers installed on the crossbeam.

[0014] As a further technical solution, one end of the longitudinal active shock absorber is connected to the crossbeam through a support, and the other end is used to cooperate with the longitudinal weight reducer mounting seat of the vehicle body chassis.

[0015] As a further technical solution, a traction pin shaft for cooperating with the vehicle body chassis is installed in the middle of the crossbeam.

[0016] In a second aspect, the present invention further provides a rail vehicle comprising a vehicle body, wherein the vehicle body underframe is mounted with the single-axle bogie.

[0017] As a further technical solution, the vehicle body underframe is equipped with a traction pin shaft mounting seat and a longitudinal weight reducer mounting seat.

[0018] In a third aspect, the present invention also provides a rail vehicle train formation structure, comprising car bodies arranged in a set vehicle model order, wherein the car bodies are equipped with at least two bogies; the car body length of each vehicle model is set according to the axle weight and the sprung mass and load in the vehicle's ready state.

[0019] As a further technical solution, the vehicle model includes:

[0020] The first type has a body length of 12 to 14 meters and is equipped with two single-axle powered bogies or a single-axle non-powered bogie;

[0021] The second type has a body length of 18 to 20 meters and is equipped with three single-axle power bogies;

[0022] The third type has a body length of 24 to 26 meters and is equipped with four single-axle bogies. The four single-axle bogies are divided into two groups and are respectively arranged at both ends of the body, or the four single-axle bogies are evenly arranged.

[0023] As a further technical solution, the vehicle model also includes a fourth vehicle model, in which double-axle bogies are installed at both ends of the vehicle body.

[0024] The beneficial effects of the present invention are as follows:

[0025] (1) The present invention adopts composite materials for integrated structural design. The materials are lightweight, the structure is simple and has flexible vibration absorption characteristics, thereby achieving the purpose of reducing the weight of the single-axle bogie. The sum of the masses of the two single-axle bogies is more than 1.8 tons lighter than the traditional double-axle bogie.

[0026] (2) The composite frame of the present invention adopts an open structure, which can give full play to the torsion resistance and flexibility of the frame to increase stability when turning curves and roads are uneven; the composite frame is equipped with a multi-stage shock absorption system, which can effectively absorb the high and low frequency vibrations of the wheel and rail; the vertical shock absorbers at both ends of the side beam and the axle in the middle form a three-point support, which can fully exert the shock absorption characteristics of the shock absorbers at both ends while also giving full play to the variable stiffness characteristics of the carbon fiber composite material.

[0027] (3) Based on the significant weight reduction of the single-axle bogie, the present invention achieves a weight reduction of 2.8 tons for a single-vehicle powered vehicle by rationally arranging the number and form of the bogies and the length of the vehicle body. Under the premise of maintaining the load per linear meter, the weight per linear meter of the vehicle is reduced, and the same passenger transport effect can be achieved with a smaller transport equipment mass, thereby achieving energy conservation, consumption reduction, and reduction of wheel-rail wear. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The accompanying drawings, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0029] Figure 1 is a side view of the present invention according to one or more embodiments;

[0030] Figure 2 is an axonometric view of the present invention according to one or more embodiments;

[0031] Figure 3 is a bottom view of the present invention according to one or more embodiments;

[0032] Figure 4 yes Figure 1 A local enlarged view of point A;

[0033] Figure 5The train marshaling structure according to one or more embodiments of the present invention;

[0034] In the figure: the distances or sizes between parts are exaggerated to show the positions of various parts, and the schematic diagram is for reference only.

[0035] 1. Longitudinal weight reducer mounting seat, 2. Longitudinal active shock absorber, 3. Composite frame, 4. Wheel, 5. Axle box, 6. Brake disc, 7. Vehicle body, 8. Air spring shock absorber, 9. Traction pin, 10. Permanent magnet direct drive motor, 11. Brake caliper, 12. Axle, 13. Traction pin mounting seat, 14. Graphene rubber shock absorber, 15. Support, 16. Crossbeam, 17. Side beam. DETAILED DESCRIPTION

[0036] Example 1:

[0037] This embodiment provides a single-axle bogie, such as Figure 1 and Figure 2 As shown, the composite material frame 3 includes a crossbeam 16 and a side beam 17. The two side beams 17 are arranged opposite to each other, and one end of the two side beams 17 is connected as a whole through the crossbeam 16 to form a composite material frame 3. Figure 3 The open structure shown in the figure can play the role of anti-torsion and flexibility of the frame in curves and uneven roads, thereby increasing stability. The entire composite material frame 3 adopts an integrated manufacturing method and has a simple structure.

[0038] In this embodiment, the composite material frame 3 is made of carbon fiber material.

[0039] The side beam 17 of this embodiment is a C-shaped structure, and its opening is downward in the installed state; specifically, Figure 1 and Figure 2 As shown, the side member 17 is composed of a middle trapezoidal section and horizontal sections at both ends of the trapezoidal section.

[0040] The composite frame 3 is equipped with a wheelset, which includes an axle 12, a wheel 4 and an axle box 5. The wheel 4 is installed on the axle box 5 through the axle 12, and the axle box 5 is arranged in the middle and lower part of the side beam 17; the entire wheelset is located in the middle of the composite frame 3 and has good stability.

[0041] like Figure 3 As shown, a permanent magnet direct drive motor 10 is installed in the middle position of the axle 12, which can effectively reduce the connection of the transmission system and improve the transmission efficiency; brake discs 6 are symmetrically provided on both sides of the permanent magnet direct drive motor 10, and the brake discs 6 cooperate with the brake calipers 11. The brake calipers 11 are installed on the inner side of the crossbeam 16, which can effectively brake the train.

[0042] Vertical shock absorbers are mounted on each end of the side beam 17. The vertical shock absorber on one end of the side beam 17 is an air spring shock absorber 8, while the vertical shock absorber on the other end is a graphene rubber shock absorber 14. These two vertical shock absorbers on the side beam 17 form a stable multi-stage shock absorption system in the vertical direction, effectively absorbing high- and low-frequency vibrations of the wheel and rail. The vertical shock absorbers at both ends of the side beam 17 and the central axle 12 form a three-point support. This not only maximizes the shock absorption properties of the shock absorbers at both ends, but also fully utilizes the variable stiffness characteristics of the composite material.

[0043] like Figure 3 As shown, a traction pin 9 is connected to the middle position of the cross beam 16, and the traction pin 9 is connected to a traction pin mounting seat 13 installed on the vehicle body chassis to transmit longitudinal force.

[0044] Each end of crossbeam 16 is connected to a longitudinal active shock absorber 2, which is an active shock absorber arranged longitudinally. One end of each longitudinal active shock absorber 2 is connected to crossbeam 16 via a support 15, and the other end is connected to a longitudinal weight reducer mounting bracket 1 mounted on the vehicle chassis. The longitudinal active shock absorber 2 adjusts the stiffness of the left and right shock absorbers when negotiating curves, achieving smooth cornering. During straight-line driving, the shock absorber increases stiffness, improving the vehicle's anti-snaking and other stability features.

[0045] The single-axle bogie of this embodiment is manufactured in an integrated manner using composite materials, without welding, and the manufacturing process is green and pollution-free. In addition, compared with the traditional double-axle bogie, the number of connections and assemblies is reduced, maintenance is simple, and a lightweight design is adopted in terms of materials and structure. The single-axle bogie is more than 0.7 tons lighter than half the mass of the traditional bogie.

[0046] Example 2:

[0047] This embodiment provides a rail vehicle, including a vehicle body 7, such as Figure 1-Figure 3 As shown, the vehicle body chassis is installed with two single-axle bogies as described in Example 1, and the single-axle bogies at both ends are respectively located at one end of the vehicle body chassis, and the open sides of the single-axle bogies face outward.

[0048] The vehicle body chassis is equipped with a traction pin shaft mounting seat 13 and a longitudinal weight reducer mounting seat 1 . The longitudinal weight reducer mounting seat 1 is connected to the longitudinal active shock absorber 2 , and the traction pin shaft mounting seat 13 is connected to the traction pin shaft 9 .

[0049] The sum of the masses of the two single-axle bogies in this embodiment is more than 1.8 tons lighter than a traditional double-axle bogie.

[0050] Example 3:

[0051] This embodiment provides a rail vehicle train formation structure, particularly suitable for subway vehicles, including car bodies arranged in a set vehicle model sequence, each car body being equipped with at least two bogies; the car body length of each car model is set according to the axle weight and the sprung mass and load of the vehicle in a ready state; the purpose of train weight reduction and flexible formation is achieved by configuring the vehicle body length and the number of bogies.

[0052] In this embodiment, a first model, a second model, a third model and a fourth model are set, wherein the first model includes model A and model B, the second model is model C, the third model includes model E and model F, and the fourth model is model D.

[0053] like Figure 5 As shown, this embodiment includes five types of vehicles, A, B, C, D, E, and F, which are arranged in the order of A, B, C, D, E, and F, with the head and tail both being model A.

[0054] Vehicle type A is equipped with two single-axle power bogies, namely the single-axle bogies described in Example 1. The vehicle length is reasonably set based on the axle weight and the sprung mass and load in the vehicle's ready state. For example, a vehicle with two conventional dual-axle bogies has a body length of 18 meters. With the single-axle bogies of this embodiment, the vehicle is equipped with two single-axle bogies. While maintaining no significant design changes to the axle weight and an unchanged passenger capacity per linear meter, the body length is adjusted to a reasonable approximately 12 meters. This allows the net load per linear meter of the axle to be reduced from the original 1.9 tons / m to 1.5 tons / m while maintaining the same passenger capacity per linear meter.

[0055] According to the above principle of keeping the axle load and passenger capacity unchanged and achieving a net load of 1.5 tons per meter, a C model with an 18-meter body length can be set up. The C model is equipped with three powered single-axle bogies, and the three single-axle bogies are located at reasonable positions at both ends and in the middle of the vehicle.

[0056] Model B uses two single-axle non-powered bogies. Compared with the single-axle powered bogie, the single-axle non-powered bogie reduces the permanent magnet direct drive motor 10. Since the non-powered bogie reduces the mass of the motor, its body length can be appropriately extended, or the body length can be kept unchanged at 12 meters, which can further increase the net load per extended meter.

[0057] Model D is a traditional double-axle bogie, configured at both ends of the vehicle body.

[0058] According to the above principle of keeping the axle load and passenger capacity unchanged and achieving a net load of 1.5 tons per meter, the E model is set. The body length of the E model is about 24 meters and is equipped with four single-axle bogies. The position configuration of the four single-axle bogies can adopt the same position configuration as the D model, distributed at reasonable positions at both ends of the body, or they can be evenly and reasonably arranged along the longitudinal length of the body, that is, the F model.

[0059] It is understandable that in other embodiments, the order of vehicle models may be changed, the number of vehicle models may be increased, or a new vehicle body and bogie configuration may be made based on the principle of maintaining the axle weight and passenger capacity unchanged and achieving a net load of 1.5 tons / m per linear meter, and the axle weight and passenger capacity may also be reasonably set.

[0060] This embodiment achieves a 2.8-ton weight reduction for a single-vehicle powered vehicle by designing a lightweight bogie frame through an integrated structural design, and on the basis of a substantial weight reduction of a single-axle bogie, by rationally arranging the number and form of bogies as well as the length of the vehicle body. This reduces the weight per linear meter of the vehicle while maintaining the load per linear meter, thereby achieving the same passenger transport effect with a smaller transport equipment mass, thereby achieving energy conservation, consumption reduction, and reduction of wheel-rail wear.

[0061] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A rail vehicle train marshaling structure, characterized in that: The vehicle body comprises a vehicle body arranged in a set vehicle model sequence, wherein the vehicle body is provided with at least two bogies; the vehicle body length of each vehicle model is set according to the axle weight and the sprung mass and load of the vehicle in a ready state; On the basis of significantly reducing the weight of the single-axle bogie, the number and form of the bogies and the length of the vehicle body are reasonably arranged to achieve the purpose of reducing the weight of the single-vehicle powered vehicle; The car body and bogie configuration is based on the principle of maintaining axle load and passenger capacity unchanged and achieving a net load of 1.5 tons per linear meter; The models include: The first type has a body length of 12~14m and is equipped with two single-axle powered bogies or a single-axle non-powered bogie; The second model has a body length of 18~20m and is equipped with three single-axle power bogies; The third type has a car body length of 24~26m and is equipped with four single-axle bogies, which are divided into two groups and arranged at both ends of the car body, or the four single-axle bogies are evenly arranged; The vehicle body underframe is equipped with a traction pin shaft mounting seat and a longitudinal weight reducer mounting seat; The single-axle bogie comprises a composite material frame, which is formed of an open structure consisting of a crossbeam and side beams connected to both ends of the crossbeam, and longitudinal active shock absorbers are respectively connected to both ends of the crossbeam; a wheelset is installed in the middle of the composite material frame, and both ends of the side beams are respectively connected to vertical shock absorbers to form a three-point support with the axle of the wheelset; The composite frame is made of carbon fiber material; The side beam is a C-shaped structure, and the cross beam and the side beam are an integrated structure; One end of the longitudinal active shock absorber is connected to the crossbeam through a support, and the other end is used to cooperate with the longitudinal shock absorber mounting seat of the vehicle body chassis; A traction pin shaft for matching with the vehicle body underframe is installed in the middle of the cross beam.

2. A rail vehicle train marshaling structure according to claim 1, characterized in that: The vehicle model also includes a fourth vehicle model, in which double-axle bogies are installed at both ends of the vehicle body.

3. A rail vehicle train marshaling structure according to claim 1, characterized in that: The vertical shock absorber at one end of the side beam is an air spring shock absorber, and the vertical shock absorber at the other end is a graphene rubber shock absorber.

4. A rail vehicle train marshaling structure according to claim 1, characterized in that: The wheelset comprises an axle and wheels mounted on both ends of the axle; A permanent magnet direct drive motor is installed in the middle of the axle, and brake discs are symmetrically arranged on both sides of the permanent magnet direct drive motor. The brake discs cooperate with brake clamps installed on the crossbeam.

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