Rubber-tyred train end connection structure

Abstract

The patent relates to a rubber wheel train end connecting structure, which comprises a through channel, a hinged bogie and a buffer device located above the through channel. The buffer device is connected with the end of a carriage. The through channel is rotatably hung on the buffer device through a hanging device above the through channel and is rotatably supported on the hinged bogie through a supporting device below the through channel. The rotation center of the hanging device, the rotation center of the supporting device and the rotation center of the hinged bogie are collinear. The through channel is constrained by the upper buffer device and the lower supporting device, so that the through channel can be regularly compressed and stretched during the operation and steering of the vehicle, the through channel can be longitudinally and laterally positioned and constrained, the movement range of the through channel is reduced, and the safe and reliable connection of the end of the vehicle is realized.

Description

Technical Field

[0001] This invention relates to the end-connection technology of electronically guided rubber-tired trains traveling on highways, and belongs to the field of rubber-tired train technology. Background Technology

[0002] Currently, urban rail transit vehicles mainly include subways, light rail, trams, and suburban trains. They generally use couplers and connecting passageways for end-of-car connections, with no lateral damping measures between the two cars. The coupler and connecting passageway end-of-car connection method is a mature technology in the rail transit field, suitable for the mechanically guided operation characteristics of rail transit vehicles with steel wheels and rails. Rubber-tired trains generally employ car body articulation technology, with the articulation device itself integrating a buffer structure.

[0003] The coupler enables longitudinal mechanical connection and energy absorption, while the passageway provides a safe passage for passengers between the two cars. Due to the application of steel wheel and rail mechanical guidance technology, each car travels along a fixed track, so apart from longitudinal mechanical transmission, no other degree of freedom constraints are required.

[0004] A search revealed that Chinese utility model patent CN213109335U discloses a rail vehicle and its articulated car body end connection structure. This solution, through structural optimization, effectively controls the structure's self-weight and dimensions, achieving a good stress state while reducing the amount of welding. Chinese invention patent CN111661093A discloses an articulated bogie for rail vehicles, which has advantages such as low noise, low running resistance, good performance on tight curves, lightweight design, and low flange wear, and has broad application prospects.

[0005] Analysis of the above-mentioned end-connection structures reveals that they are primarily used for traditional rail transit wheels with steel wheels and rails. They are not suitable for the end-connection structure requirements of rubber-tired trains, as the constraints on the degree of freedom of motion, shock absorption and buffering measures, and the support structure of the connecting passage are all different. Summary of the Invention

[0006] The technical problem to be solved by this patent is to overcome the shortcomings of the prior art and provide a tire-tired train end connection structure, which realizes the end connection through an upper buffer device, a through channel and an articulated bogie.

[0007] The technical solution adopted by this patent to solve its technical problem is: a rubber-tired train end connection structure, including a through passage and an articulated bogie, characterized in that: it also includes a buffer device located above the through passage, the two ends of the buffer device being connected to the end of the car, the buffer device being rotatably suspended above the through passage by a suspension device, and the articulated bogie being rotatably supported below the through passage by a support device, the rotation center of the suspension device and the support device being coaxial with the rotation center of the articulated bogie.

[0008] Furthermore, the buffer device includes a first bracket and a second bracket respectively fixed to the ends of the two carriages, a pair of longitudinal shock absorbers and a pair of transverse shock absorbers are provided between the first bracket and the second bracket, and the suspension device (4) is located below the first bracket.

[0009] Furthermore, the first support has a first crossbeam fixed to the end of the carriage and a suspension beam fixed to the first crossbeam and extending obliquely upward to the rear of the carriage. The distal end of the suspension beam has a suspension box, and the suspension device is rotatably disposed below the suspension box. The second support has a second crossbeam fixed to the end of the carriage and two longitudinal beams fixed to the end of the second crossbeam. A pair of transverse shock absorbers are disposed between the two longitudinal beams and the suspension box. A pair of longitudinal shock absorbers are symmetrically disposed between the first crossbeam and the second crossbeam.

[0010] The rubber-tired train end connection structure consists of three parts: an upper buffer device, a passageway, and an articulated bogie with rubber wheels as the running gear. The articulated bogie forms a reliable mechanical connection between the two cars and provides a center of rotation between them. The upper buffer device is connected to the ends of the cars at both ends, achieving longitudinal and lateral shock absorption during relative movement between the two cars. The passageway is suspended at the top by a suspension device and supported at the bottom by a support device, providing a safe passage for passengers. This invention constrains the passageway through the upper buffer device and the lower support device, enabling regular compression and stretching of the passageway during vehicle operation and turning, as well as positioning constraints of the passageway in the longitudinal and lateral directions of the vehicle, reducing the amplitude of passageway movement, and thus achieving a safe and reliable connection at the end of the vehicle. Attached Figure Description

[0011] Figure 1 This is a schematic diagram of the end connection structure of the rubber-tired train of the present invention.

[0012] Figure 2 This is a schematic diagram of the buffer device in the rubber-tired train end connection structure of the present invention.

[0013] Figure 3 This is a schematic diagram of the articulated bogie of the present invention.

[0014] Figure 4 This is a schematic diagram of the through-channel suspension of the present invention.

[0015] Figure 5 This is a schematic diagram of the through-channel support of the present invention.

[0016] The labels in the diagram are as follows:

[0017] 1-Buffer device; 2-Through passage; 3-Articulated bogie; 31-First axle; 32-Second axle; 33-First frame; 34-Second frame; 4-Suspension device; 5-Longitudinal shock absorber; 6-First support; 61-First crossbeam; 62-Suspension beam; 63-Suspension box; 7-Transverse shock absorber; 8-Second support 2; 81-Second crossbeam; 82-Longitudinal beam; 9-Longitudinal tie rod; 10-Hinge; 11-Articulated plate; 12-Support device; 13-Figure-eight tie rod. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] like Figures 1 to 5 As shown, the end-connection structure of the rubber-tired train of the present invention includes a through passage 2, an articulated bogie 3, a buffer device 1 located above the through passage 2, and a support device 12 located below the through passage 2. The through passage 2 has a profile frame and a double-layered tarpaulin fixed between the profile frames. The ends of the through passage 2 are connected to the end of the train, and the middle profile frame is connected to the end-connection structure of the present invention to achieve positioning constraints. The upper part of the profile frame of the through passage 2 is connected to a suspension device 4 integrated on the upper buffer device 1 to achieve suspension and rotational movement. The lower part of the profile frame of the through passage 2 is connected to the support device 12 integrated on the articulated bogie 3 to achieve support and rotational movement of the through passage 2. The rotation centers of the suspension device 4, the support device 12, and the articulated bogie 3 are collinear. In this way, the vehicle end connection structure constrains the through passage through the upper buffer device and the lower support device, which can realize the regular compression and stretching of the through passage during vehicle operation and turning, as well as the positioning constraint of the through passage in the longitudinal and lateral directions of the vehicle, reduce the movement range of the through passage, and thus achieve a safe and reliable connection at the end of the vehicle.

[0020] The buffer device 1 is connected to the ends of the carriages at both ends. The passageway 2 is rotatably suspended from the buffer device 1 via a suspension device 4. Specifically, the upper part of the profile frame is rotatably connected to the buffer device 1 via the suspension device 4. In the embodiment shown, the buffer device 1 includes a first bracket 6 and a second bracket 8 fixed to the ends of the two carriages respectively. A pair of longitudinal shock absorbers 5 and a pair of transverse shock absorbers 7 are provided between the first bracket 6 and the second bracket 8 to provide longitudinal and transverse shock absorption for the train. The first bracket 6 has a first crossbeam 61 fixed to the end of the carriage and a suspension beam 62 fixed to the first crossbeam 61 and extending obliquely upwards and to the rear of the carriage. The distal end of the suspension beam 62 has a suspension box 63, and the suspension device 4 is rotatably disposed below the suspension box 63. The second bracket 8 has a second crossbeam 81 fixed to the end of the carriage and two longitudinal beams 82 fixed to the ends of the second crossbeam 81. The first crossbeam 61 of the first bracket 6 and the second crossbeam 81 of the second bracket 8 are respectively fixed to the ends of the corresponding carriages by bolts or welding. The transverse shock absorber 7 is disposed between the two longitudinal beams 82 and the suspension box 63; the longitudinal shock absorber 5 is symmetrically disposed between the first crossbeam 61 and the second crossbeam 81. The suspension device 4 also has a ball joint center rod, which is bolted to the suspension box 63 to realize multi-dimensional rotational movement between the through channel 2 and the suspension box 63.

[0021] The articulated bogie 3 is rotatably supported below the passageway 2 by a support device 12. The articulated bogie 3 has a hinge plate 11, on which the support device 12 is rotatably mounted. The lower part of the profile frame is rotatably connected to the articulated bogie 3 via the support device 12. The articulated bogie 3 has a first axle 31 and a second axle 32, and a first frame 33 and a second frame 34 respectively connected to the first axle 31 and the second axle 32 via hinges 10. The first frame 33 and the second frame 34 are hinged together by the hinge plate 11. The support device 12 is bolted to the hinge plate 11, and the upper part of the support device 12 is connected to the profile frame of the passageway 2 via a metal ball joint, enabling multi-dimensional rotational movement between the passageway 2 and the support device 12.

[0022] The two carriages of the rubber-tired train are connected at the bottom by an articulated bogie 3. The articulated bogie is equipped with longitudinal tie rods 9 and figure-eight tie rods 13, which are connected to the underframe of the two carriages to constrain the relative movement of the axle and the carriage. The axle and the car body are connected by a vertical damping device, including air springs, anti-roll torsion bars, and hydraulic shock absorbers, to achieve vertical damping between the bogie and the carriage. A bogie hinge 11 and bogie hinge 10 structure are set between the two axles to realize the transmission of longitudinal forces and release the three degrees of freedom of pitching, yawing, and rolling between the two cars, adapting to different road surface conditions.

[0023] The functions of each part in the vehicle-end connection mechanism of this invention are as follows:

[0024] The suspension system 1 provides longitudinal and lateral acceleration buffering for the two carriages, improving the comfort of vehicle operation.

[0025] The connecting passage 2 is connected to the ends of the two carriages by fasteners and is equipped with a ramp to provide a safe passage between the two carriages.

[0026] The articulated bogie 3 is connected to the ends of the two cars; the articulated plate 11 provides mechanical connection and three degrees of freedom for the bogie, ensuring smooth movement of the two cars; the hinge 10 can release the stress generated by the vertical relative displacement between the two cars and improve the adaptability to uneven road surfaces.

[0027] The support device 12 is connected to the articulated bogie 3 by fasteners, providing lower support and lower rotational motion center constraint for the through passage.

[0028] The suspension device 4 and the support device 12 provide a rotation center for the passageway 2 that is coaxial in the vehicle height direction.

[0029] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A rubber-tyred train car end connection structure comprising a through passage (2) and an articulated bogie (3), characterized in that: The buffer device (1) is arranged above the through channel (2), and two ends of the buffer device (1) are connected with end portions of the carriages; the through channel (2) is rotatably suspended above the buffer device (1) through a suspension device (4); and the through channel (2) is rotatably supported below the articulated bogie (3) through a supporting device (12); and the rotation center of the suspension device (4), the rotation center of the supporting device (12) and the rotation center of the articulated bogie (3) are collinear. The buffer device (1) comprises a first support (6) and a second support (8) which are respectively fixed to the two end portions of the carriages; a pair of longitudinal shock absorbers (5) and a pair of transverse shock absorbers (7) are arranged between the first support (6) and the second support (8); and the suspension device (4) is arranged below the first support (6). The first support (6) has a first cross beam (61) which is fixed to the end portion of the carriage, and a suspension beam (62) which extends upward and rearward of the carriage and is fixed to the first cross beam (61); a distal end of the suspension beam (62) has a suspension box body (63); and the suspension device (4) is rotatably arranged below the suspension box body (63); the second support (8) has a second cross beam (81) which is fixed to the end portion of the carriage, and two longitudinal beams (82) which are fixed to end portions of the second cross beam (81); the pair of transverse shock absorbers (7) are arranged between the two longitudinal beams (82) and the suspension box body (63); and the pair of longitudinal shock absorbers (5) are symmetrically arranged between the first cross beam (61) and the second cross beam (81).

2. The end connection structure of a rubber-tyred train according to claim 1, characterized in that: The through channel (2) has a profile frame and a tarpaulin; and the profile frame is rotatably connected with the buffer device (1) through the suspension device (4).

3. The vehicle end connecting structure of a rubber-tyred train according to claim 2, wherein: The articulated bogie (3) has an articulated disc (11); the supporting device (12) is rotatably arranged on the articulated disc (11); and the profile frame is rotatably connected with the articulated bogie (3) through the supporting device (12).

4. The vehicle end connecting structure of a rubber-tyred train according to claim 1, wherein: The articulated bogie (3) has a first axle (31) and a second axle (32), and a first frame body (33) and a second frame body (34) which are respectively connected to the first axle (31) and the second axle (32) through hinges (10); and the first frame body (33) and the second frame body (34) are hingedly connected through the articulated disc (11).

5. The vehicle end connecting structure of a rubber-tyred train according to claim 1, wherein: The first cross beam (61) of the first support (6) and the second cross beam (81) of the second support (8) are respectively fixed to the end portion of the corresponding carriage through bolts or welding.

6. The vehicle end connection structure of a rubber-tyred train according to claim 1, wherein: The suspension device (4) has a spherical hinge center rod; the spherical hinge center rod is connected with the suspension box body (63) through bolts, so as to realize multi-dimensional rotation movement between the through channel (2) and the suspension box body (63). ​ 7. The vehicle end connecting structure of a rubber-tyred train according to claim 1, wherein: The supporting device (12) is connected with the articulated disc (11) through bolts; and the supporting device (12) is connected with the profile frame of the through channel (2) through a metal spherical hinge, so as to realize multi-dimensional rotation movement between the through channel (2) and the supporting device (12).

8. A rubber-tyred train characterized by: The rubber-tired train has the car end connecting structure according to any one of claims 1-7.

Images