Suspension system and railway freight car running device

Abstract

The present invention relates to the field of rail transit technology, and in particular to a suspension system and a running gear for a railway freight car, comprising a vertical spring to relieve the vertical load from the car body, with both ends of the spring connected to one end of a suspension hanger, the other end of the suspension hanger being used to connect to the car body through a hanger seat, and the bottom of the vertical spring being connected to the wheelset through a connecting washer; a lateral shock absorber arranged between the car body and the wheelset, perpendicular to the vertical spring, with one end connected to the car body and the other end fixedly connected to the connecting washer, providing lateral damping for the wheelset; when the vehicle vibrates vertically, the vertical spring can relieve the vertical load from the car body; when the running gear passes through a curve and is subjected to a large lateral wheel-rail force, the lateral shock absorber provides lateral damping by compression or extension. The increased lateral and vertical buffering damping can reduce the impact of the rail on the wheel, eliminate the resonance phenomenon of the car body, and minimize the damage caused to the goods by railway transportation.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, in particular to a suspension system and a running device of a railway freight car. Background Art

[0002] Railway transportation boasts numerous advantages, including environmental friendliness, safety, and low cost. However, the running gear of traditional railway freight cars suffers from poor vibration damping, high noise levels, and a short service life. This is particularly true for freight cars used to transport certain high-value goods (such as cars, CNC machine tools, mechanical equipment, and precision instruments). High-frequency vibrations between the wheels and rails during transportation can cause resonance and damage to the goods.

[0003] The primary cause of high-frequency vibration is the poor track dynamics of conventional railway freight car running gear. This results in excessive lateral and vertical stiffness in certain locations, causing frequent back-and-forth motion between the tracks when negotiating curves, generating high-frequency vibration. Furthermore, track irregularities can directly affect vertical vibration. Summary of the Invention

[0004] To address the shortcomings of the prior art, the present invention provides a suspension system and running gear for a railway freight car. By improving the suspension system and the running gear equipped with the suspension system, the vehicle's lateral and vertical damping is increased, the impact of the track on the wheels is reduced, and the resonance of the vehicle body is eliminated. To achieve the above objectives, the present invention is implemented through the following technical solutions:

[0005] In a first aspect, the present invention provides a suspension system comprising:

[0006] The vertical spring is prefabricated with stiffness according to the vehicle's loading characteristics to alleviate the vertical load from the vehicle body. Its two ends are connected to one end of the suspension hanger, and the other end of the suspension hanger is used to connect to the vehicle body through the hanger seat. The bottom of the vertical spring is connected to the wheelset through a connecting washer;

[0007] The lateral shock absorber is arranged between the vehicle body and the wheelset. It is set perpendicular to the vertical spring, and one end is connected to the vehicle body and the other end is fixedly connected to the connecting gasket to provide lateral damping for the wheelset.

[0008] As a further implementation, the lateral shock absorber adopts a sealed chamber oil pressure shock absorber.

[0009] As a further implementation method, the bottom of the connecting gasket is engaged with the axle box at the end of the wheelset through a flange boss structure to provide an anti-slip function for the lateral vibration absorber.

[0010] As a further implementation, both ends of the suspension hanger are connected to the vehicle body and the vertical spring, and friction is generated by deflection to provide damping.

[0011] As a further implementation method, round pins are provided at both ends of the suspension hanger, and both ends of the round pins are fixedly connected to the slider provided on the suspension hanger. There is a gap between the slider and the suspension hanger to facilitate friction. One end of the suspension hanger is suspended on the end of the vertical spring through the round pin, and the other end is rotatably connected to the hanger seat through the round pin.

[0012] In a second aspect, the present invention provides a running device for a railway freight car, comprising a wheelset, a wheelset guide frame, a hanger seat and a suspension system as described in the first aspect.

[0013] As a further implementation method, the wheelset consists of a wheel, an axle and an axle box; a wheel is fixed at each end of the axle, the axle box is fixed to the end of the axle by press-fitting, and the top interface of the axle box is connected to the suspension system as described in any one of the above items.

[0014] As a further implementation method, the wheelset guide frame includes a guide frame plate and an axle box bracket. The guide frame plate is arranged on both sides of the wheel axle, and its top is welded to the vehicle body floor, and the bottom is connected through the axle box bracket, and the axle box bracket is arranged at the bottom of the axle box.

[0015] As a further implementation method, each guide frame plate is equipped with a protective plate. The protective plate is U-shaped and is clamped on the top of the guide frame plate. The two ends of the protective plate are welded to the longitudinal beam of the vehicle body frame. The force-bearing part of the protective plate body is tightly attached to the guide frame plate but not connected.

[0016] As a further implementation method, a wear plate is installed on the side of the guide frame plate close to the wheel axle, and the wear plate is located between the guide frame plate and the axle box.

[0017] The beneficial effects of the present invention are as follows:

[0018] 1. When the vehicle vibrates vertically, the vertical spring mitigates the vertical load from the vehicle body. When the running gear negotiates a curve and is subjected to significant lateral wheel-rail forces, the lateral damper provides lateral damping through compression or extension. The increased lateral and vertical damping reduces the impact of the rail on the wheels, eliminates resonance in the vehicle body, and minimizes damage to cargo during rail transportation.

[0019] 2. The present invention can increase the service life of the railway freight car running gear, especially the service life of the wheels, by increasing the vehicle's lateral and vertical buffer damping, reduce fatigue defects and tread damage caused by long-term high-frequency vibration of the wheels, reduce noise, and reduce vehicle maintenance costs.

[0020] 3. The guide frame plates of the present invention are arranged on both sides of the wheel axle, and the top is welded to the vehicle body floor, and the bottom is connected through the axle box bracket to prevent the wheelset from escaping from the wheelset guide frame during lifting or rerailing.

[0021] 4. The guide frame plate of the present invention is equipped with a protective plate, the two ends of which are welded to the longitudinal beams of the vehicle body chassis. The main force-bearing part is in close contact with the guide frame plate but not welded, which can prevent the weld cracking of the guide frame plate due to large deformation when the vehicle passes through a small radius curve.

[0022] 5. A wear plate made of wear-resistant material is provided between the guide frame plate and the wheel axle. When the vehicle travels on a small-radius curve, the axle box and the wear plate are squeezed and rubbed against each other, thus acting as a lateral limiter. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The accompanying drawings, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0024] Figure 1 Schematic diagram of the overall structure of the railway freight car running device in an embodiment of the present invention;

[0025] Figure 2 This is a side view of a running device for a railway freight car according to an embodiment of the present invention;

[0026] Figure 3 Schematic diagram of a wheelset in an embodiment of the present invention;

[0027] Figure 4 Schematic diagram of a wheelset guide frame in an embodiment of the present invention;

[0028] Figure 5 is a schematic diagram of a suspension system in an embodiment of the present invention;

[0029] Figure 6 is a side view of a suspension system in an embodiment of the present invention;

[0030] Figure 7 A top view of a local structure in an embodiment of the present invention;

[0031] Figure 8 Schematic diagram of the structure of the suspension hanger in an embodiment of the present invention;

[0032] Figure 9 It is an axonometric diagram of the overall structure of the running device of a railway freight car in an embodiment of the present invention.

[0033] In the figure: the distances or sizes between parts are exaggerated to show the positions of various parts, and the schematic diagram is for reference only.

[0034] Among them: 1. Wheelset; 2. Wheelset guide frame; 3. Suspension system; 4. Hanger seat; 5. Wheel; 6. Axle; 7. Axle box; 8. Guide frame plate; 9. Axle box bracket; 10. Wear plate; 11. Protective plate; 12. Suspension hanger; 13. Slider; 14. Vertical spring; 15. Connecting gasket; 16. Lateral shock absorber; 17. Mounting seat. DETAILED DESCRIPTION

[0035] It should be noted that the following detailed description is illustrative and is intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used in the present invention have the same meaning as commonly understood by those skilled in the art to which the present invention belongs.

[0036] Example 1

[0037] In a typical embodiment of the present invention, referring to Figures 1-9 As shown, a suspension system includes a vertical spring 14 and a lateral shock absorber 16 .

[0038] The vertical spring 14 is prefabricated with a stiffness according to the vehicle's loading characteristics to relieve the vertical load from the vehicle body. The two ends of the vertical spring 14 are slidably connected to the suspension hanger 12. A connecting washer 15 is installed at the middle position of the bottom, and is connected to the wheelset 1 through the connecting washer 15. Figure 5 and Figure 6 As shown, the top of the connecting gasket 15 is fixedly connected to the middle position of the vertical spring, and the bottom of the connecting gasket 15 is embedded in the axle box 7 through a flange boss structure. The axle box 7 is arranged at the end of the wheel axle, so that the connecting gasket 15 is closely fitted with the inner wall of the axle box 7. The flange boss structure can generate a large friction force when the connecting gasket 15 and the axle box 7 have a relative movement tendency, so that during the driving of the vehicle, the connecting gasket 15 is always engaged with the axle box 7 through the flange boss structure, thereby having the functions of anti-wear and anti-escape.

[0039] The lateral shock absorber 16 is arranged between the vehicle body and the wheelset 1 and is used to provide lateral damping for the wheelset 1. One end of the lateral shock absorber 16 is connected to the connecting gasket 15. The end of the connecting gasket is provided with a connecting interface, which is fixedly connected to the end of the lateral shock absorber 16 through the connecting interface. The lateral shock absorber 16 directly acts on the connecting gasket 15, so the connecting gasket 15 provides a connection interface and anti-escape function for the lateral shock absorber 16.

[0040] When the vehicle vibrates vertically, the vertical spring 14 mitigates the vertical load from the vehicle body. A lateral damper 16, with one end connected to the connection washer 15 and the other end to a mounting bracket 17 welded to the vehicle body structure, is positioned perpendicular to the vertical spring 14. When the running gear negotiates a curve and is subjected to significant lateral wheel-rail forces, the lateral damper 16 provides lateral damping by either compression or tension.

[0041] The added lateral and vertical damping in this embodiment reduces the impact of the track on the wheels, eliminates vehicle body resonance, and minimizes damage to cargo during rail transportation. This not only improves the vehicle's overall dynamic performance, but also enhances its ability to negotiate curves and its ability to resist snaking in straight lines.

[0042] The lateral vibration damper 16 of this embodiment adopts a sealed chamber oil pressure vibration damper. It is understandable that in other embodiments, other types of vibration dampers can also be used as long as they have a vibration reduction function and can meet the requirements.

[0043] One end of the suspension hanger 12 of this embodiment is connected to the vehicle body hanger seat 4, and the other end is connected to the vertical spring 14. When the vehicle is running, the suspension hanger 12 generates friction through deflection to provide damping.

[0044] Specifically, each suspension hanger 12 includes two frames, which are located on both sides of the end of the vertical spring 14 and are connected at both ends by a round pin. The round pin abuts the end of the vertical spring 14 to achieve that one end of the suspension hanger 12 is hung on the end of the vertical spring. Sliders are provided at both ends of the round pin, and the sliders are embedded in the frame ends of the suspension hanger 12. There is a gap between the slider 13 and the frame so that when the vehicle swings, the slider can rub against the suspension hanger 12 to provide damping and play a buffering role.

[0045] As will be understood, the end of the suspension hanger 12, away from the vertical spring 14, is connected to the bottom of the hanger seat 4 via a round pin. The top of the hanger seat 4 is welded to the vehicle body structure. When the suspension hanger 12 swings, friction between the suspension hanger and the slider provides damping and acts as a buffer. Each set of suspension hangers 12 is mated to the vertical spring 14 via a round pin. The ends of the vertical springs are provided with protrusions to prevent the round pins of the suspension hangers 12 from detaching from the vertical springs.

[0046] Example 2

[0047] This embodiment provides a railway freight car running device, including a wheelset 1, a wheelset guide frame 2, a hanger seat 4 and a suspension system 3 as described in the first embodiment. Figure 1 and Figure 2 The running gear of this embodiment is mainly used for single-axle railway freight cars with an axle weight not exceeding 20 tons, and has a structural weight of about 1.5 tons.

[0048] During operation, the wheelset 1 is placed on the rails, that is, its two wheels 5 are placed on the rail surface. The wheelset 1 bears the entire weight and load of the vehicle, transmits traction and braking torque, ensures adhesion between the wheels 5 and the rail surface, and reduces and absorbs vibration and impact during vehicle operation. The wheelset guide frame 2 is connected to the hanger seat 4 and the vehicle body structure. The vehicle body and wheelset 1 are connected via a suspension system 3. The suspension system 3 provides position limiting and cushioning for the wheelset 1, ensuring safety when negotiating curves and stability when running in a straight line.

[0049] The vertical spring 14 connects the suspension hanger 12 and the wheel 5 to relieve the vertical load from the vehicle body; the lateral shock absorber 16 provides lateral damping for the vehicle; the suspension hanger 12 generates a large friction force through deflection when the vehicle is cornering, providing damping.

[0050] Specifically, such as Figure 3 As shown, the wheelset 1 consists of a wheel 5, an axle 6, and an axle box 7. A wheel 5 is fixed at each end of the axle 6. The axle box 7 is fixed to the end of the axle 6 by press-fitting. Its top interface is connected to the suspension system 3. The top of the axial part is provided with a groove for engaging with the flange boss structure at the bottom of the connection gasket.

[0051] The wheelset guide frame 2 is provided with a certain lateral and longitudinal gap at the contact position between the wheelset 1 and the vehicle body according to the geometric relationship between the wheelset 1 and the vehicle body when the vehicle is running. This not only ensures the safety of operation, but also serves as a lateral and longitudinal limiter, thereby limiting the potential lateral displacement of the wheelset 1.

[0052] The wheelset guide frame 2 is arranged on the outside of the wheel 5, specifically between the axle box and the wheel 5. The wheelset guide frame 2 includes two guide frame plates 8 and an axle box bracket 9. The two guide frame plates 8 are arranged on both sides of the wheel axle 6 and also on both sides of the axle box 7. The top of the guide frame is welded to the vehicle body floor, and the bottom is connected through the axle box bracket 9. The axle box bracket 9 is located below the axle box and is used to support the axle box 7. It is specifically used to prevent the wheelset 1 from escaping from the wheelset guide frame 2 during lifting or rerailing conditions.

[0053] A U-shaped guard plate 11 is attached to the inner sides of the two guide plate 8, near the top. Once secured to the guide plate 8, its ends face outward. Both ends of the guard plate 11 are welded to the vehicle body frame longitudinal rails. The main load-bearing portion of the guard plate 11 adheres closely to the guide plate 8, but is not welded. This prevents cracking in the welds caused by significant deformation of the guide plate 8 when the vehicle traverses tight curves. Therefore, the guard plate 11 effectively limits deformation of the guide plate 8, thereby effectively protecting it.

[0054] like Figure 7As shown, a wear plate 10 is mounted on the side of the two guide frame plates 8 that are adjacent to each other. Wear plate 10 is made of a wear-resistant material. When the vehicle travels on a small-radius curve, the axlebox 7 and the wear plate 10 are squeezed and rubbed against each other, acting as a lateral limiter. When the vehicle travels on a small-radius curve, the squeezing between the wheelset axlebox 7 and the wheelset guide frame provides lateral damping, mitigating wheel deviation caused by centrifugal force.

[0055] like Figure 9 As shown in FIG. 1 , this is a schematic diagram of the running device in use according to the embodiment.

[0056] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A suspension system, characterized in that: include: The vertical spring is prefabricated with stiffness according to the vehicle's loading characteristics to alleviate the vertical load from the vehicle body. Its two ends are connected to one end of the suspension hanger, and the other end of the suspension hanger is used to connect to the vehicle body through the hanger seat. The bottom of the vertical spring is connected to the wheelset through a connecting washer; The lateral shock absorber is arranged between the vehicle body and the wheelset, and is arranged perpendicular to the vertical spring. One end of the shock absorber is connected to the vehicle body, and the other end is fixedly connected to the connecting washer to provide lateral damping for the wheelset. The bottom of the connecting gasket is engaged with the axle box at the end of the wheelset through a flange boss structure to provide an anti-dropout function for the lateral vibration absorber; The two ends of the suspension hanger are connected to the vehicle body and the vertical spring, and friction is generated by deflection to provide damping; Among them, round pins are provided at both ends of the suspension hanger, and both ends of the round pins are fixedly connected to the slider provided on the suspension hanger. There is a gap between the slider and the suspension hanger to facilitate friction. One end of the suspension hanger is suspended on the end of the vertical spring through the round pin, and the other end is rotatably connected to the hanger seat through the round pin.

2. A suspension system according to claim 1, characterized in that: The lateral shock absorber adopts a sealed chamber oil pressure shock absorber.

3. A railway freight car running device, characterized in that: It comprises a wheelset, a wheelset guide frame, a hanger seat and a suspension system as described in any one of claims 1-2.

4. A railway freight car running device according to claim 3, characterized in that: The wheelset consists of a wheel, an axle and an axle box; a wheel is fixed at each end of the axle, the axle box is fixed to the end of the axle by press-fitting, and the top interface of the axle box is connected to the suspension system.

5. The railway freight car running device according to claim 4, characterized in that: The wheelset guide frame includes a guide frame plate and an axle box bracket. The guide frame plate is arranged on both sides of the wheel axle, and its top is welded to the vehicle body floor, and the bottom is connected through the axle box bracket. The axle box bracket is arranged at the bottom of the axle box.

6. The railway freight car running device according to claim 5, characterized in that: Each guide frame plate is equipped with a protective plate, which is U-shaped and is clamped on the top of the guide frame plate. The two ends of the protective plate are welded to the longitudinal beam of the vehicle body frame. The load-bearing part of the protective plate body is tightly attached to the guide frame plate but not connected.

7. The railway freight car running device according to claim 5, characterized in that: A wear plate is installed on the side of the guide frame plate close to the wheel axle, and the wear plate is located between the guide frame plate and the axle box.

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