Anti-roll device and rail vehicle

Abstract

The present invention discloses an anti-roll device and a rail vehicle. The anti-roll device comprises symmetrically arranged connecting rods, one end of which is connected to a mounting seat via a first ball joint. The first ball joint is an axial joint, and the connecting rod and the first ball joint, as well as the first ball joint and the mounting seat, are both detachably fixed. The anti-roll device of the present invention can better meet vehicle clearance and assembly requirements, leaving more space for the placement of other equipment, such as a third-rail current collector.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transit vehicles, and in particular relates to an anti-roll device and a rail vehicle. Background Art

[0002] To improve the vehicle's roll resistance and ride comfort, prevent rolling motion when navigating curves or in crosswinds, and keep the vehicle operating within safety limits, passenger rail vehicles are typically equipped with anti-roll devices. The anti-roll device works by arguing that when the vehicle rolls on a curve or in crosswinds, the arms at each end of the torsion bar rotate in opposite directions, causing the torsion bar to undergo torsional elastic deformation. This generates a force in the opposite direction, preventing further roll.

[0003] like Figure 1 As shown, the anti-roll device consists of a torsion bar 3, a rotating arm 4, a bearing seat 1, a connecting rod assembly 2 and other components. Figure 2 As shown, the connecting rod assembly 2 is mainly composed of a connecting rod body 6 and ball joints arranged at both ends of the connecting rod body 6. There are two structural types of ball joints commonly used in connecting rod assemblies, such as Figure 3 As shown, they are radial joint ball joint 5 ( Figure 3 a) and bracket joint ball joint 9 ( Figure 3 b) Two common connecting rod assemblies are formed by combining ball joints of different structural types, namely, Solution 1: a connecting rod assembly with radial joint ball joints 5 at both ends, and the specific structure is as follows: Figure 4 Option 2: One end is the bracket joint ball joint 9, the other end is the radial joint ball joint 5 of the connecting rod assembly, the specific structure as shown Figure 4 b. Each of these two connecting rod assemblies has its own advantages and disadvantages. Option 1 features a radial ball joint 5 on the anti-roll torsion bar frame side that passes horizontally through the tapered mounting hole on the mounting base. The locking nut is located between the mounting base and the frame side beam upright, creating a narrow space. Furthermore, the locking nut is located very close to the frame side beam lower cover, leaving insufficient wrench space and making installation difficult. Furthermore, due to structural limitations, the lateral distance required for installation on the anti-roll torsion bar frame side is greater than that on the vehicle body side, so Option 1 adopts an inclined arrangement. Option 2 features a vertical assembly relationship between the bracket ball joint 9 and the mounting base. While this facilitates assembly and disassembly, the bracket ball joint 9 complicates assembly and disassembly, resulting in a larger mounting base and a smaller electrical safety distance for the third rail current collector than Option 1.

[0004] Because the space available for equipment layout on the bogie is relatively small, and equipment layout must comprehensively consider factors such as clearances, welding space, assembly and disassembly space, and whether there is interference with other equipment (such as the electrical safety distance with the third-rail current collector), the more compact the equipment layout is, the better, provided that functional requirements are met. Based on the advantages and disadvantages of Options 1 and 2 described above, it can be seen that the anti-roll link assemblies currently used on vehicles require a large installation space and are inconvenient to disassemble and install. Summary of the Invention

[0005] In view of the current problems and deficiencies in the prior art, the present invention provides an anti-roll device and a rail vehicle. The connecting rod assembly in the anti-roll device requires a small installation space and is easy to assemble and disassemble.

[0006] In order to achieve the above object, the technical solution adopted by the present invention is:

[0007] An anti-roll device includes a symmetrically arranged connecting rod body, one end of which is connected to a mounting seat via a first ball joint; its structural characteristics are: the first ball joint is an axial joint ball joint, and the connecting rod body and the first ball joint, as well as the first ball joint and the mounting seat are all detachably fixedly connected.

[0008] Because the axial joint ball joint and mounting base are assembled perpendicularly, it is easier to assemble and disassemble the joint compared to a radial joint ball joint. Furthermore, due to the inherent structure of the axial joint ball joint, the joint and mounting base require less space to assemble.

[0009] Preferably, the connection position between the first ball joint and the connecting rod body is adjustable. By adjusting the connection position between the first ball joint and the connecting rod body, the installation height of the first ball joint can be adjusted, which can well adapt to a wide range of connecting rod assembly height requirements and expand the application range of the anti-roll device.

[0010] Preferably, the end of the connecting rod body is provided with an internal thread, and the upper end of the first ball joint is provided with a first external thread. The first ball joint and the connecting rod body are connected by threads and fastened by a first fastener. The first fastener can be a locking nut, which is pre-set on the first external thread. After the first ball joint and the connecting rod body are installed, the locking nut is tightened to prevent loosening. The threaded connection between the first ball joint and the connecting rod body allows for convenient height adjustment of the connecting rod assembly, effectively accommodating a wide range of connecting rod assembly height requirements, expanding its application range, and easily enabling removal of the anti-roll device.

[0011] Preferably, a second external thread is provided at the lower end of the first ball joint, and the first ball joint is engaged with the mounting seat and fastened by a second fastener. The engagement of the first ball joint with the mounting seat prevents the anti-roll torsion bar from rotating during operation, and the second fastener provided on the second external thread prevents the first ball joint from vertical displacement.

[0012] Specifically, the first fastener and the second fastener are both locking nuts.

[0013] Preferably, the mounting seat is provided with a square sink, and the first ball joint is provided with a square mounting surface, which is engaged with the square sink. The size of the square mounting surface can be approximately 1 mm smaller than the size of the direction sink, and the square mounting surface of the first ball joint is inserted into the square sink so that the two cannot rotate relative to each other.

[0014] Preferably, a U-shaped notch is provided on the square sink, and the first ball joint is installed in the square sink through the U-shaped notch. The U-shaped notch is provided to facilitate the disassembly and installation of the first ball joint. The mounting seat can improve the structural strength and reduce the weight while occupying a smaller installation space. When this connecting rod body connection method is applied to rail vehicles, the mounting seat has a larger design space, and the seat body of the mounting seat is no longer restricted by the space between the frame side beam upright plate and the lower cover plate. Its mounting surface can even be lower than the side beam lower cover plate. In this way, the connecting rod assembly of the anti-roll device can be lengthened, so that the torsion bar of the anti-roll device has a smaller rotation angle under the same vehicle displacement, thereby improving the ability of the torsion bar to adapt to the vehicle displacement and increasing the service life of the rubber parts and wear parts in the axial joint ball joint.

[0015] Specifically, it also includes a torsion bar, both ends of which are provided with a rotating arm; the connecting rod body and the rotating arm are connected through a radial joint ball joint.

[0016] Based on the same inventive concept, the present invention also provides a rail vehicle including a bogie frame, the structural feature of which is that it also includes the above-mentioned anti-roll device, and the mounting seat is connected to the bogie frame.

[0017] Specifically, a third rail current collector is provided on the bogie frame, and the first ball joint is arranged between the mounting seat and the third rail current collector.

[0018] In summary, the anti-roll device and rail vehicle provided by the present invention have the following beneficial effects compared with the prior art:

[0019] 1. The anti-roll device of the present invention can effectively avoid the problem of insufficient wrench space and inconvenient installation in the background technology solution 1, as well as the problem of large space occupied by the mounting seat in the background technology solution 2. It also takes the advantage of the vertical installation and disassembly of the bracket joint ball joint and the mounting seat in the solution 2. The technical solution of the present application can better meet the vehicle limit requirements and assembly requirements, and can leave more space for the arrangement of other equipment such as the third rail current collector.

[0020] 2. In the anti-roll device of the present invention, the first ball joint and the connecting rod body are connected by threads, which can easily adjust the height of the connecting rod assembly. It can not only adapt well to a wider range of connecting rod assembly height requirements and expand its application range, but also realize the disassembly of the anti-roll device more conveniently.

[0021] 3. The anti-roll device of the present invention has a larger design space for the mounting seat. The seat body of the mounting seat is no longer restricted by the space between the frame side beam upright plate and the lower cover plate. Its mounting surface can even be lower than the side beam lower cover plate. In this way, the connecting rod assembly of the anti-roll device can be lengthened, so that the torsion bar of the anti-roll device has a smaller rotation angle under the same vehicle displacement, thereby improving the ability of the torsion bar to adapt to vehicle displacement and increasing the service life of the rubber parts and wear parts in the axial joint ball joint. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic structural diagram of an anti-roll device in the prior art;

[0023] Figure 2 yes Figure 1 Schematic diagram of the middle connecting rod assembly structure;

[0024] Figure 3 It is a radial joint ball joint in the prior art ( Figure 3 a) and bracket joint ball joint ( Figure 3 b) Structural diagram;

[0025] Figure 4 yes Figure 1 Both ends of the middle connecting rod are equipped with radial joint ball joints ( Figure 4 a) and respectively set radial joint ball joint and bracket joint ball joint ( Figure 4 b) Structural diagram;

[0026] Figure 5 Schematic diagram of the connection structure between the anti-roll device and the frame in Example 1;

[0027] Figure 6 yes Figure 5 Schematic diagram of the mid-axial joint ball joint structure;

[0028] Figure 7 yes Figure 5 Schematic diagram of the connection structure between the middle connecting rod body and the axial joint ball joint;

[0029] Figure 8 yes Figure 5 Schematic diagram of the three-dimensional structure of the connection between the central axial joint ball joint and the mounting seat;

[0030] Figure 9 yes Figure 5 Schematic diagram of the middle mounting seat structure;

[0031] Figure 10 This is a schematic diagram of the connection structure between the anti-roll device and the frame of Comparative Example 1;

[0032] Figure 11 This is a schematic diagram of the connection structure between the anti-roll device and the frame in comparative example 2.

[0033] In the figure

[0034] 1-bearing seat; 2-connecting rod assembly; 3-torsion bar; 4-swing arm; 5-radial joint ball joint; 6-connecting rod body; 7-first ball joint; 8-bogie frame; 9-bracket joint ball joint; 10-third rail current collector; 11-first external thread; 12-second external thread; 13-first fastener; 14-second fastener; 15-mounting seat; 15-1-square sink; 15-2-U-shaped notch; 16-square mounting surface. DETAILED DESCRIPTION

[0035] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with the embodiments. It should be noted that the embodiments and features of the embodiments may be combined unless they conflict. For ease of description, the words "upper," "lower," "left," and "right" appear below merely to indicate the directions of upper, lower, left, and right in the accompanying drawings and do not limit the structure.

[0036] Example 1

[0037] like Figure 5 As shown, the anti-roll device of this embodiment includes a torsion bar 3 and a symmetrically arranged connecting rod body 6. Both ends of the torsion bar 3 are provided with a swing arm 4, and the connecting rod body 6 is connected to the swing arm 4 through a radial joint ball joint 5. The lower end of the connecting rod body 6 is connected to the mounting seat 15 through a first ball joint 7, and the mounting seat 15 is connected to the bogie frame 8. A third rail current collector 10 is provided on the bogie frame 8, and the first ball joint 7 is arranged between the mounting seat 15 and the third rail current collector 10. The first ball joint 7 is an axial joint ball joint, and the connecting rod body 6 and the first ball joint 7 as well as the first ball joint 7 and the mounting seat 15 are all detachably fixedly connected. The end of the connecting rod body 6 is provided with an internal thread, as shown Figure 6 As shown, the upper end of the first ball joint 7 is provided with a first external thread 11. Figure 7As shown, the first ball joint 7 is connected to the connecting rod body 6 by a thread and fastened by a first fastener 13, so that the installation height of the first ball joint 7 can be adjusted or kept fixed. Figure 6 As shown, the lower end of the first ball joint 7 is provided with a second external thread 12. Figure 8 and Figure 9 As shown, the mounting seat 15 is provided with a square sink 15-1, and the first ball joint 7 is provided with a square mounting surface 16. The square mounting surface 16 is engaged with the square sink 15-1, and the first ball joint 7 is fastened by a second fastener 14 provided on the second external thread 12. The first fastener 13 and the second fastener 14 are both locking nuts. In order to facilitate the installation and removal of the first ball joint 7, as shown in FIG. Figure 9 As shown, a U-shaped notch 15-2 is provided on the square sink 15-1, and the first ball joint 7 is installed in the square sink 15-1 through the U-shaped notch 15-2.

[0038] In this embodiment, Figure 5 As shown in the figure, when installing the anti-roll device, the basic assembly distances that need to be considered are: the lateral distance A3 between the center line of the connecting rod body 6 in the car body side anti-roll device and the center of the bogie, the wrench space B3 for the locking nut on the second external thread 12, the lateral distance C3 between the outer edge of the anti-roll device and the third rail current collector 10, and the lateral span D3 between the third rail current collector 10 and the center line of the bogie.

[0039] Comparative Example 1

[0040] like Figure 10 As shown, the anti-roll device in Comparative Example 1 differs from Example 1 in that the lower end of the connecting rod body 6 is connected to the mounting base via a radial joint ball joint 5. The rest of the structure is identical to that of Example 1. Due to structural limitations, the lateral distance required for installation on the frame side of the anti-roll device is greater than that on the vehicle body side, so the anti-roll device is arranged at an angle. The radial joint ball joint on the frame side of the anti-roll device extends transversely through the tapered mounting hole on the mounting base. The locking nut is located between the mounting base and the frame side beam upright plate, which is very narrow. Furthermore, the locking nut is located very close to the lower cover plate of the frame side beam, leaving insufficient space for a wrench and making installation difficult.

[0041] In comparative example 1, when the anti-roll device is installed, Figure 10 As shown in the figure, the basic assembly spacings that need to be considered are: the lateral distance A1 between the center line of the connecting rod body 6 in the car body side anti-roll device and the center of the bogie, the wrench space B1 for the locking nut of the anti-roll device on the frame side, the lateral distance C1 between the outer edge of the anti-roll device and the third rail current collector, and the lateral span D1 between the third rail current collector and the center line of the bogie.

[0042] Comparative Example 2

[0043] like Figure 11 As shown, the anti-roll device in Comparative Example 2 differs from that in Example 1 in that the lower end of the connecting rod 6 is connected to the mounting base via a bracket joint ball joint 9. The rest of the structure is identical to that in Example 1. The bracket joint ball joint 9 is assembled perpendicularly to the mounting base and secured with a lock nut. While this facilitates assembly and disassembly, the bracket joint ball joint 9 results in a larger mounting base in this comparative example, reducing the electrical safety distance of the third rail current collector.

[0044] In comparative example 2, when the anti-roll device is installed, Figure 11 As shown in the figure, the basic assembly spacings that need to be considered are: the lateral distance A2 between the center line of the connecting rod body 6 in the car body side anti-roll device and the center of the bogie, the locking nut wrench space B2 of the frame side anti-roll device, the lateral distance C2 between the outer edge of the anti-roll device and the third rail current collector, and the lateral span D2 between the third rail current collector and the center line of the bogie.

[0045] Under the same assembly conditions, the basic assembly dimension relationships in Example 1, Comparative Example 1, and Comparative Example 2 are as follows:

[0046] A1=A2=A3

[0047] B3>B2>B1

[0048] C1>C3>C2

[0049] D1=D2=D3

[0050] From the above-mentioned dimensional relationships, it can be seen that: Comparative Example 1 has a more compact space, and the electrical safety distance of the third-rail current collector is better than that of Comparative Example 2, but the installation space for the anti-roll device is small, the wrench space is insufficient, and disassembly and assembly are inconvenient; Comparative Example 2 has sufficient assembly space, but the space required for the mounting base is larger, and the electrical safety distance of the third-rail current collector is smaller than that of Comparative Example 1. However, Example 1 of the present application effectively avoids the problems of insufficient wrench space and inconvenient installation in Comparative Example 1, as well as the large space occupied by the mounting base in Comparative Example 2, and incorporates the advantage of the bracket joint ball joint and the mounting base in Comparative Example 2, which are perpendicular to each other and easy to install and disassemble. Example 1 of the present application can better meet vehicle clearance requirements and assembly requirements, and can leave more space for the layout of other equipment (such as the third-rail current collector).

[0051] The contents described in the above embodiments should be understood as these embodiments are only used to more clearly illustrate the present invention, and are not used to limit the scope of the present invention. After reading the present invention, various equivalent modifications to the embodiments made by those skilled in the art fall within the scope defined by the claims attached to the present invention.

Claims

1. An anti-roll device, comprising a torsion bar (3) and a symmetrically arranged connecting rod body (6), wherein one end of the connecting rod body (6) is connected to a mounting seat (15) via a first ball joint (7); characterized in that: The first ball joint (7) is an axial joint ball joint, and the connecting rod body (6) and the first ball joint (7), as well as the first ball joint (7) and the mounting seat (15) are all detachably fixedly connected; both ends of the torsion bar (3) are provided with a rotating arm (4), and the connecting rod body (6) and the rotating arm (4) are connected via a radial joint ball joint (5).

2. The anti-roll device according to claim 1, characterized in that: The connection position between the first ball joint (7) and the connecting rod body (6) is adjustable.

3. The anti-roll device according to claim 2, characterized in that: The end of the connecting rod body (6) is provided with an internal thread, and the upper end of the first ball joint (7) is provided with a first external thread (11); the first ball joint (7) and the connecting rod body (6) are connected via threads and fastened via a first fastener (13).

4. The anti-roll device according to claim 3, characterized in that: A second external thread (12) is provided at the lower end of the first ball joint (7), and the first ball joint (7) is snap-connected to the mounting seat (15) and fastened by a second fastener (14).

5. The anti-roll device according to claim 4, characterized in that: The first fastener (13) and the second fastener (14) are both locking nuts.

6. The anti-roll device according to claim 4, characterized in that: A square sinking platform (15-1) is provided on the mounting seat (15), and a square mounting surface (16) is provided on the first ball joint (7), wherein the square mounting surface (16) is snap-connected with the square sinking platform (15-1).

7. The anti-roll device according to claim 6, characterized in that: A U-shaped notch (15-2) is provided on the square sinking platform (15-1), and the first ball joint (7) is installed in the square sinking platform (15-1) through the U-shaped notch (15-2).

8. A rail vehicle comprising a bogie frame (8), characterized in that: It also includes an anti-roll device as claimed in any one of claims 1 to 7, wherein the mounting seat (15) is connected to the bogie frame (8).

9. The rail vehicle according to claim 8, characterized in that: A third rail current collector (10) is provided on the bogie frame (8), and the first ball joint (7) is arranged between the mounting seat (15) and the third rail current collector (10).

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