A type of primary rubber spring for subway vehicles

Abstract

The present invention discloses a first-order rubber spring for subway vehicles: a first-order rubber spring composed of an inner tube, a rubber body and an outer sleeve is used, so that a frame can be installed on an axle box in a hanging manner to reduce the height of the frame and the floor of a carriage. At the same time, the frame can adopt a straight square steel pipe or an I-beam, which simplifies the frame structure and reduces the cost. The rubber body has an arc-shaped free surface, so that the first-order rubber spring has a vertical variable stiffness to meet the vibration reduction requirements of subway vehicles.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and in particular to a series rubber spring for a subway vehicle. Background Art

[0002] The primary spring in the bogie of a rail transit vehicle is usually a helical compression spring, which is installed in the axle box. The frame of the bogie is pressed on the helical compression spring, and the frame installation position is higher than the axle box position.

[0003] Since the floor height of subway vehicles is lower than that of general rail transit vehicles, it is required to reduce the height of the bogie frame. If the primary spring still uses the commonly used helical compression spring, the height of the intermediate axle box of the bogie frame needs to be reduced, and the frame needs to adopt a flying wing structure with high ends and low middle. Such a frame structure is complex and has high manufacturing costs.

[0004] In addition, in order to improve the comfort of passengers, it is necessary to reduce the vertical stiffness of subway vehicles. Since the vertical descent height of subway vehicles is limited, the primary springs of subway vehicles are required to have variable stiffness performance. Therefore, it is necessary to improve the primary springs of subway vehicles to reduce the height of the subway vehicle bogie frame, simplify the structure of the frame, and make the primary springs have variable stiffness performance.

[0005] After patent search, the following patents are related to this application:

[0006] 1. The Chinese invention patent with application number "201810103421.5", application date "2018.02.01", publication number "CN108099937A", publication date "2018.06.01", name "A subway track engineering vehicle electric transmission bogie frame", and applicant "Zhuzhou Times Electronic Technology Co., Ltd.", discloses a subway track engineering vehicle electric transmission bogie frame, the bogie frame adopts an H-shaped integral welded structure, and includes: two side beams parallel to the vehicle running direction and arranged oppositely; at least two cross beams fixedly connected between the two side beams, and the ends of which pass through the side beams; an axle box joint mounting seat, a spring seat, a lifting seat and a rubber spring mounting seat arranged on the side beams; a lateral shock absorber mounting seat, a gear box and a lateral stop mounting seat, a motor mounting seat, a brake pipe support, a unit brake mounting seat, a longitudinal beam and a traction lifting stop arranged on the cross beam. The axle box spring 35 in the patent adopts a helical compression spring, and the side beam 1 adopts a complex flying wing structure.

[0007] 2. The Chinese invention patent with application number "201811044001.0", application date "2018.09.07", publication number "CN109109896A", publication date "2019.01.01", name "A new bogie for subway engineering vehicles", and applicant "CRRC Shandong Locomotive and Rolling Stock Co., Ltd.", discloses a new bogie for subway engineering vehicles, including a frame component, a wheelset component, a suspension vibration reduction system, an axle box assembly and a brake shoe braking device, wherein: the frame component includes a side beam and a cross beam; the suspension vibration reduction system includes a Linol shock absorber and a vertical hydraulic shock absorber; the axle box assembly includes a front cover, an axle box component and a bearing; the wheelset component includes an axle and a wheel; the brake shoe braking device includes a brake rod, a fixed lever, a movable lever and a brake beam. The first series spring in the patent is composed of an inner circle spring 16 and an outer circle spring 17, and its frame 1 also adopts a complex flying wing structure.

[0008] 3. The Chinese invention patent with application number "202010180607.8", application date "2020.03.16", publication number "CN111301472A", publication date "2020.06.19", name "A subway bogie", applicant "Zou Yuan", this invention patent relates to the field of rail transit technology, and discloses a subway bogie, including two frames, the middle part of the two frames close to the surface is threadedly installed with a mounting cross plate, the middle part of the two frames is penetrated and fixedly sleeved with two connecting cross beams, and the connecting cross beam is located between the two frames. A reinforcing crossbeam is fixedly installed at the bottom of the beam, a first-order suspension structure is fixedly installed on the bottom surface of the pad, the first-order suspension structure includes an outer sleeve, a rubber spring is movably sleeved inside the outer sleeve, an inner sleeve is movably sleeved inside the rubber spring, a second-order suspension structure is fixedly installed in the middle of the top surface of the frame, a wheel pair is movably installed between the bases corresponding to the two frames, a braking safety half wheel is symmetrically installed on the front and back of the reinforcing crossbeam, the design of the crossbeam and the braking safety half wheel can increase the bearing capacity of the bogie, and the design of the first-order suspension system ensures normal operation. The first-order spring in the patent includes a first-order suspension structure 7 and an auxiliary shock-absorbing spring 12, wherein the rubber spring 72 and the auxiliary shock-absorbing spring 12 are both coil springs, and the frame 1 also adopts a complex flying wing structure. Summary of the invention

[0009] The technical problem to be solved by the present invention is to provide a first-class rubber spring for subway vehicles in view of the defects existing in the prior art.

[0010] In order to solve the above technical problems, the technical solution adopted by the present invention is: a first-order rubber spring for subway vehicles. The first-order rubber spring is mushroom-shaped, including a cylindrical base, an arc-shaped top cover is arranged at one end of the base, and an axial hole is arranged along the central axis of the top cover and the base. This first-order rubber spring has a small structure size and light weight, and has an axial hole through which a hanger rod for installing a frame can pass, so that the frame can be installed on the axle box in a hanging manner to reduce the height of the frame and the car floor. At the same time, the frame can adopt a straight square steel pipe or I-beam, which simplifies the frame structure and reduces the cost.

[0011] Furthermore, it is composed of an inner cylinder, a rubber body and an outer sleeve. The inner cylinder is tubular, and the outer sleeve includes: a tubular cylinder and a disc-shaped cylinder cover arranged at one end of the cylinder. The inner cylinder is coaxially arranged in the outer sleeve, and the rubber body is filled between the inner cylinder and the outer sleeve. The part of the rubber body on the cylinder cover is an arc-shaped free surface 1, and the other end of the rubber body is a free surface 2. The rubber body is wrapped with the inner cylinder and the outer sleeve to control the vertical stiffness and radial stiffness of the first series of rubber springs to meet the stiffness requirements of the first series of rubber springs. Since one end of the rubber body has a large arc-shaped free surface 1, when the load is small, the stress of the rubber body is small, but the strain is large, and it has a low stiffness to provide flexible vertical performance; as the load increases, the contact area between the pressure cap and the arc-shaped free surface 1 increases, and the pressure required to compress the first series of rubber springs becomes larger and larger, so that the first series of rubber springs have an increasingly large vertical stiffness and variable stiffness performance to meet the vibration reduction requirements of subway vehicles.

[0012] Furthermore, the inner cylinder and the outer sleeve are made of metal material or hard polymer material, and the rubber body is integrally formed with the inner cylinder and the outer sleeve by vulcanization, so that the inner cylinder and the outer sleeve are firmly combined with the rubber body, thereby improving the reliability and service life of the first series rubber spring.

[0013] Furthermore, the free surface 1 is a spherical surface, the curvature radius of the free surface 1 is in the range of 50 to 400 mm, and the ratio of the outer diameter of the free surface 1 to the inner hole diameter of the rubber body is in the range of 1.5 to 3 times. By adjusting the curvature radius of the free surface 1 and the outer diameter of the free surface 1 and the inner hole diameter of the rubber body, the vertical stiffness and radial stiffness that meet the vibration reduction requirements of the subway vehicle can be obtained.

[0014] Furthermore, the free surface 1 is connected to the inner cylinder through an arc groove 1, the curvature radius of the arc groove 1 is within the range of 5 to 15 mm, and the center angle of the arc groove 1 is within the range of 120° to 180°. By providing the arc groove 1, stress concentration at the connection between the free surface 1 and the inner cylinder can be reduced or avoided, and cracking and separation at the connection between the rubber body and the inner cylinder can be prevented.

[0015] Furthermore, a cylindrical adhesion layer is provided at the connection between the second free surface and the outer sleeve to increase the contact area and adhesion between the rubber body and the outer sleeve.

[0016] Furthermore, the thickness of the adhesive layer is within the range of 1 to 3 mm, and the height of the adhesive layer is within the range of 5 to 10 mm. Such an adhesive layer can both increase the adhesion between the rubber body and the outer jacket and reduce the rubber raw materials.

[0017] Furthermore, the second free surface is connected to the adhesive layer through the second arc groove, the curvature radius of the second arc groove is in the range of 10 to 20 mm, and the center angle of the second arc groove is in the range of 120° to 180°. By providing the second arc groove, stress concentration at the connection between the second free surface and the adhesive layer can be reduced or avoided, thereby preventing the rubber body from cracking.

[0018] Furthermore, the free surface 2 is connected to the inner cylinder through the arc groove 3, the curvature radius of the arc groove 3 is within the range of 5 to 15 mm, and the central angle of the arc groove 3 is within the range of 120° to 180°. By providing the arc groove 3, stress concentration at the connection between the free surface 2 and the inner cylinder can be reduced or avoided, and cracking and separation at the connection between the rubber body and the inner cylinder can be prevented.

[0019] Furthermore, a plurality of bolt holes are arranged on the cylinder cover, and a cylindrical surface is arranged on the rubber body at positions corresponding to the bolt holes, so that a series of rubber springs can be installed on the axle box by bolts.

[0020] The beneficial effects of the present invention are as follows: the first-order rubber spring composed of an inner tube, a rubber body and an outer sleeve is used, so that the frame can be installed on the axle box in a hanging manner to reduce the height of the frame and the car floor. At the same time, the frame can use a straight square steel pipe or an I-beam, which simplifies the frame structure and reduces the cost. The rubber body has an arc-shaped free surface, so that the first-order rubber spring has a vertical variable stiffness to meet the vibration reduction requirements of subway vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a schematic diagram of the three-dimensional structure of the bogie in the prior art.

[0022] Figure 2 It is a front view schematic diagram of a bogie in the prior art.

[0023] Figure 3 is a schematic diagram of a three-dimensional structure of an embodiment of the present invention,

[0024] Figure 4 It is a top view schematic diagram of an embodiment of the present invention,

[0025] Figure 5 for Figure 4 A-A cross-sectional view,

[0026] Figure 6 for Figure 5 The enlarged schematic diagram of the part in B is shown in the figure.

[0027] Figure 7 for Figure 4The enlarged schematic diagram of the part C in the middle.

[0028] Figure 8 This is a schematic diagram of an embodiment of the present invention installed on a bogie,

[0029] Fig. 9 This is a compressed schematic diagram of an embodiment of the present invention.

[0030] Fig.10 This is a stiffness curve diagram of an embodiment of the present invention.

[0031] In the figure: 1—a series of rubber springs, 11—inner cylinder, 12—rubber body, H1—rubber body thickness, H2—free surface one height, D1—rubber body inner hole diameter, D2—free surface one outer diameter, 121—arc groove one, α—arc groove one central angle, 122—free surface one, R122—free surface one curvature radius, 123—adhesion layer, d—adhesion layer thickness, h—adhesion layer height, 124—arc groove two, R124—free surface two curvature radius, β— The second central angle of the arc groove, 125—the second free surface, 126—the third arc groove, R126—the third radius of curvature of the free surface, φ—the third central angle of the arc groove, 127—the cylindrical surface, 13—the outer sleeve, 131—the cylinder body, 132—the cylinder cover, R132—the radius of curvature of the cylinder cover fillet, 133—the wearing layer, 134—the bolt hole, γ—the central angle of the bolt hole; 2—the pressure cover; 3—the nut; 4—the axle box; 5—the axle; 6—the wheel; 7—the suspension rod; 8—the frame; F—the pressure. DETAILED DESCRIPTION

[0032] The present invention will be further described below through specific embodiments and in conjunction with the accompanying drawings:

[0033] like Figure 1 and 2 As shown: The primary springs in the bogies of rail transit vehicles are usually spiral compression springs, which are installed in the axle box. The bogie frame is pressed on the spiral compression springs, and the frame installation position is higher than the axle box. The installation position of this frame using spiral compression springs is relatively high, resulting in a relatively high floor of the carriage. In order to reduce the height of the carriage floor, the frame is usually designed as a flying wing structure with high ends and low in the middle. Such a frame structure is complex and has high manufacturing costs.

[0034] The primary springs of subway vehicles are required to have low vertical stiffness and certain radial stiffness. However, the axial stiffness of helical compression springs is large, but the radial stiffness is small, so helical compression springs cannot meet the performance requirements of primary springs of subway vehicles.

[0035] In addition, the height of the helical compression spring is relatively high, while the height of the floor of the subway vehicle is lower than that of the general rail transit vehicle, so it is necessary to improve the primary spring of the subway vehicle to reduce the height of the subway vehicle bogie frame and simplify the structure of the frame; at the same time, in order to improve the comfort of passengers, the primary spring should also have variable stiffness performance.

[0036] like Figures 3 to 5 As shown: The first series rubber spring of the present invention is mushroom-shaped, including a cylindrical base, an arc-shaped top cover is arranged at one end of the base, and an axial hole is arranged along the central axis of the top cover and the base. The first series rubber spring is composed of an inner cylinder 11, a rubber body 12 and an outer sleeve 13. The inner cylinder 11 is tubular, and the outer sleeve 13 includes a tubular cylinder 131 and a disc-shaped cylinder cover 132 arranged at one end of the cylinder 131. The disc-shaped cylinder cover 132 and the cylinder 131 are provided with a cylinder cover fillet with a cylinder cover fillet curvature radius R132. The inner cylinder 11 is coaxially arranged in the outer sleeve 13, and the rubber body 12 is filled between the inner cylinder 11 and the outer sleeve 13. The inner cylinder 11 and the outer sleeve 13 are made of metal materials or hard polymer materials, and the rubber body 12 is integrally formed with the inner cylinder 11 and the outer sleeve 13 by vulcanization. The part of one end of the rubber body 12 on the cylinder cover 132 is an arc-shaped free surface 122. The other end of the rubber body 12 is a conical free surface 125 .

[0037] like Figure 6 As shown: the free surface 122 is a spherical surface, the curvature radius R122 of the free surface is in the range of 50 to 400 mm, and the ratio of the outer diameter D2 of the free surface to the inner hole diameter D1 of the rubber body is in the range of 1.5 to 3 times.

[0038] The stiffness of the rubber spring of the present invention is as follows: Fig.10 As shown: by adjusting the ratio of the free surface curvature radius R122 and the free surface outer diameter D2 to the rubber body inner hole diameter D1, the vertical stiffness and radial stiffness of the rubber spring 1 can be changed, and the spring has variable stiffness performance to obtain the vertical stiffness and radial stiffness required for subway vehicle vibration reduction.

[0039] The free surface 122 is connected to the inner cylinder 11 through the arc groove 121, the curvature radius R121 of the arc groove 1 is in the range of 5 to 15 mm, and the center angle α of the arc groove 1 is in the range of 120° to 180°. According to the test, the provision of the arc groove 1 can reduce or avoid the stress concentration generated at the connection between the free surface 122 and the inner cylinder 11 (as shown in Appendix 1), and prevent the connection between the rubber body 12 and the inner cylinder 11 from cracking and separation.

[0040] Schedule 1

[0041]

[0042] A plurality of bolt holes 134 are arranged on the cylinder cover 132, and a cylindrical surface 127 is arranged on the rubber body 12 at positions corresponding to the bolt holes 134. The primary rubber spring 1 is installed on the axle box 4 by bolts. When the bolt holes 134 are evenly distributed, the central angles γ of all the bolt holes are the same, and the installation of the primary rubber spring 1 has no directionality, and the installation efficiency is high; when the central angles γ of adjacent bolt holes are different, the installation orientation of the primary rubber spring 1 can be set, so that the primary rubber spring 1 with different radial stiffness can be installed toward a predetermined orientation, so as to control the longitudinal and transverse stiffness of the primary rubber spring 1 on the track, and meet the different longitudinal and transverse stiffness requirements of the subway vehicle on the track.

[0043] A wear layer 133 is provided on the lower surface of the cylinder cover 132 , and the wear layer 133 is in contact with the axle box 4 to protect the cylinder cover 132 from being worn.

[0044] like Figure 7 As shown: a cylindrical adhesion layer 123 is provided at the connection between the free surface 2 125 and the outer sleeve 13 to increase the contact area and adhesion between the rubber body 12 and the outer sleeve 13.

[0045] The thickness d of the adhesive layer is in the range of 1 to 3 mm, and the height h of the adhesive layer is in the range of 5 to 10 mm. Such an adhesive layer 123 can both increase the adhesion between the rubber body 12 and the outer cover 13 and reduce the rubber raw materials.

[0046] The second free surface 125 is connected to the adhesion layer 123 through the second arc groove 124. The curvature radius R124 of the second arc groove is in the range of 10 to 20 mm, and the center angle β of the second arc groove is in the range of 120° to 180°. By providing the second arc groove, stress concentration at the connection between the second free surface 125 and the adhesion layer 123 can be reduced or avoided, thereby preventing the rubber body 12 from cracking.

[0047] The free surface 2 125 is connected to the inner cylinder 11 through the arc groove 3 126. The curvature radius R126 of the arc groove 3 is in the range of 5 to 15 mm, and the central angle φ of the arc groove 3 is in the range of 120° to 180°. By providing the arc groove 3 126, stress concentration at the connection between the free surface 2 125 and the inner cylinder 11 can be reduced or avoided, and cracking and separation at the connection between the rubber body 12 and the inner cylinder 11 can be prevented.

[0048] The installation method of the first series rubber spring of this application is as follows Figures 8 to 9As shown: two primary rubber springs 1 are placed in the spring holes of the axle box 4 on both sides of the axle 5, and the suspension rod 7 passes through the frame 8 and the axle holes of the primary rubber spring 1 from bottom to top, and then the gland 2 is covered and the nut 3 is tightened, so that the frame 8 is hung under the axle box 4. This hanging installation method can reduce the height of the frame 8 and the floor of the subway car, making it easier for passengers to get on and off the car. In addition, straight square steel pipes or I-beams can be used, which simplifies the frame structure and reduces costs.

[0049] Due to the arc-shaped free surface 122 at the upper end of the primary rubber spring 1, only a small part of the free surface 122 contacts the gland 2 when the load is small. At this time, the rubber body 12 has a lower stiffness but a larger strain to provide flexible low vertical stiffness; as the load increases, the contact area between the gland 2 and the arc-shaped free surface 122 increases, and the pressure required to compress the primary rubber spring 1 becomes larger and larger, so that the primary rubber spring 1 has an increasingly larger vertical stiffness. This makes the primary rubber spring 1 have variable stiffness performance to meet the vibration reduction requirements of subway vehicles.

[0050] As the primary rubber spring 1 is compressed, the inner tube 11 produces a vertical displacement relative to the outer tube 13. At this time, the free surface 122 at the upper end of the rubber body 12 is compressed and bulges toward the periphery, and the free surface 2 125 at the lower end produces elastic deformation. Since the arc groove 2 124 and the arc groove 3 126 increase the area of ​​the free surface 2 125, when the free surface 2 125 is stretched, the arc groove 2 124 and the arc groove 3 126 can be straightened to reduce the strain of the free surface 2 125, thereby reducing the stress on the free surface 2 125. In particular, it can reduce the stress concentration at the connection between the rubber body 12 and the inner tube 11 and the outer tube 13, and avoid the rubber body 12 from cracking and separating from the inner tube 11 and the outer tube 13. It can greatly improve the reliability of the primary rubber spring 1 and extend the service life of the primary rubber spring 1.

[0051] In summary, the beneficial effects of the present invention are as follows: the first-order rubber spring composed of an inner tube, a rubber body and an outer sleeve is used, so that the frame can be installed on the axle box in a hanging manner to reduce the height of the frame and the car floor. At the same time, the frame can use a straight square steel pipe or I-beam, which simplifies the frame structure and reduces the cost. The rubber body has an arc-shaped free surface, so that the first-order rubber spring has a vertical variable stiffness to meet the vibration reduction requirements of subway vehicles.

[0052] The above embodiments are only used to illustrate the present invention, rather than to limit the present invention. Technicians in the relevant technical field may make various changes or modifications without departing from the spirit and scope of the present invention. Therefore, all equivalent technical solutions should also fall within the protection scope of the present invention, and the protection scope of the present invention should be defined by the claims.

Claims

1. A first-stage rubber spring for a subway vehicle, characterized in that: The first-order rubber spring is mushroom-shaped and includes a cylindrical base body, an arc-shaped top cover is arranged at one end of the base body, and an axial hole is arranged along the central axis of the top cover and the base body; two first-order rubber springs (1) are respectively placed in the spring holes of the axle box (4) on both sides of the axle (5), and the suspension rod (7) passes through the frame (8) and the axial holes of the first-order rubber spring (1) from bottom to top in sequence, and then the pressure cover (2) is covered and the nut (3) is tightened, so that the frame (8) is suspended under the axle box (4); the first-order rubber spring (1) is composed of an inner tube (11), a rubber body (12) and an outer sleeve (13), the inner tube (11) is tubular, and the outer sleeve (13) is 3) comprising: a tubular cylinder (131) and a disc-shaped cylinder cover (132) arranged at one end of the cylinder (131); an inner cylinder (11) is coaxially arranged in an outer shell (13); a rubber body (12) is filled between the inner cylinder (11) and the outer shell (13); a portion of the rubber body (12) on the cylinder cover (132) is an arc-shaped free surface 1 (122); and the other end of the rubber body (12) is a free surface 2 (125); the inner cylinder (11) and the outer shell (13) are made of metal material or hard polymer material, and the rubber body (12) is integrally formed with the inner cylinder (11) and the outer shell (13) by vulcanization.

2. The primary rubber spring for subway vehicles according to claim 1, characterized in that: The free surface 1 (122) is a spherical surface, the curvature radius (R122) of the free surface 1 is in the range of 50 to 400 mm, and the ratio of the outer diameter (D2) of the free surface 1 to the inner hole diameter (D1) of the rubber body is in the range of 1.5 to 3 times.

3. The primary rubber spring for subway vehicles according to claim 2, characterized in that: The free surface 1 (122) is connected to the inner cylinder (11) through an arc groove 1 (121), the curvature radius (R121) of the arc groove 1 is in the range of 5 to 15 mm, and the center angle (α) of the arc groove 1 is in the range of 120° to 180°.

4. The primary rubber spring for subway vehicles according to claim 3, characterized in that: A cylindrical adhesion layer (123) is provided at the connection between the second free surface (125) and the outer sleeve (13).

5. The primary rubber spring for subway vehicles according to claim 4, characterized in that: The thickness (d) of the adhesion layer is in the range of 1 to 3 mm, and the height (h) of the adhesion layer is in the range of 5 to 10 mm.

6. The primary rubber spring for subway vehicles according to claim 5, characterized in that: The second free surface (125) is connected to the attachment layer (123) through the second arc groove (124), the second arc groove has a curvature radius (R124) in the range of 10 to 20 mm, and the second arc groove has a central angle (β) in the range of 120° to 180°.

7. The primary rubber spring for subway vehicles according to claim 6, characterized in that: The second free surface (125) is connected to the inner cylinder (11) through the third arc groove (126), the radius of curvature (R126) of the third arc groove is in the range of 5 to 15 mm, and the central angle (φ) of the third arc groove is in the range of 120° to 180°.

8. The primary rubber spring for subway vehicles according to claim 7, characterized in that: A plurality of bolt holes (134) are provided on the cylinder cover (132), and a cylindrical surface (127) is provided on the rubber body (12) at positions corresponding to the bolt holes (134).

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