A performance optimization method for subway bogies

Abstract

The present invention discloses a performance optimization method for a subway bogie, which optimizes the performance of the subway bogie by optimizing the structure of the protective cover at the load-bearing wheel of the subway bogie to improve the anti-arc, anti-circumferential rotation and anti-axial movement performance of the load-bearing wheel protective cover, optimizing the structure of the protective cover at the guide wheel of the subway bogie to improve the dustproof and waterproof performance of the guide wheel protective cover, and optimizing the connection method between the primary spring in the bogie and the bogie frame to improve the convenient performance of subway boarding and alighting. The present invention can optimize the protective performance of the protective cover at the wheel pair of the subway bogie and the connection performance of the primary spring of the subway bogie, thereby improving the overall performance of the subway bogie.

Description

Technical Field

[0001] The invention relates to a performance optimization method for a bogie, in particular to a performance optimization method for a subway bogie. Background Art

[0002] With the rapid development of my country's economy in recent years, the comprehensive national strength has been continuously improved, and the urban rail transit industry has also been booming. Although some emerging rail transit systems such as trams, maglev trains, and monorails have rapidly emerged in recent years, and the urban rail transit system has become more and more diversified and multi-system coordinated, the subway is still the main mode of transportation to relieve the passenger flow pressure in cities, especially large and medium-sized cities.

[0003] my country's mature subway vehicles are mainly of the steel wheel and steel rail type. As major cities have increasingly higher standards and requirements for the ecological environment in the development of rail transit, rubber wheel vehicles have begun to receive widespread attention.

[0004] Rubber-wheeled steel-wheeled double-track vehicles have a long history of application abroad and are widely used. Rubber-wheeled steel-wheeled double-track subway vehicles are based on traditional steel-wheeled steel-rail vehicles, with a rubber-wheeled running system and a rubber-wheeled guiding system. Figure 1 As shown, a load-bearing wheel 2 is coaxially arranged on the outer side of the steel wheel 1, and a guide wheel 3 is horizontally arranged in front of the steel wheel 1 and the load-bearing wheel 2, wherein the load-bearing wheel 2 and the guide wheel 3 are rubber wheels, a steel rail 4 is arranged below the steel wheel 1, a rubber wheel track 5 is arranged below the load-bearing wheel 2, and a guide track 6 is arranged on one side of the guide wheel 3. This vehicle has two sets of running devices, namely, a steel wheel and steel rail system and a rubber wheel running system. Under normal operating conditions, the vehicle is driven forward by the rubber wheel running system, and the rubber wheels run on two flat tracks. At this time, the steel wheels are suspended, and there is a certain gap between the steel wheels and the steel rails. Once the rubber wheel has a malfunction such as air leakage or a tire blowout, the vehicle body sinks rapidly, and at this time the steel wheel contacts the steel rail, and the wheel rims on both sides are tightly stuck between the two steel rails. The vehicle is carried by the safety spare steel wheel and runs along the steel rail at a reduced speed, which plays a safety protection role.

[0005] In actual work, the applicant found that the problems were:

[0006] 1. The load-bearing wheel guard installed at the bogie wheelset has defects such as looseness and arcing:

[0007] (1) During operation, the load-bearing wheel guard will fall off from the rim completely and the probability of falling off is relatively high, resulting in the end of the axle and the outer end surface of the rim being exposed to the outside, thus creating the risk of producing arcs;

[0008] (2) In actual vehicle operation, after the vehicle has been running for a period of time, the load-bearing wheel guard often rotates circumferentially, causing the load-bearing wheel guard to fall off;

[0009] (3) In actual vehicle operation, after the vehicle has been running for a period of time, the load-bearing wheel guard often moves axially outward (i.e., away from the rim), causing the load-bearing wheel guard to fall off.

[0010] Second, the structural problems of the guide wheel guard installed at the bogie wheelset lead to defects in dust and water resistance of the existing guide wheel guard:

[0011] During the long-term use of rail vehicles, due to the structural defects of the existing guide wheel protective cover, dust and water are easily accumulated on the guide wheel and the bogie frame connected to it, which in turn causes corrosion and damage to the guide wheel and the bogie frame, seriously affecting the wear resistance of the guide wheel, increasing the maintenance cost of the guide wheel, and reducing the performance of the guide wheel and the bogie frame.

[0012] 3. The connection method between the primary spring on the bogie and the bogie frame makes the existing bogie frame too high from the ground, resulting in poor convenience for boarding and alighting:

[0013] The primary springs in the bogies of rail transit vehicles usually adopt helical compression springs, which are installed in the axle box. The frame of the bogie is pressed on the helical compression springs, and the frame installation position is higher than the axle box position. Since the height of the car floor of the subway vehicle is lower than that of the general rail transit vehicle, this requires reducing the height of the bogie frame. If the primary spring still adopts the commonly used helical compression spring, the height of the middle axle box position 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 cost. In addition, in order to improve the comfort of passengers, it is necessary to reduce the vertical stiffness of the subway vehicle. Since the vertical descent height of the subway vehicle is limited, this requires the primary springs of the subway vehicle to have variable stiffness performance. Therefore, it is necessary to improve the primary springs of the subway vehicle to reduce the height of the bogie frame of the subway vehicle, simplify the structure of the frame, and at the same time make the primary springs have variable stiffness performance.

[0014] After searching, no patent documents identical or similar to the present application have been found.

[0015] In summary, how to design a performance optimization method for subway bogies so that it can optimize the protective performance of the protective cover at the wheelset of the subway bogie and the connection performance of the primary spring of the subway bogie and improve the overall performance of the subway bogie is a technical problem that needs to be solved urgently. Summary of the invention

[0016] The technical problem to be solved by the present invention is to provide a performance optimization method for a subway bogie in view of the defects existing in the prior art, which can optimize the protective performance of the protective cover at the wheelset of the subway bogie and the connection performance of the primary spring of the subway bogie, thereby improving the overall performance of the subway bogie.

[0017] In order to solve the above technical problems, the technical solution adopted by the present invention is: a performance optimization method for a subway bogie, which optimizes the performance of the subway bogie by optimizing the structure of the protective cover at the load-bearing wheel of the subway bogie to improve the arc protection, circumferential rotation protection and axial movement protection of the load-bearing wheel protective cover, and by optimizing the structure of the protective cover at the guide wheel of the subway bogie to improve the dustproof and waterproof performance of the guide wheel protective cover, and by optimizing the connection method between the primary spring in the bogie and the bogie frame to improve the convenience of subway boarding and alighting.

[0018] Preferably, the said optimizing the structure of the protective cover at the load-bearing wheel of the subway bogie to improve the arc protection performance of the load-bearing wheel protective cover is to increase the stability between the clip spring sheet and the load-bearing wheel protective cover, so that during the working process, the clip spring sheet will not loosen or fall off, thereby avoiding the risk of arcing caused by the falling of the load-bearing wheel protective cover;

[0019] The method of optimizing the structure of the protective cover at the load-bearing wheel of the subway bogie to improve the anti-circumferential rotation performance of the load-bearing wheel protective cover is to prevent the load-bearing wheel protective cover from circumferential rotation by increasing the friction resistance between the rim groove portion of the rim and the load-bearing wheel protective cover;

[0020] The method of optimizing the structure of the protective cover at the load-bearing wheel of the subway bogie to improve the anti-axial movement performance of the load-bearing wheel protective cover is to prevent the load-bearing wheel protective cover from axial movement by adding a rigid axial limiting structure between the rim groove portion of the rim and the load-bearing wheel protective cover.

[0021] Preferably, when the arc protection performance is improved, the stability between the retaining spring piece and the load-bearing wheel protective cover is increased by using bolt 2 and a lock nut as the connecting piece connecting the retaining spring piece and the load-bearing wheel protective cover; when connecting the retaining spring piece, bolt 2 is inserted from the inner side of the load-bearing wheel protective cover through the retaining spring piece and the load-bearing wheel protective cover toward the outer side of the load-bearing wheel protective cover and is locked and connected with the lock nut; the screw portion 2 of bolt 2 located on the outer side of the load-bearing wheel protective cover and the lock nut are insulated.

[0022] Preferably, when the circumferential rotation prevention performance is improved, the friction resistance between the rim groove portion of the rim and the load-bearing wheel protective cover is increased by providing a plurality of latches on the inner side of the load-bearing wheel protective cover along the circumference of the load-bearing wheel protective cover, and each latch can extend in the radial direction of the load-bearing wheel protective cover;

[0023] After the load-bearing wheel guard is hooked onto the outer end surface of the rim by engaging the multiple spring springs on the inner side of the load-bearing wheel guard and the rim groove of the rim, multiple pins are extended radially along the load-bearing wheel guard and inserted into the rim groove of the rim to contact with the rim groove to form a contact portion H2. The contact portion H2 generates friction resistance to prevent the load-bearing wheel guard from circumferential rotation.

[0024] Preferably, when the anti-axial movement performance is improved, the rigid axial limiting structure between the rim groove portion of the rim and the load-bearing wheel protective cover is provided with a plurality of latches on the inner side of the load-bearing wheel protective cover along the circumference of the load-bearing wheel protective cover, and each latch can extend in the radial direction of the load-bearing wheel protective cover;

[0025] When the load-bearing wheel protective cover is hooked onto the outer end surface of the rim through the multiple spring springs on the inner side of the load-bearing wheel protective cover and the rim groove of the rim, multiple pins are extended radially along the load-bearing wheel protective cover and inserted into the rim groove of the rim to form a rigid axial limiting structure in contact with the rim groove.

[0026] Preferably, a rigid positioning piece is also provided on the inner side of the load-bearing wheel protective cover. When the load-bearing wheel protective cover is hooked onto the outer end face of the rim through the retaining spring sheet and the rim groove portion, the rigid positioning piece cooperates with the rim groove portion to perform rigid axial positioning on the load-bearing wheel protective cover.

[0027] Preferably, the rigid positioning member is an axial positioning rib arranged on the inner side of the load-bearing wheel protective cover; when the load-bearing wheel protective cover is hooked on the outer end face of the rim by the snap spring leaf and the rim groove portion, the outer side face of the rim groove end of the rim groove portion is first contacted with one end face of the axial positioning rib to rigidly position the load-bearing wheel protective cover in the axial direction, and then a plurality of pins are extended radially along the load-bearing wheel protective cover and inserted into the rim groove portion of the rim to contact the rim groove portion to form a rigid axial limiting structure.

[0028] Preferably, the multiple pins are arranged on the inner side of the load-bearing wheel guard through a disassembly and assembly connection structure; the pins are not installed before installing the load-bearing wheel guard, and when the load-bearing wheel guard is hooked on the outer end surface of the rim through the multiple retaining spring pieces on the inner side of the load-bearing wheel guard and the rim groove of the rim, the pins are installed on the load-bearing wheel guard so that one end of the pin is inserted into the rim groove of the rim and contacts the rim groove.

[0029] Preferably, the disassembly and assembly connection structure is provided with a plurality of latch mounting seats on the inner side of the load-bearing wheel protective cover along the circumference of the load-bearing wheel protective cover; a latch through slot is provided on the latch mounting seat along the radial direction of the load-bearing wheel protective cover, the inner slot at one end of the latch through slot is located in the inner space of the load-bearing wheel protective cover, and the outer slot at the other end of the latch through slot is located in the outer space of the load-bearing wheel protective cover, and a threaded hole and a through hole are respectively provided on the opposite sides of the latch through slot in a direction parallel to the central axis of the load-bearing wheel protective cover;

[0030] When the load-bearing wheel protective cover is hooked on the outer end surface of the rim through the multiple spring spring pieces on the inner side of the load-bearing wheel protective cover and the rim groove part of the rim, the latch is inserted into the latch groove from the external space of the load-bearing wheel protective cover through the outer notch of the latch groove, so that one end of the latch passes through the inner notch of the latch groove and extends into the rim groove part of the rim and contacts the rim groove part. Finally, the latch screw passes through the through hole and the latch and is screwed into the threaded hole, thereby locking the latch on the latch mounting seat.

[0031] Preferably, the method of optimizing the structure of the protective cover at the guide wheel of the subway bogie to improve the dustproof and waterproof performance of the guide wheel protective cover is to design the guide wheel protective cover into an upper protective cover and a lower protective cover connected to the bogie frame, the upper protective cover is rotatably connected to the bogie frame through a connecting assembly and can be opened and closed up and down; the upper protective cover includes a side drainage area and a top drainage area located above the side drainage area, the side drainage area and the top drainage area respectively include a side drainage platform and a top drainage platform, the side drainage platform and the top drainage platform are respectively inclined downward toward both sides of the guide wheel; the lower protective cover is located below the top drainage platform and is inclined and extended toward the outside of the guide wheel on the side away from the side drainage platform; the accumulated water on the side drainage platform flows downward into the outside of the guide wheel, and the accumulated water on the top drainage platform first flows downward into the lower protective cover, and then flows into the outside of the guide wheel from the side away from the side drainage platform through the lower protective cover.

[0032] Preferably, the inner end face 1 of the upper protective cover close to the bogie frame is a straight surface structure perpendicular to the upper end face 1 of the guide wheel, and the side drainage area and the top drainage area are both extended from the inner end face 1 toward the side away from the bogie frame; the top drainage platform is extended from the upper end of the inner end face 1 toward the oblique upward direction, and the top drainage area also includes a top connecting platform extended downward from the end of the top drainage platform on the side away from the inner end face 1; the side drainage platform is connected to the lower end of the top connecting platform, and the side drainage area also includes a side connecting platform arranged at the lower end of the side drainage platform; the top connecting platform and the side drainage platform are both arc-shaped structures protruding away from the inner side surface.

[0033] Preferably, the angle α between the arc top of the top connecting platform and the upper end surface of the guide wheel is greater than the angle β between the arc top of the side drainage platform and the upper end surface of the guide wheel; the lower end of the side connecting platform is located above the side edge of the guide wheel.

[0034] Preferably, the method of improving the convenient boarding and alighting performance of the subway by optimizing the connection mode between the primary spring in the bogie and the bogie frame is to design the primary spring into three parts: an inner tube, a rubber body and an outer shell, the inner tube is tubular, the outer shell includes: a tubular cylinder and a disc-shaped cylinder cover arranged at one end of the cylinder, the inner tube is coaxially arranged in the outer shell, and the rubber body is filled between the inner tube and the outer shell;

[0035] When the primary spring is connected to the bogie frame, two primary rubber springs are placed in the spring holes of the axle boxes on both sides of the axle of the bogie respectively, and the suspension rod passes through the frame, the inner tube of the primary rubber spring and the pressure cover from bottom to top in sequence. An internal thread is provided at one end of the suspension rod passing through the pressure cover, and a clamping screw is screwed into one end of the suspension rod, so that the frame is connected to the primary rubber spring through the suspension rod, and finally the frame is hung under the axle box of the axle.

[0036] Preferably, the portion of the rubber body on the cylinder cover is an arc-shaped free surface 1; during operation, the contact area between the arc-shaped free surface 1 of the rubber body and the pressure cover gradually increases, so that the first series rubber spring has an increasingly larger vertical stiffness, providing variable stiffness performance.

[0037] The beneficial effects of the present invention are as follows: the present invention can optimize the protective performance of the protective cover at the wheelset of the subway bogie and the connection performance of the primary spring of the subway bogie, thereby improving the overall performance of the subway bogie. By increasing the stability between the retaining spring sheet and the load-bearing wheel protective cover, the retaining spring sheet will not loosen or fall off during operation, thereby ensuring that the load-bearing wheel protective cover can be firmly connected to the outer end of the rim, avoiding the risk of arcing caused by the end of the axle and the outer end face of the rim being exposed to the outside due to the fall of the load-bearing wheel protective cover. By installing the second bolt in reverse and locking it with the anti-loosening nut, the exposed screw part 2 and the anti-loosening nut are insulated, thereby increasing the stability between the retaining spring sheet and the load-bearing wheel protective cover, and reducing the risk of arcing caused by the fall of the load-bearing wheel protective cover. By adding an insulating member, the screw part 2 and the anti-loosening nut are insulated to further prevent the risk of arcing. When preventing the load-bearing wheel guard from rotating circumferentially, the present invention not only generates friction resistance through the contact portion H1 formed between the spring clip and the rim groove portion as in the prior art, but also generates friction resistance through the contact portion H2 between the latch and the rim groove portion to better prevent the load-bearing wheel guard from rotating circumferentially. The present invention not only performs axial limiting through the axial limiting structure formed between the spring clip hook portion and the rim groove portion of the rim as in the prior art, but also adds a rigid axial limiting structure between the rim groove portion of the rim and the load-bearing wheel guard to perform axial limiting on the load-bearing wheel guard. Therefore, the present invention can effectively prevent the load-bearing wheel guard from moving axially in a high-frequency vibration working environment, thereby avoiding the load-bearing wheel guard from falling off due to the axial movement of the load-bearing wheel guard. The present invention can prevent the guide wheel and the bogie frame from being corroded and damaged by designing the guide wheel guard into an upper guard and a lower guard, thereby saving maintenance costs and improving the use performance and safety performance of the guide wheel. The invention reduces the height of the frame and the carriage floor by changing the connection method between the primary spring and the frame, thereby improving the convenience of subway boarding and alighting. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 It is a schematic diagram of the running structure of an existing rubber-wheel and steel-wheel double-track subway vehicle;

[0039] Figure 2 It is a schematic diagram of the axial cross-sectional structure of the wheelset of an existing rubber-wheeled and steel-wheeled double-track subway vehicle;

[0040] Figure 3 for Figure 2 A schematic diagram of the enlarged structure of the middle part A;

[0041] Figure 4 This is a schematic diagram of the axial cross-sectional structure of the load-bearing wheel protective cover in the first embodiment of the present invention;

[0042] Figure 5 for Figure 4 A schematic diagram of a local structure located at a retaining spring spring;

[0043] Figure 6 This is a schematic diagram of the axial cross-sectional structure of the insulating sleeve in the first embodiment of the present invention;

[0044] Figure 7 This is a schematic diagram of the axial cross-sectional structure of the insulating threaded cap in the first embodiment of the present invention;

[0045] Figure 8 1 is a schematic diagram of the main structure of the load-bearing wheel protective cover in the first embodiment of the present invention (seen from the inner side of the load-bearing wheel protective cover);

[0046] Fig. 9 for Figure 4 The enlarged structural diagram of the middle F part;

[0047] Fig.10 It is a schematic diagram of an axial cross-sectional structure at one end of the axle after the load-bearing wheel protective cover in the first embodiment of the present invention is installed on the rim;

[0048] Fig.11 for Fig.10 A schematic diagram of the enlarged structure of the middle G section;

[0049] Fig.12 The three-dimensional structure of the load-bearing wheel protection cover in the first embodiment of the present invention is shown in FIG. Figure 1 (without latch installed);

[0050] Fig.13 The three-dimensional structure of the load-bearing wheel protection cover in the first embodiment of the present invention is shown in FIG. Figure 2 (with latch installed);

[0051] Fig.14 for Fig.13 The enlarged structural diagram of the middle part I;

[0052] Fig.15 for Fig.14 The schematic diagram of the structure after the latch is removed;

[0053] Fig.16 for Fig.12 A schematic diagram of the enlarged structure of the middle L part;

[0054] Fig.17 This is a schematic diagram of the principle process of installing a latch in the first embodiment of the present invention;

[0055] Fig.18 It is a structural schematic diagram of the case where the spring sheet contacts the end of the rim groove portion of the rim to form the contact portion three in the first embodiment of the present invention;

[0056] Fig.19 This is a schematic diagram of the overall structure of the guide wheel, bogie frame and protective cover provided in the first embodiment of the present invention;

[0057] Fig. 20 The overall structure diagram of the guide wheel protective cover (upper protective cover) and its connection structure provided in the first embodiment of the present invention Figure 1 ;

[0058] Fig.21 The overall structure diagram of the guide wheel protective cover (upper protective cover) and its connection structure provided in the first embodiment of the present invention Figure 2 ;

[0059] Fig. 22 A schematic diagram of the structure of the upper connecting member provided in the first embodiment of the present invention Figure 1 ;

[0060] Fig.23 A schematic diagram of the structure of the upper connecting member provided in the first embodiment of the present invention Figure 2 ;

[0061] Fig.24 A schematic diagram of the structure of an elastic fastening member provided in Embodiment 1 of the present invention;

[0062] Fig.25 A schematic diagram of the structure of the support ears provided in the first embodiment of the present invention;

[0063] Fig.26 A schematic diagram of the structure of the lower connecting member provided in the first embodiment of the present invention Figure 1 ;

[0064] Fig. 27 A schematic diagram of the structure of the lower connecting member provided in the first embodiment of the present invention Figure 2 (Connecting shaft 2 is not shown);

[0065] Fig.28 A schematic diagram of the structure of the lower protective cover provided in the first embodiment of the present invention;

[0066] Fig.29 It is a schematic diagram of the three-dimensional structure of a series of springs in the first embodiment of the present invention;

[0067] Fig.30 Schematic top view of a series of springs in Embodiment 1 of the present invention;

[0068] Fig.31 for Fig.30 A schematic cross-sectional view along line A-A;

[0069] Fig.32 for Fig.31 Middle M is a partial enlarged schematic diagram;

[0070] Fig.33 for Fig.31 The N part is enlarged in the figure;

[0071] Fig.34 It is a schematic diagram of a primary spring in Embodiment 1 of the present invention installed on a bogie frame;

[0072] Fig.35 This is a schematic diagram of a primary spring after compression in the first embodiment of the present invention during operation;

[0073] Fig.36 This is a stiffness curve diagram of a series of springs in the first embodiment of the present invention.

[0074] In the figure: 1. steel wheel, 2. load-bearing wheel, 3. guide wheel, 4. steel rail, 5. rubber wheel track, 6. guide track, 7. rim, 711. rim groove part, 712. groove slope, 713. rim groove end, 8. axle, 9. tire, 10. load-bearing wheel protective cover, 101. protective cover ring body, 102. circular surface, 103. protective cover groove body, 11. power supply line, 12. spring spring, 121. spring hook part, 13. bolt 1, 131. nut 1, 132. screw part 1, 14. nut, 15. anti-loosening nut, 16. bolt 2, 161. nut 2, 162. screw part 2, 17. metal spring, 18. insulating sleeve, 181. sleeve body, 182. Through hole of sleeve, 19. Insulating threaded cap, 191. Cap body, 192. Inner thread of cap body, 20. Pin, 201. Pin bevel, 21. Pin mounting seat, 22. Pin through slot, 221. Inner notch, 222. Outer notch, 23. Threaded hole, 24. Through hole, 25. Pin screw, 26. Shrapnel, 27. Axial positioning rib, 28. Frame, 29. Upper protective cover, 30. Lower protective cover, 31. Inner end face 1, 32. Upper end face 1, 33. Side drainage area, 34. Top drainage area, 35. Side drainage platform, 36. Top drainage platform, 37. Top connecting platform, 38. Side connecting platform, 39. Side edge 1, 40. Inner end face 2, 41. Side edge two, 42. Anti-shrinkage groove one, 43. Give way groove, 44. Inner concave section, 45. Upper end surface two, 46. Reinforcement rib two, 47. Upper connecting piece, 48. Lower connecting piece, 49. Connecting shaft one, 50. Support frame one, 51. Elastic fastening piece, 52. Upper supporting frame, 53. Lower supporting frame, 54. Side supporting plate, 55. Anti-interference groove, 56. Main bracket, 57. Side bracket, 58. Connecting platform, 59. Support ear, 60. Connecting column, 61. Earring, 62. Lower supporting spring sheet, 63. Upper opening and closing spring sheet, 64. Upper convex arc section, 65. Lower concave arc section one, 66. Lower convex arc section one, 67. Lower straight surface section one, 68. Lower concave arc section two, 69. Lower convex arc section two, 70. Lower straight surface section 2, 71. Accommodating groove, 72. Connecting shaft 2, 73. Support frame 2, 74. Clamping sleeve, 75. Bottom bracket, 76. Upper bracket, 77. Bottom vertical section, 78. Upper inclined section, 79. Arc surface section 1, 80. Mounting plate, 81. Clamping sheet, 82. Support section, 83. Clamping section, 84. Arc surface section 2, 85. Arc surface section 3, 86. First series rubber spring, 87. Inner cylinder, 88. Rubber body, 89. Outer sleeve, 891. Cylinder, 892. Cylinder cover, 90. Cylinder cover fillet curvature radius, 91. Free surface 1, 92. Free surface 2, 93.Free surface one curvature radius, 94. Arc groove one, 941. Arc groove one curvature radius, 95. Bolt hole, 96. Cylindrical surface, 97. Axle box, 98. Wear layer, 99. Adhesion layer, 100. Arc groove two, 104. Arc groove two curvature radius, 105. Arc groove three, 106. Arc groove three curvature radius, 107. Suspension rod, 108. Pressure cover, 109. Tightening screw. . DETAILED DESCRIPTION

[0075] The technical solution of the present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0076] 1. The applicant elaborates on the technical solution for optimizing the loosening and arcing performance of the bogie load-bearing wheel guard:

[0077] Description of the prior art solution: Figure 2 As shown, a rim 7 is installed on both ends of each axle 8 of the bridge, a tire 9 is installed on each rim 7, and a circular load-bearing wheel protective cover 10 is installed on the outer end face of each rim 7. The load-bearing wheel protective cover 10 shields the end of the axle 8 and the outer end face of the rim 7. A subway power supply line 11 is also set near the end of the axle. The load-bearing wheel protective cover is made of ABS plastic, and its function is to prevent arc and dust. This is because the subway power supply line 11 is located near the end of the axle. Since the axle and the rim are made of metal materials, if the end of the axle and the outer end face of the rim are exposed to the outside, there is a risk of arcing between the power supply line.

[0078] The connection structure between the load-bearing wheel guard 10 and the rim 7 is as follows: Figure 3As shown, the side of the installed load-bearing wheel protective cover 10 facing the rim 7 is the inner side B of the load-bearing wheel protective cover 10, and the side of the installed load-bearing wheel protective cover 10 facing the power supply line 11 is the outer side C of the load-bearing wheel protective cover 10. A plurality of spring clips 12 are arranged on the inner side B of the load-bearing wheel protective cover 10 along the circumference of the load-bearing wheel protective cover 10. One end of the spring clip 12 is connected to the inner side of the load-bearing wheel protective cover 10 through a bolt 13 and a nut 14. A spring clip hook portion 121 is bent at the other end of the spring clip 12. An outwardly protruding rim groove portion 7 is arranged at the outer end of the rim 7. 11. The rim groove 711 is provided with a full circle. When the tire 9 is installed, it is pressed against the outer side of the rim groove 711. The spring hook portions 121 of the plurality of spring clips 12 and the inner side of the rim groove 711 of the rim are engaged and hooked together. Since the spring clips 12 are elastic, an interference fit is formed with the rim groove 711 when hooked. Since the spring clips 12 and the rim groove 711 are made of metal, friction is also formed between them when hooked. Through the above-mentioned force, the plurality of spring clips 12 can be used to connect the load-bearing wheel guard 10 to the outer end surface of the rim 7.

[0079] like Figure 3 As shown, in the prior art, the retaining spring piece 12 is inserted from the outer side C of the load-bearing wheel protective cover 10 through the load-bearing wheel protective cover 10 and the retaining spring piece 12 toward the inner side B of the load-bearing wheel protective cover 10 by a bolt 13 and is locked and connected with the nut 14. When the load-bearing wheel protective cover 10 is installed, only the nut 131 of the bolt 13 is located at the outer side of the load-bearing wheel protective cover 10, and the screw rod part 132 of the bolt 13 and the nut 14 are both located at the inner side of the load-bearing wheel protective cover 10. Since there is a risk of arcing between the power supply line 11 only when it is at the outer side of the load-bearing wheel protective cover 10, only the nut 131 of the bolt 13 is at risk of arcing between the power supply line 11. Therefore, in the prior art, the material of the nut 131 is changed to a non-conductive material to avoid the risk of arcing.

[0080] Analytical research:

[0081] 1. Research on arc protection performance:

[0082] In daily work, when the load wheel guard often falls off, the applicant found through research that one of the reasons is that in the prior art, such as Figure 3 As shown, since the retaining spring piece 12 is locked by a general bolt 13 and a nut 14, during long-term operation, due to repeated vibrations, the bolt and nut connection structure becomes loose, thereby causing the retaining spring piece 12 to loosen or fall off, and eventually causing the load-bearing wheel guard 10 to fall off, resulting in the end of the axle and the outer end face of the rim being exposed to the outside, causing the risk of arcing.

[0083] Embodiment 1: The applicant has improved the general nut 14 by changing it into a locking nut 15 and increasing the length of the bolt 2 16 that matches the locking nut 15 to increase the stability of the connection. The bolt 2 16 is longer than the bolt 13. The locking nut 15 adopts the type 2 non-metallic insert hexagonal flange locking nut in GB / T 6183.1-2016, and the size specification is M10. One reason for lengthening the length of the bolt 2 16 is that the thickness of this locking nut (along the axial direction of the bolt) is thicker than that of an ordinary nut. If the bolt 13 of the previous length is still used, the locking nut 15 cannot be matched; another reason is that by increasing the length of the bolt 2 16, the stability of the connection can also be improved from another aspect.

[0084] However, the increase in the length of the bolt 16 will bring a new problem, such as Figure 3 As shown, it can be seen that in the prior art, when the retaining spring piece is installed, the closest distance L1 between the screw portion 132 of the bolt 13 and the retaining spring piece 12 is relatively small, that is, the screw portion 132 is located relatively close to the retaining spring piece 12, and in the process of the retaining spring piece 12 hooking the rim groove portion 711 of the rim, the retaining spring piece 12 needs to produce elastic deformation, so a certain deformation space is required. Since the closest distance L between the screw portion 132 and the retaining spring piece 12 is relatively small, now using the longer bolt 2 16 for installation, it is inevitable that the screw portion 2 of the bolt 2 16 will be located closer to the retaining spring piece 12, or even in contact with the retaining spring piece 12, which will cause interference with the retaining spring piece 12. Therefore, if Figure 4 and Figure 5As shown, the applicant reversely installed the bolt 16, that is, the spring clip 12 is inserted from the inner side B of the load-bearing wheel protective cover 10 through the spring clip 12 and the load-bearing wheel protective cover 10 toward the outer side C of the load-bearing wheel protective cover 10 by the bolt 16 and locked with the anti-loosening nut 15. After installation, the nut 161 of the bolt 16 is located at the inner side of the load-bearing wheel protective cover 10, and the screw part 162 of the bolt 16 and the anti-loosening nut 15 are located at the outer side of the load-bearing wheel protective cover 10. It can be seen from the figure that after such reverse installation, the closest distance L2 between the nut 161 and the spring clip 12 is relatively large, so that sufficient elastic deformation space is left for the spring clip 12. However, installation in this direction will cause the second screw portion 162 of the second bolt 16 and the lock nut 15 to be located outside the load-bearing wheel protection cover 10, so that there is a risk of arcing between the second screw portion 162 and the lock nut 15 and the power supply line 11. Therefore, after reverse installation, the second screw portion 162 and the lock nut 15 located outside the load-bearing wheel protection cover 10 need to be insulated to avoid the risk of arcing between the second screw portion 162 and the lock nut 15 and the power supply line 11. This embodiment increases the stability between the retaining spring sheet and the load-bearing wheel protection cover so that the retaining spring sheet will not loosen or fall off during operation, thereby ensuring that the load-bearing wheel protection cover can be firmly connected to the outer end of the rim 7, avoiding the risk of arcing caused by the load-bearing wheel protection cover falling off, resulting in the end of the axle and the outer end surface of the rim being exposed to the outside.

[0085] In addition, a layer of metal spring sheet 17 can be adhered to one side surface of the spring sheet 12. The metal spring sheet 17 can increase the elastic force of the spring sheet 12, so that the spring sheet 12 can be more tightly hooked with the rim groove portion 711, thereby increasing the stability between the spring sheet 12 and the rim groove portion 711 of the rim, thereby further ensuring that the load-bearing wheel guard is firmly connected to the outer end portion of the rim.

[0086] There are multiple solutions for insulating the exposed screw portion 162 and the anti-loosening nut 15, which are described below through several embodiments.

[0087] In this embodiment, if Figure 5 As shown, an insulating member is installed outside the screw portion 162 and the anti-loosening nut 15 located outside the load-bearing wheel protective cover 10, so that the screw portion 162 and the anti-loosening nut 15 are located inside the insulating member, thereby avoiding the risk of arcing between them and the power supply line.

[0088] The insulating member includes an insulating sleeve 18 and an insulating threaded cap 19. The insulating sleeve 18 is sleeved on the outside of the second screw portion 162 and the anti-loosening nut 15, and the insulating threaded cap 19 is screwed on the end of the second screw portion 162. The insulating threaded cap 19 is used to press the insulating sleeve 18 to contact the outer side C of the load-bearing wheel protective cover 10, so that the second screw portion 162 and the anti-loosening nut 15 are located inside the insulating sleeve 18 and the insulating threaded cap 19 for insulation. The insulating sleeve 18 can be a nylon sleeve, and the insulating threaded cap 19 can be a non-metallic threaded cap, such as a plastic material or a polymer material.

[0089] like Figure 6 As shown, the insulating sleeve 18 comprises a sleeve body 181 with one end closed and the other end open, and a sleeve body through hole 182 is opened at the closed end of the sleeve body 181. Figure 7 As shown, the insulating threaded cap 19 comprises a cap body 191 with one end closed and the other end open, and a cap body internal thread 192 is arranged in the cap body 191. Figure 5 As shown, after the screw part 162 of the bolt 16 passing through the spring clip 12 and the load-bearing wheel protective cover 10 is locked with the anti-loosening nut 15, the screw part 162 passes through the sleeve body through hole 182 of the insulating sleeve 18, and then the insulating threaded cap 19 is tightened on the end of the screw part 162 through the inner thread 192 of the cap body of the insulating threaded cap 19 and the thread on the screw part 162, and the insulating threaded cap 19 is used to press the insulating sleeve 18 on the outer side C of the load-bearing wheel protective cover 10. The inner space of the cap body 191 of the insulating threaded cap and the inner space of the sleeve body 181 of the insulating sleeve form an insulating space, and the screw part 162 of the bolt 16 passing through the spring clip 12 and the load-bearing wheel protective cover 10 and the anti-loosening nut 15 are located in the insulating space, so that the screw part 162 and the anti-loosening nut 15 are insulated to prevent arcing between the screw part 162 and the anti-loosening nut 15 and the power supply line.

[0090] Embodiment 2: Compared with Embodiment 1, the difference is that the method for insulating the exposed screw portion 2 and the locking nut is to use insulating materials to directly make the bolt 2 and the locking nut into non-metallic parts. After the insulating bolt 2 and the locking nut are used to lock the spring spring, it is no longer necessary to use other insulating parts to insulate the exposed screw portion 2 and the locking nut. The insulating material can be made of high-performance nylon material.

[0091] Embodiment 3: Compared with Embodiment 1, the difference is that the method of insulating the exposed screw portion 2 and the locking nut is to spray an insulating coating on the exposed screw portion 2 and the locking nut after locking the retaining spring sheet, and use the insulating coating to perform insulation treatment. The insulating coating can be made of materials such as PVC coating and insulating paint.

[0092] The applicant conducted a breakdown test on the load-bearing wheel protective cover in this embodiment:

[0093] S1. Before the test, the sample is rinsed with tap water and installed on the test fixture;

[0094] S2. Adjust the distance between the discharge end tooling surface and the sample surface (the distance is 20 mm) and start the breakdown test;

[0095] S3. Load voltage on the electrodes on both sides from 0, continue to increase the voltage until the sample is broken down or loaded to 80,000 V, and observe the state of the sample.

[0096] Judgment requirements: Record the test voltage when the sample is broken down, and require that the sample should not be broken down under a voltage of 5000V.

[0097] Test results: The breakdown voltages of the samples were 31600V and 32500V.

[0098] It can be seen from the above breakdown test that the load-bearing wheel protection cover in this embodiment can effectively prevent the risk of arcing.

[0099] (II) Research on anti-circumferential rotation performance:

[0100] In daily work, when the load-bearing wheel guard often falls off, the applicant found through research that the second reason is that in actual application, the load-bearing wheel guard is in a high-frequency vibration working environment, and because the load-bearing wheel guard is connected together by several clip springs and the rim groove, such as Figure 3 As shown, a contact portion (such as Figure 3 In the middle H1 part), due to the limited contact area at one contact part, the load-bearing wheel guard will rotate circumferentially under a long-term high-frequency vibration working environment, causing the contact part where the retaining spring leaf and the rim groove part are engaged to be misaligned. When the contact part between the retaining spring leaf and the rim groove part is completely misaligned and separated, the load-bearing wheel guard will fall off from the outer end face of the rim 7.

[0101] Embodiment 1: Figure 4 , Figure 8 and Fig. 9 As shown, the applicant has improved the bearing wheel protection cover 10 by providing a plurality of latches 20 on the inner side B of the bearing wheel protection cover 10 along the circumference of the bearing wheel protection cover 10, and each latch 20 can extend in the radial direction of the bearing wheel protection cover 10. Fig.10 and Fig.11As shown, when the load-bearing wheel guard 10 is installed, one end of each latch 20 is inserted into the rim groove 711 of the rim along the radial direction of the load-bearing wheel guard 10 to contact the rim groove 711 to form a contact portion 2 H2. Since the contact portion 2 H2 also has a certain contact area, when there is a tendency for relative circumferential rotation between the rim and the load-bearing wheel guard in a vibrating working environment, the contact portion 2 H2 between the latch 20 and the rim groove 711 generates friction resistance to prevent the load-bearing wheel guard 10 from circumferential rotation. When preventing the load-bearing wheel guard from circumferential rotation, this embodiment not only generates friction resistance through the contact portion 1D formed between the retaining spring and the rim groove as in the prior art, but also generates friction resistance through the contact portion 2 H2 between the latch and the rim groove to better prevent the load-bearing wheel guard from circumferential rotation. In fact, in the actual working environment, when the load-bearing wheel guard shows a tendency to rotate circumferentially, the present embodiment prevents the load-bearing wheel guard from rotating circumferentially by increasing the friction resistance between the rim groove portion of the rim and the load-bearing wheel guard. Therefore, the present embodiment can effectively prevent the load-bearing wheel guard from rotating circumferentially in a high-frequency vibration working environment, thereby avoiding the load-bearing wheel guard from falling off due to the circumferential rotation of the load-bearing wheel guard.

[0102] like Fig. 9 and Fig.11 As shown, a pin bevel 201 is provided on the protruding end of the pin 20, and a groove bevel 712 matching the pin bevel 201 is provided on the inner side of the rim groove portion 711 of the rim; when one end of the pin 20 is inserted into the rim groove portion 711 of the rim and contacts the rim groove portion 711 to form a contact portion 2 H2, the contact portion 2 H2 is formed by the contact between the pin bevel 201 of the pin 20 and the groove bevel 712 of the rim groove portion 711. This design further increases the contact area of ​​the contact portion 2 H2, thereby further increasing the friction resistance generated by the contact portion 2 H2, and can better prevent the load-bearing wheel guard from rotating in the circumferential direction.

[0103] like Figure 8 As shown, multiple spring clips 12 and multiple pins 20 are staggered and arranged along the circumference of the load-bearing wheel guard. In this figure, there are three spring clips 12 and three pins 20, which are staggered and arranged. This can further increase the friction resistance between the rim groove and the load-bearing wheel guard to prevent the load-bearing wheel guard from circumferential rotation.

[0104] like Figure 8 As shown, with the central axis F1 of the load-bearing wheel guard 10 as the center, the maximum outer diameter of the plurality of latches 20 is set to d1, as shown in FIG. Figure 2As shown, with the central axis F2 of the rim 7 as the center, the minimum inner diameter of the rim groove portion 711 of the rim 7 is set to d2. Fig.11 It can be seen that when the load-bearing wheel guard 10 is installed, the maximum outer diameter d1 of the latch pin is greater than the minimum inner diameter of the rim groove portion, and the latch pin 20 is not as elastic as the spring clip 12. Therefore, when the load-bearing wheel guard 10 is installed, interference will occur between the latch pin 20 and the rim groove portion 711, making it impossible to install. In order to solve the above problem, after research, the applicant designed the connection structure between the latch pin 20 and the load-bearing wheel guard 10 to be a disassembly connection structure. When installing the load-bearing wheel guard, the load-bearing wheel guard 10 is initially installed (such as the load-bearing wheel guard 10 is initially installed) by first engaging and hooking the spring clip hook portions 121 of the spring clip 12 and the inner side portions of the rim groove portion 711 of the rim. Figure 4 As shown), the latch 20 is then installed from the outer side of the load-bearing wheel protective cover 10 to the inner side of the load-bearing wheel protective cover 10 through the disassembly and assembly structure, so that one end of the latch 20 extends out and is inserted into the rim groove portion 711 of the rim and contacts the rim groove portion 711.

[0105] Specific disassembly and assembly structure Fig.12 and Fig.13 As shown, along the circumference of the load-bearing wheel protection cover 10, a plurality of rectangular parallelepiped latch mounting seats 21 are provided on the inner side of the load-bearing wheel protection cover 10, and the latch mounting seats 21 and the load-bearing wheel protection cover 10 are an integral structure, as shown in FIG. Fig.15 and Fig.16 As shown, the outer side surface J of each of the latch mounting seats 21 is parallel to the circumference of the load-bearing wheel protective cover 10, the bottom surface K of the latch mounting seat 21 is perpendicular to the axis of the load-bearing wheel protective cover 10, the outer side surface J is adjacent to the bottom surface K, and a latch through slot 22 is provided on the outer side surface J of the latch mounting seat 21 along the radial direction of the load-bearing wheel protective cover 10, the inner notch 221 at one end of the latch through slot 22 is located in the internal space of the load-bearing wheel protective cover 10, and the outer notch 222 at the other end of the latch through slot 22 is located in the external space of the load-bearing wheel protective cover 10, and the external space of the load-bearing wheel protective cover 10 and the internal space of the load-bearing wheel protective cover 10 are connected through the latch through slot 22. Along the direction parallel to the central axis F1 of the load-bearing wheel protective cover 10, a threaded hole 23 and a through hole 24 are respectively provided on the opposite sides of the latch through slot 22, the threaded hole 23 is located on the bottom surface K of the latch mounting seat 21, and the through hole 24 is connected to the external space of the load-bearing wheel protective cover.

[0106] After the load-bearing wheel protection cover 10 is hooked on the outer end surface of the rim 7 by the clip spring 12, the latch 20 is inserted into the latch slot 22 from the outer space of the load-bearing wheel protection cover 10 through the outer notch 222 of the latch slot 22 (such as Fig.17As shown), one end of the latch pin 20 passes through the inner notch 221 of the latch pin slot 22 and extends into the rim groove portion 711 of the rim and contacts the rim groove portion 711 (as shown). Fig.11 and Fig.14 Finally, the latch screw 25 passes through the through hole 24 and the latch 20 and is screwed into the threaded hole 23, thereby locking the latch 20 on the latch mounting seat 21 (as shown in FIG. Fig.17 As shown). After installation, the nut portion of the latch screw 25 is located on the outer side of the load-bearing wheel protection cover 10, so the latch screw 25 is made of insulating non-metallic material to prevent arcing. Figure 4 and Fig.12 As shown, the load-bearing wheel guard cover 10 includes a load-bearing wheel guard cover ring body 101, a circular surface 102 located inside the load-bearing wheel guard cover ring body 101, and a load-bearing wheel guard cover groove body 103 located between the load-bearing wheel guard cover ring body 101 and the circular surface 102. The circular surface 102 and the load-bearing wheel guard cover ring body 101 are connected by the load-bearing wheel guard cover groove body 103. The circular surface 102, the load-bearing wheel guard cover ring body 101, and the load-bearing wheel guard cover groove body 103 are an integrated structure. Fig.16 As shown, the outer notch 222 of the latch through slot 22 is connected to the groove body 103 of the load-bearing wheel protection cover.

[0107] In order to further increase the friction resistance between the rim groove of the rim and the load-bearing wheel guard to prevent the load-bearing wheel guard from circumferential rotation, as shown in FIG. Fig.13 As shown in FIG. 1 , a plurality of spring pieces 26 are arranged on the inner side B of the load-bearing wheel protection cover 10 along the circumference of the load-bearing wheel protection cover 10. The spring pieces 26 can be made of plastic. The length direction of the spring pieces 26 is arranged along a direction parallel to the central axis F1 of the load-bearing wheel protection cover 10. When the load-bearing wheel protection cover 10 is installed, as shown in FIG. Fig.18 As shown, one side of the spring piece 26 contacts the end of the rim groove portion 711 of the rim 7 to form a contact portion 3 H3. In a high-frequency vibration working environment, the contact portion 3 H3 generates a friction resistance to better prevent the circumferential rotation of the load-bearing wheel guard. Preferably, the end of the rim groove portion 711 at the contact portion 3 H3 is designed to be a plane that matches the side of the spring piece 26, thereby further increasing the friction resistance there, and preventing the load-bearing wheel guard from rotating circumferentially.

[0108] The applicant conducted a vibration test on the improved load-bearing wheel guard to verify its effect. The steps are:

[0109] S1. Before the test, install the sample on the test fixture, draw a line at the connection between the product and the fixture, and observe whether the drawn position is misaligned after the test;

[0110] S2. Perform vibration test under the following conditions.

[0111]

[0112] S3. Judgment requirements: After the vibration test, the sample is not allowed to rotate relative to the test fixture along the circumferential direction.

[0113] By testing a plurality of test samples, the results showed that none of the test samples produced relative rotation along the circumferential direction relative to the test fixture.

[0114] (III) Research on anti-axial movement performance:

[0115] In daily work, when the load-bearing wheel guard often falls off, the applicant found through research that the third reason is that in actual application, the load-bearing wheel guard is in a high-frequency vibration working environment, and because the load-bearing wheel guard is connected together by several clip springs and the rim groove, such as Figure 3 As shown, in the prior art, the axial movement of the load-bearing wheel guard is mainly prevented by an axial limiting structure formed between the spring hook portion 121 of the retaining spring 12 and the rim groove portion 711 of the rim 7. However, since the load-bearing wheel guard is in a high-frequency vibration working environment and the retaining spring 12 has elastic deformation, sometimes under high-frequency vibration, the hooking structure between the spring hook portion 121 of the retaining spring 12 and the rim groove portion 711 of the rim 7 may become loose, thereby causing the load-bearing wheel guard to move axially outward. Under long-term high-frequency vibration, the load-bearing wheel guard may fall off.

[0116] Embodiment 1: Figure 4 , Figure 8 and Fig. 9 As shown, the applicant also uses the previously described latch 20 to be inserted into the rim groove 711 of the rim along the radial direction of the load-bearing wheel protective cover 10 and contact the rim groove 711, and uses the axial limiting structure formed between the latch 20 and the rim groove 711 to limit the load-bearing wheel protective cover 10; when the load-bearing wheel protective cover 10 has a tendency to move axially outward under a high-frequency vibration environment, the rigid axial limiting structure formed between the latch 20 and the rim groove 711 is used to limit the load-bearing wheel protective cover 10 axially to prevent the load-bearing wheel protective cover 10 from moving axially outward.

[0117] When preventing the load-bearing wheel guard from axial movement, this embodiment not only performs axial limiting through the axial limiting structure formed between the spring hook portion of the retaining spring and the rim groove portion of the rim as in the prior art, but also adds an axial limiting structure formed between the latch pin and the rim groove portion to axially limit the load-bearing wheel guard, and the latch pin is rigid, not elastic like the retaining spring, therefore, even in a high-frequency vibration working environment, no elastic deformation will occur between the latch pin and the rim groove portion, therefore, this embodiment can effectively prevent the load-bearing wheel guard from axial movement in a high-frequency vibration working environment, thereby avoiding the load-bearing wheel guard from falling off due to the axial movement of the load-bearing wheel guard.

[0118] Another issue that needs to be considered is how to ensure the accurate positioning of the pin after installation, so that after the pin is installed on the load-bearing wheel protective cover, it can ensure that one end of the pin contacts the rim groove for axial limitation. Since the load-bearing wheel protective cover is first installed on the rim through the retaining spring spring, and the retaining spring spring of the load-bearing wheel protective cover is elastic, the load-bearing wheel protective cover does not have a rigid positioning piece in the axial position, so that when the load-bearing wheel protective cover is installed on the rim through the retaining spring spring, the axial position of each load-bearing wheel protective cover is not actually fixed, that is, it is unknown whether the load-bearing wheel protective cover is installed in place. If each load-bearing wheel protective cover is not rigidly positioned in the axial position, it will cause some of the pins on the load-bearing wheel protective covers to fail to contact the rim groove after installation, and there will be a gap between them. In order to solve the above problems, if Fig.14 and Fig.15 As shown, an axial positioning rib 27 is also provided on the outer side J of each bolt mounting seat 21. The axial positioning rib 27 is provided in a direction parallel to the central axis F1 of the load-bearing wheel protection cover. There are multiple axial positioning ribs 27. A spacing D is left between the end surface of one end of the axial positioning rib 27 and the inner notch 221 of the bolt through groove 22. The spacing D is for accommodating the end of the wheel rim groove. Fig.11 As shown, when the load-bearing wheel shield is installed, the outer side surface of the rim groove end 713 of the rim groove portion 711 is first contacted with one end surface of the axial positioning rib 27 to accurately and rigidly position the load-bearing wheel shield in the axial direction, so as to ensure that the load-bearing wheel shield can be installed in place when it is installed on the rim through the retaining spring spring, and then the latch 20 is installed on the load-bearing wheel shield 10, so that one end of the latch 20 extends out and inserts into the rim groove portion 711 of the rim and contacts the rim groove portion 711. At this time, the rim groove end 713 is located in the spacing D. In this way, by providing the axial positioning rib 27, it is possible to ensure that each load-bearing wheel shield is accurately and rigidly positioned in the axial position, so that it is possible to ensure that the latch on each load-bearing wheel shield can contact the rim groove portion to form a rigid axial limiting structure. In addition, the axial positioning rib can also prevent the load-bearing wheel shield from moving inward.

[0119] 2. The applicant elaborates on the technical solution for optimizing the dustproof and waterproof performance of the bogie guide wheel protective cover:

[0120] The applicant has optimized the bogie guide wheel protection cover structure in the prior art:

[0121] Embodiment 1: Fig.19 As shown, the bogie guide wheel protective cover includes an upper protective cover 29 and a lower protective cover 30 connected to the bogie frame 28, the upper protective cover 29 is rotatably connected to the bogie frame 28 through a connecting assembly and can be opened and closed up and down; the lower protective cover 30 is fixedly connected to the bogie frame 28 by bolts; the inner end surface 31 of the upper protective cover 29 close to the bogie frame 28 is a straight surface structure perpendicular to the upper end surface 32 of the guide wheel 3, the upper protective cover 29 includes a side drainage area 33 and a top drainage area 34 located above the side drainage area 33, and the side drainage area 33 and the top drainage area 34 are both extended from the inner end surface 31 to the side away from the bogie frame 28.

[0122] The side drainage area 33 and the top drainage area 34 include a side drainage platform 35 and a top drainage platform 36 respectively, and the side drainage platform 35 and the top drainage platform 36 are respectively arranged to be inclined downward toward the two sides of the guide wheel 3; the top drainage platform 36 is formed by extending from the upper end of the inner end surface 31 toward the upper side, and the top drainage area 34 also includes a top connecting platform 37 formed by extending downward from the end of the top drainage platform 36 away from the inner end surface 31; the side drainage platform 35 is connected to the lower end of the top connecting platform 37, and the side drainage area 33 also includes a side connecting platform 38 arranged at the lower end of the side drainage platform 35; the top connecting platform 37 and the side drainage platform 35 are both arc-shaped structures protruding away from the inner side surface, so as to facilitate the discharge of accumulated water and dust.

[0123] The lower protective cover 30 is located below the top drainage platform 36 and is inclined and extended toward the outer side of the guide wheel 3 at a side away from the side drainage platform 35. The accumulated water on the side drainage platform 35 flows downward into the outer side of the guide wheel 3, and the accumulated water on the top drainage platform 36 flows downward into the lower protective cover 30 first, and then flows into the outer side of the guide wheel 3 from the side away from the side drainage platform 35 through the lower protective cover 30; the accumulated water and dust on the side drainage platform 35 and the top drainage platform 36 flow toward the two sides of the guide wheel 3 respectively, further enhancing the dispersion and discharge capabilities of the accumulated water and dust, preventing the accumulated water and dust from corroding the guide wheel 3 and the bogie frame 28, so as to improve the service life and performance of the guide wheel 3 and the bogie frame 28.

[0124] like Fig.19 and Fig. 20As shown, the angle α between the arc top of the top connecting platform 37 and the upper end surface 32 of the guide wheel 3 is greater than the angle β between the arc top of the side drainage platform 35 and the upper end surface 32 of the guide wheel 3, which facilitates the accumulation of water and dust at the top connecting platform 37 to fall and be discharged to the outside of the guide wheel 3 along the side drainage platform 35; the lower end of the side connecting platform 38 is located above the side edge 39 of the guide wheel 3, and the side edge 39 is inclined downward, that is, the lower end of the side connecting platform 38 will not be arranged above the upper end surface 32 of the guide wheel 3, so as to ensure that the accumulated water and dust on the upper protective cover 29 are directly discharged to the outside of the guide wheel 3 along the side edge 39 instead of falling on the upper end surface 32 of the guide wheel 3, and the lower end of the side connecting platform 38 will not be arranged on the side edge 39, that is, the outside of the guide wheel 3, so as to avoid interference with the guide rail.

[0125] The inner end face 240 of the lower protective cover 30 away from the bogie frame 28 is located below the top drainage platform 36 and at one-third to one-half of the top drainage platform 36, so as to ensure that the accumulated water and dust on the top drainage platform 36 can completely fall onto the lower protective cover 30 and avoid falling onto the upper end face 32 of the guide wheel 3; the upper end face 245 of the lower protective cover 30 is an inclined surface structure inclined downward from the upper end of the inner end face 240 toward the outer side of the guide wheel 3, and the side end of the lower protective cover 30 away from the inner end face 240 is located above the side edge 241 of the guide wheel 3 away from the side drainage area 33, so as to ensure that the accumulated water and dust on the upper protective cover 29 are directly discharged to the outer side of the guide wheel 3 along the side edge 241 and will not fall onto the upper end face 32 of the guide wheel 3, and can avoid interference with the guide rail.

[0126] The upper and lower ends of the top drainage platform 36 are respectively provided with an anti-shrinkage groove 1 42 and an anti-shrinkage groove 2. The anti-shrinkage groove 1 42 is located in the middle away from the top connecting platform 37. The anti-shrinkage groove 1 42 and the anti-shrinkage groove 2 prevent the upper protective cover 29 from shrinking during use, thereby increasing the service life of the upper protective cover 29; the lower end of the top drainage platform 36 is also provided with a reinforcing rib 1 to improve the supporting force and structural quality of the upper protective cover 29; the top drainage platform 36 and the top connecting platform 37 are also provided with a makeshift groove 43 to provide space for the connection between the upper protective cover 29 and the upper connecting piece 47.

[0127] like Fig.19 and Fig.28 As shown, the inner end surface 40 of the lower protective cover 30 includes a concave section 44 that is concave toward the bogie frame 28, which can avoid interference between the bogie frame 28 and the lower protective cover 30 and the upper protective cover 29; the lower end of the upper end surface 45 of the lower protective cover 30 is provided with a reinforcing rib 46, which can improve the structural support stability of the lower protective cover 30.

[0128] like Fig.21As shown, the connecting assembly includes an upper connecting member 47 and a lower connecting member 48, and the central axes of the upper connecting member 47 and the lower connecting member 48 are both arranged perpendicular to the upper end surface 32 of the guide wheel 3; the upper protective cover 29 is driven by the upper connecting member 47 to open toward the bogie frame 28 or to close toward the guide wheel 3. When the upper protective cover 29 is closed, the upper protective cover 29 is clamped by the lower connecting member 48.

[0129] like Figure 20 to Figure 23 As shown, the upper connecting member 47 includes a connecting shaft 49 rotatably connected to the upper protective cover 29, a support frame 50 fixed below the connecting shaft 49, and an elastic fastening member 51 located between the connecting shaft 49 and the support frame 50. The elastic fastening member 51 is connected between the connecting shaft 49 and the support frame 50, and both ends of the connecting shaft 49 extend to the clearance groove 43; Fig. 22 and Fig.23 As shown, the support frame 50 includes an upper support frame 52, a lower support frame 53 and a side support plate 54 connected between the upper support frame 52 and the lower support frame 53, and the side support plate 54 is located on the side ends of the upper support frame 52 and the lower support frame 53 away from the connecting shaft 49; the lower support frame 53 is provided with an anti-interference groove 55 to avoid interference with the bogie frame 28.

[0130] The side support plate 54 is inclined from top to bottom along the side end of the upper support frame 52 toward the side end of the lower support frame 53; the upper support frame 52 includes a main bracket 56 and a side bracket 57 symmetrically connected to the two side ends of the main bracket 56, and the upper part of the side support plate 54 extends outward with a connecting platform 58, and the free end of the side bracket 57 is connected to the connecting platform 58. The connecting platform can increase the frame space of the upper support frame 52 to avoid interference. At the same time, it can enhance the reliability of the connection between the side bracket 57 and the side support plate 54; the side support plate 54, the upper support frame 52 and the lower support frame 53 can improve the connection stability of the upper protective cover 29, and can avoid interference between the upper protective cover 29 and the lower protective cover 30 and the bogie frame 28.

[0131] like Fig. 22 and Fig.25 As shown, a support ear 59 with an ear hole is provided on the upper support frame 52, and a connecting shaft 49 is inserted into the ear hole; the elastic fastening member 51 is located on the upper support frame 52 and is located on the side of the support ear 59; the support ear 59 includes a connecting column 60 fixed on the main bracket 56 and an earring 61 located on the connecting column 60, and the ear hole is formed by the inner hole of the earring 61; the support ear 59 includes at least two and is arranged on both sides of the elastic fastening member 51; the connecting shaft 49 is vertically arranged with the upper end surface 32 of the guide wheel 3, the connecting shaft 49 is inserted into the ear hole of the earring 61 in the support frame 50, and the two ends of the connecting shaft 49 are mounted in the connecting hole group 1 of the protective cover, and the support frame 50 is connected to the bogie frame 28 away from the lower support frame 53 of the connecting shaft 49.

[0132] like Fig. 22 , Fig.23 and Fig.24 As shown, the elastic clamping member 51 includes a lower supporting spring piece 62 and an upper opening and closing spring piece 63 of a multi-arc surface segment combination structure; the lower supporting spring piece 62 and the upper opening and closing spring piece 63 are both fixed on the upper supporting frame 52 and the upper opening and closing spring piece 63 is located at the upper end of the lower supporting spring piece 62; the overall length of the upper opening and closing spring piece 63 is 2-4 times the overall length of the lower supporting spring piece 62, which can not only provide the supporting force of the lower supporting spring piece 62 on the upper opening and closing spring piece 63, but also prevent the supporting force from being too large and causing the rigidity of the upper opening and closing spring piece 63 to be too large, thereby ensuring the clamping force and auxiliary opening and closing force of the upper opening and closing spring piece 63 on the upper protective cover 29.

[0133] The upper opening and closing spring piece 63 includes, from top to bottom, an upper convex arc segment 64, a lower concave arc segment 65 and a lower convex arc segment 66, and the lower convex arc segment 66 is connected to the upper support plate through a lower straight surface segment 67; the lower support spring piece 62 includes a lower concave arc segment 68 and a lower convex arc segment 69, and the lower concave arc segment 68 and the lower convex arc segment 69 are respectively matched and connected to the lower ends of the lower concave arc segment 65 and the lower convex arc segment 66, and the lower convex arc segment 69 is connected to the upper support plate through a lower straight surface segment 70; the upper convex arc segment 64, the lower convex arc segment 66 and the lower concave arc segment 68 are all protruding toward the side away from the lower support frame 53, and the lower concave arc segment 65 and the lower concave arc segment 68 are both protruding toward the lower support frame 53. When the upper protective cover 29 contacts the upper opening and closing spring piece 63, the upper protective cover 29 just contacts the upper convex arc segment 64 of the convex upward protective cover 29, so as to realize the pressing force and auxiliary opening and closing force of the upper opening and closing spring piece 63 on the upper protective cover 29; a receiving groove 71 is provided in the middle of the main bracket 56, and the upper opening and closing spring piece 63 and the lower supporting spring piece 62 are provided at the receiving groove 71. When the upper protective cover 29 is closed, the upper opening and closing spring piece 63 and the lower supporting spring piece 62 are pressed downward, and at this time, the receiving groove 71 can provide a receiving space for the upper opening and closing spring piece 63 and the lower supporting spring piece 62.

[0134] like Fig. 20 , Fig.21 , Fig.26 and Fig. 27 As shown, the lower connecting member 48 includes a second connecting shaft 72, a second support frame 73 located below the second connecting shaft 72, and a clamping sleeve 74 fixed on the second support frame 73; both ends of the second connecting shaft 72 are mounted in the second connecting hole group of the upper protective cover 29; the second support frame 73 includes a bottom bracket 75 and an upper bracket 76 vertically supported on the bottom bracket 75; the bottom bracket 75 in the second support frame 73 away from the second connecting shaft 72 is connected to the bogie frame 28; the upper protective cover 29 can be clamped or opened in the clamping sleeve 74 through the second connecting shaft 72.

[0135] The upper bracket 76 includes a bottom vertical section 77 connected to the bottom bracket 75 and an upper inclined section 78 located on the side of the bottom vertical section 77 away from the bottom bracket 75. The upper inclined section 78 is inclined from the end of the bottom vertical section 77 toward the side away from the connecting shaft 2 72 to increase the connection space and avoid interference; a mounting plate 80 is provided at the end of the arc surface section 1 79, and the clamping sleeve 74 is fixed to the upper inclined section 78 through the mounting plate 80. When the clamping sleeve 74 needs to be repaired or replaced, it can be achieved by disassembling or loading and unloading the mounting plate 80, which is simple and quick and can reduce costs.

[0136] like Fig.26 and Fig. 27 As shown, the clamping sleeve 74 includes two symmetrically arranged clamping plates 81, and the clamping plates 81 include a support segment 82 of a straight surface structure and a clamping segment 83 of a multi-arc surface segment structure in sequence from the support frame 2 73 toward the outside; the support segment 82 is connected to the support frame 2 73 through the arc surface segment 1 79, and the arc surface segment 1 79 can increase the telescopic space of the clamping plate 81; the upper protective cover 29 can be clamped or opened in the clamping segment 83 through the connecting shaft 2 72.

[0137] The clamping section 83 includes an arc surface section 2 84 and an arc surface section 3 85, and the arc surface section 2 84 is connected to the support section 82; the arc surface section 1 79 and the arc surface section 2 84 both protrude toward the side away from the central axis of the clamping sleeve 74, and the arc surface section 3 85 protrudes toward the central axis of the clamping sleeve 74; the protective cover can be clamped or opened in the clamping groove formed by the arc surface sections 2 84 of the two clamping sleeves 74 through the connecting shaft 2 72.

[0138] In this embodiment, the upper protective cover includes a top drainage platform, a top connecting platform, a side drainage platform and a side connecting platform. A portion of the accumulated water and dust is discharged toward the outside of one side of the guide wheel through the top drainage platform, and the other portion of the accumulated water and dust is discharged toward the outside of the other side of the guide wheel through the side drainage platform. This ensures that the accumulated water and dust above the guide wheel are completely discharged, preventing the guide wheel and the bogie frame from being corroded and damaged, saving maintenance costs, and improving the use performance and safety performance of the guide wheel.

[0139] The lower protective cover in this embodiment is arranged in cooperation with the top drainage platform, which can ensure that the accumulated water and dust flowing down from the top drainage platform are completely discharged to the outside of the guide wheel, further improving the use quality and service life of the guide wheel and the bogie frame.

[0140] The upper connecting member and the lower connecting member in this embodiment can ensure a stable connection between the upper protective cover and the bogie frame.

[0141] 3. The applicant elaborates on the technical solution for optimizing the connection between the primary spring of the bogie and the bogie frame:

[0142] Description of the prior art solution: In the prior art, the primary springs in the bogies of rail transit vehicles are usually helical compression springs, which are installed in the axle box. The frame of the bogie is pressed on the helical compression springs, and the frame installation position is higher than the axle box. The installation position of this frame using helical 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.

[0143] 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.

[0144] 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.

[0145] Embodiment 1: Figure 29 to Figure 31 As shown: the first series rubber spring 86 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 86 is composed of an inner cylinder 87, a rubber body 88 and an outer sleeve 89. The inner cylinder 87 is tubular, and the outer sleeve 89 includes a tubular cylinder 891 and a disc-shaped cylinder cover 892 arranged at one end of the cylinder 891. The disc-shaped cylinder cover 892 and the cylinder 891 are provided with a cylinder cover fillet with a cylinder cover fillet curvature radius of 90. The inner cylinder 87 is coaxially arranged in the outer sleeve 89, and the rubber body 88 is filled between the inner cylinder 87 and the outer sleeve 89. The inner cylinder 87 and the outer sleeve 89 are made of metal materials or hard polymer materials, and the rubber body 88 is integrally formed with the inner cylinder 87 and the outer sleeve 89 by vulcanization. The part of one end of the rubber body 88 on the cylinder cover 892 is an arc-shaped free surface-91. The other end of the rubber body 88 is a conical free surface 92 .

[0146] like Fig.31 and Fig.32 As shown: the free surface 91 is a spherical surface, the curvature radius 93 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.

[0147] The stiffness of the rubber spring 86 of the present invention is as follows: Fig.36As shown: by adjusting the ratio of the free surface curvature radius 93 and the free surface outer diameter D2 to the inner hole diameter D1 of the rubber body, the vertical stiffness and radial stiffness of the rubber spring 86 can be changed, and the rubber spring 86 has variable stiffness performance to obtain the vertical stiffness and radial stiffness required for subway vehicle vibration reduction.

[0148] like Fig.32 As shown: the surface 91 is connected to the inner cylinder 87 through the arc groove 94, the curvature radius 941 of the arc groove 1 is within the range of 5 to 15 mm, and the center angle γ of the arc groove 1 is within the range of 120° to 180°. According to the test, the arc groove 1 can reduce or avoid the stress concentration generated at the connection between the free surface 91 and the inner cylinder 87 (as shown in the attached table 1), and prevent the rubber body 88 from cracking and separating at the connection between the inner cylinder 87.

[0149] Schedule 1

[0150]

[0151] like Fig.30 , Fig.31 and Fig.34 As shown, a plurality of bolt holes 95 are provided on the cylinder cover 892, and a cylindrical surface 96 is provided on the rubber body 88 at positions corresponding to the bolt holes 95, so that the primary rubber spring 86 can be installed on the axle box 97 by bolts. When the bolt holes 95 are evenly distributed, the central angles δ of all the bolt holes are the same, and the installation of the primary rubber spring 861 has no directionality, and the installation efficiency is high; when the central angles δ of adjacent bolt holes are different, the installation orientation of the primary rubber spring 86 can be set, so that the primary rubber spring 86 with different radial stiffness can be installed in a predetermined orientation, so as to control the longitudinal and transverse stiffness of the primary rubber spring 86 on the track, and meet the different longitudinal and transverse stiffness requirements of the subway vehicle on the track.

[0152] A wear layer 98 is provided on the lower surface of the cylinder cover 892, and the wear layer 98 is in contact with the axle box 97 to protect the cylinder cover 892 from being worn.

[0153] like Fig.33 As shown: a cylindrical adhesion layer 99 is provided at the connection between the second free surface 92 and the outer sleeve 89 to increase the contact area and adhesion between the rubber body 88 and the outer sleeve 89.

[0154] 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 99 can both increase the adhesion between the rubber body 88 and the outer cover 89 and reduce the rubber raw materials.

[0155] The second free surface 92 is connected to the adhesion layer 99 through the second arc groove 100. The second arc groove has a curvature radius 104 in the range of 10 to 20 mm, and a center angle ε of the second arc groove is in the range of 120° to 180°. The second arc groove can reduce or avoid stress concentration at the connection between the second free surface 92 and the adhesion layer 99, thereby preventing the rubber body 88 from cracking.

[0156] The free surface 2 92 is connected to the inner cylinder 87 through the arc groove 3 105. The curvature radius 106 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 3 105, stress concentration at the connection between the free surface 2 92 and the inner cylinder 87 can be reduced or avoided, and cracking and separation at the connection between the rubber body 88 and the inner cylinder 87 can be prevented.

[0157] The installation method of the first series rubber spring 86 of the present application is as follows Fig.34 and Fig.35 As shown in the figure, two primary rubber springs 86 are placed in the spring holes of the axle box 97 on both sides of the axle 8, and the suspension rod 107 passes through the axle holes of the frame 28 and the primary rubber spring 86 from bottom to top, and then the pressure cover 108 is covered, and the clamping screw 109 is tightened, so that the frame 28 is hung under the axle box 97. This hanging installation method can reduce the height of the frame 28 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.

[0158] Due to the arc-shaped free surface 91 at the upper end of the primary rubber spring 86, only a small part of the free surface 91 contacts the gland 108 when the load is small. At this time, the rubber body 88 has a lower stiffness but a larger strain to provide flexible low vertical stiffness; as the load increases, the contact area between the gland 108 and the arc-shaped free surface 91 increases, and the pressure required to compress the primary rubber spring 861 becomes larger and larger, so that the primary rubber spring 861 has an increasingly larger vertical stiffness. This makes the primary rubber spring 861 have variable stiffness performance to meet the vibration reduction requirements of subway vehicles.

[0159] As the primary rubber spring 861 is compressed, the inner cylinder 87 produces a vertical displacement relative to the outer sleeve 89. At this time, the free surface 1 91 at the upper end of the rubber body 88 is compressed and bulges toward the periphery, and the free surface 2 92 at the lower end produces elastic deformation. Since the arc groove 2 100 and the arc groove 3 105 increase the area of ​​the free surface 2 92, when the free surface 2 92 is stretched, the arc groove 2 100 and the arc groove 3 105 can be straightened to reduce the strain of the free surface 2 92, thereby reducing the stress on the free surface 2 92. In particular, it can reduce the stress concentration at the connection between the rubber body 88 and the inner cylinder 87 and the outer sleeve 89, and avoid the rubber body 88 from cracking and separating from the inner cylinder 87 and the outer sleeve 89. It can greatly improve the reliability of the primary rubber spring 861 and extend the service life of the primary rubber spring 861.

[0160] This embodiment uses a series of rubber springs composed of an inner tube, a rubber body and an outer sleeve, 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 costs. The rubber body has an arc-shaped free surface, so that the series of rubber springs have vertical variable stiffness to meet the vibration reduction requirements of subway vehicles.

[0161] In summary, the present invention can optimize the protective performance of the protective cover at the wheelset of the subway bogie and the connection performance of the primary spring of the subway bogie, thereby improving the overall performance of the subway bogie. By increasing the stability between the retaining spring sheet and the load-bearing wheel protective cover, the retaining spring sheet will not loosen or fall off during operation, thereby ensuring that the load-bearing wheel protective cover can be firmly connected to the outer end of the rim, avoiding the risk of arcing caused by the end of the axle and the outer end face of the rim being exposed to the outside due to the fall of the load-bearing wheel protective cover. By installing the second bolt in reverse and locking it with the anti-loosening nut, the exposed screw part 2 and the anti-loosening nut are insulated, thereby increasing the stability between the retaining spring sheet and the load-bearing wheel protective cover, and reducing the risk of arcing caused by the fall of the load-bearing wheel protective cover. By adding an insulating member, the screw part 2 and the anti-loosening nut are insulated to further prevent the risk of arcing. When preventing the load-bearing wheel guard from rotating circumferentially, the present invention not only generates friction resistance through the contact portion H1 formed between the spring clip and the rim groove portion as in the prior art, but also generates friction resistance through the contact portion H2 between the latch and the rim groove portion to better prevent the load-bearing wheel guard from rotating circumferentially. The present invention not only performs axial limiting through the axial limiting structure formed between the spring clip hook portion and the rim groove portion of the rim as in the prior art, but also adds a rigid axial limiting structure between the rim groove portion of the rim and the load-bearing wheel guard to perform axial limiting on the load-bearing wheel guard. Therefore, the present invention can effectively prevent the load-bearing wheel guard from moving axially in a high-frequency vibration working environment, thereby avoiding the load-bearing wheel guard from falling off due to the axial movement of the load-bearing wheel guard. The present invention can prevent the guide wheel and the bogie frame from being corroded and damaged by designing the guide wheel guard into an upper guard and a lower guard, thereby saving maintenance costs and improving the use performance and safety performance of the guide wheel. The invention reduces the height of the frame and the carriage floor by changing the connection method between the primary spring and the frame, thereby improving the convenience of subway boarding and alighting.

[0162] The "multiple" mentioned in this embodiment refers to the number of "two or more". The above embodiments are only used to illustrate the present invention, but not to limit the present invention. Those skilled in the relevant technical field can make various changes or modifications without departing from the spirit and scope of the present invention. Therefore, all equivalent technical solutions should also belong to the protection scope of the present invention, and the protection scope of the present invention should be defined by the claims.

Claims

1. A performance optimization method for subway bogies, Features: The performance of the subway bogie is optimized by optimizing the structure of the protective cover at the load-bearing wheel of the subway bogie to improve the anti-arc, anti-circumferential rotation and anti-axial movement performance of the load-bearing wheel protective cover, optimizing the structure of the protective cover at the guide wheel of the subway bogie to improve the dustproof and waterproof performance of the guide wheel protective cover, and optimizing the connection method between the primary spring in the bogie and the bogie frame to improve the convenience of subway boarding and alighting. The said optimizing the structure of the protective cover at the load-bearing wheel of the subway bogie to improve the anti-arc performance of the load-bearing wheel protective cover is to increase the stability between the clip spring sheet and the load-bearing wheel protective cover, so that during the working process, the clip spring sheet will not loosen or fall off, thereby avoiding the risk of arcing caused by the falling of the load-bearing wheel protective cover; The method of optimizing the structure of the protective cover at the load-bearing wheel of the subway bogie to improve the anti-circumferential rotation performance of the load-bearing wheel protective cover is to prevent the load-bearing wheel protective cover from circumferential rotation by increasing the friction resistance between the rim groove portion of the rim and the load-bearing wheel protective cover; The method of optimizing the structure of the protective cover at the load-bearing wheel of the subway bogie to improve the anti-axial movement performance of the load-bearing wheel protective cover is to prevent the load-bearing wheel protective cover from axial movement by adding a rigid axial limiting structure between the rim groove portion of the rim and the load-bearing wheel protective cover; The method of optimizing the structure of the protective cover at the guide wheel of the subway bogie to improve the dustproof and waterproof performance of the guide wheel protective cover is to design the guide wheel protective cover into an upper protective cover and a lower protective cover connected to the bogie frame, the upper protective cover is rotatably connected to the bogie frame through a connecting assembly and can be opened and closed up and down; the upper protective cover includes a side drainage area and a top drainage area located above the side drainage area, the side drainage area and the top drainage area respectively include a side drainage platform and a top drainage platform, and the side drainage platform and the top drainage platform are respectively arranged to be inclined downward toward both sides of the guide wheel; the lower protective cover is located below the top drainage platform and is arranged to be inclined and extended toward the outer side of the guide wheel toward a side away from the side drainage platform; the accumulated water on the side drainage platform flows downward into the outer side of the guide wheel, and the accumulated water on the top drainage platform first flows downward into the lower protective cover, and then flows into the outer side of the guide wheel from the side away from the side drainage platform through the lower protective cover; The method of improving the convenient boarding and alighting performance of a subway by optimizing the connection mode between the primary spring in the bogie and the bogie frame is to design the primary spring into three parts: an inner tube, a rubber body and an outer shell. The inner tube is tubular, and the outer shell includes: a tubular cylinder and a disc-shaped cylinder cover arranged at one end of the cylinder. The inner tube is coaxially arranged in the outer shell, and the rubber body is filled between the inner tube and the outer shell. When the primary spring is connected to the bogie frame, two primary rubber springs are placed in the spring holes of the axle boxes on both sides of the axle of the bogie respectively, and the suspension rod passes through the frame, the inner tube of the primary rubber spring and the pressure cover from bottom to top in sequence. An internal thread is provided at one end of the suspension rod passing through the pressure cover, and a clamping screw is screwed into one end of the suspension rod, so that the frame is connected to the primary rubber spring through the suspension rod, and finally the frame is hung under the axle box of the axle.

2. The performance optimization method for a subway bogie according to claim 1, Features: When improving the arc protection performance, the stability between the retaining spring sheet and the load-bearing wheel protective cover is increased by using bolt 2 and a locking nut as the connecting piece connecting the retaining spring sheet and the load-bearing wheel protective cover; when connecting the retaining spring sheet, the bolt 2 is inserted from the inner side of the load-bearing wheel protective cover through the retaining spring sheet and the load-bearing wheel protective cover toward the outer side of the load-bearing wheel protective cover and is locked and connected with the locking nut; the screw portion 2 of the bolt 2 located on the outer side of the load-bearing wheel protective cover and the locking nut are insulated.

3. The performance optimization method for a subway bogie according to claim 1, Features: When the anti-circumferential rotation performance is improved, the friction resistance between the rim groove portion of the rim and the load-bearing wheel protective cover is increased by providing a plurality of latches on the inner side of the load-bearing wheel protective cover along the circumference of the load-bearing wheel protective cover, and each latch can extend in the radial direction of the load-bearing wheel protective cover; After the load-bearing wheel guard is hooked onto the outer end surface of the rim by engaging the multiple spring springs on the inner side of the load-bearing wheel guard and the rim groove of the rim, multiple pins are extended radially along the load-bearing wheel guard and inserted into the rim groove of the rim to contact with the rim groove to form a contact portion H2. The contact portion H2 generates friction resistance to prevent the load-bearing wheel guard from circumferential rotation.

4. The performance optimization method for a subway bogie according to claim 1, Features: When the anti-axial movement performance is improved, the rigid axial limiting structure between the rim groove portion of the rim and the load-bearing wheel protective cover is provided with a plurality of latches on the inner side of the load-bearing wheel protective cover along the circumference of the load-bearing wheel protective cover, and each latch can extend in the radial direction of the load-bearing wheel protective cover; When the load-bearing wheel protective cover is hooked onto the outer end surface of the rim through the multiple spring springs on the inner side of the load-bearing wheel protective cover and the rim groove of the rim, multiple pins are extended radially along the load-bearing wheel protective cover and inserted into the rim groove of the rim to form a rigid axial limiting structure in contact with the rim groove.

5. The performance optimization method for a subway bogie according to claim 4, Features: A rigid positioning piece is also provided on the inner side of the load-bearing wheel protective cover. When the load-bearing wheel protective cover is hooked on the outer end face of the rim through the engagement of the retaining spring spring piece and the rim groove portion, the rigid positioning piece cooperates with the rim groove portion to perform rigid axial positioning on the load-bearing wheel protective cover.

6. The performance optimization method for a subway bogie according to claim 5, Features: The rigid positioning member is an axial positioning rib arranged on the inner side of the load-bearing wheel protective cover; when the load-bearing wheel protective cover is hooked on the outer end face of the rim through the engagement of the retaining spring spring piece and the rim groove portion, the outer side face of the rim groove end of the rim groove portion is first contacted with one end face of the axial positioning rib to rigidly position the load-bearing wheel protective cover in the axial direction, and then a plurality of pins are extended radially along the load-bearing wheel protective cover, inserted into the rim groove portion of the rim, and contacted with the rim groove portion to form a rigid axial limiting structure.

7. The performance optimization method for a subway bogie according to any one of claims 3 to 6, Features: The multiple latches are arranged on the inner side of the load-bearing wheel protective cover through a disassembly and assembly connection structure; the latches are not installed before installing the load-bearing wheel protective cover, and when the load-bearing wheel protective cover is hooked on the outer end surface of the rim through the multiple retaining spring pieces on the inner side of the load-bearing wheel protective cover and the rim groove of the rim, the latches are installed on the load-bearing wheel protective cover so that one end of the latches is inserted into the rim groove of the rim and contacts the rim groove.

8. The performance optimization method for a subway bogie according to claim 7, Features: The disassembly and assembly connection structure is provided with a plurality of latch mounting seats on the inner side of the load-bearing wheel protective cover along the circumference of the load-bearing wheel protective cover; a latch through slot is provided on the latch mounting seat along the radial direction of the load-bearing wheel protective cover, the inner slot at one end of the latch through slot is located in the inner space of the load-bearing wheel protective cover, and the outer slot at the other end of the latch through slot is located in the outer space of the load-bearing wheel protective cover, and a threaded hole and a through hole are respectively provided on the opposite sides of the latch through slot in a direction parallel to the central axis of the load-bearing wheel protective cover; When the load-bearing wheel protective cover is hooked on the outer end surface of the rim through the multiple spring spring pieces on the inner side of the load-bearing wheel protective cover and the rim groove part of the rim, the latch is inserted into the latch groove from the external space of the load-bearing wheel protective cover through the outer notch of the latch groove, so that one end of the latch passes through the inner notch of the latch groove and extends into the rim groove part of the rim and contacts the rim groove part. Finally, the latch screw passes through the through hole and the latch and is screwed into the threaded hole, thereby locking the latch on the latch mounting seat.

9. The performance optimization method for a subway bogie according to claim 1, Features: The inner end face 1 of the upper protective cover close to the bogie frame is a straight surface structure perpendicular to the upper end face 1 of the guide wheel, and the side drainage area and the top drainage area are both extended from the inner end face 1 to the side away from the bogie frame; the top drainage platform is extended from the upper end of the inner end face 1 toward the oblique upward direction, and the top drainage area also includes a top connecting platform extended downward from the end of the top drainage platform on the side away from the inner end face 1; the side drainage platform is connected to the lower end of the top connecting platform, and the side drainage area also includes a side connecting platform arranged at the lower end of the side drainage platform; the top connecting platform and the side drainage platform are both arc-shaped structures protruding away from the inner side surface.

10. The performance optimization method of a subway bogie according to claim 9, Features: The angle α between the arc top of the top connecting platform and the upper end surface 1 of the guide wheel is greater than the angle β between the arc top of the side drainage platform and the upper end surface 1 of the guide wheel; the lower end of the side connecting platform is located above the side edge 1 of the guide wheel.

11. The performance optimization method for a subway bogie according to claim 1, Features: The part of the rubber body on the cylinder cover is an arc-shaped free surface 1; during operation, the contact area between the arc-shaped free surface 1 of the rubber body and the pressure cover gradually increases, so that the first series of rubber springs have increasingly larger vertical stiffness, providing variable stiffness performance.

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