A pull rod type lateral stop device

Abstract

The present invention belongs to the technical field of vehicle vibration reduction, and relates to a pull rod type transverse stop device. The device includes a stop body, a stop pull rod, a pull rod node, and a limit plate; the stop body includes a base and a rubber body vulcanized and bonded to the base, one end of the rubber body protrudes out of the base and extends toward the first main body; the stop pull rod connecting end is connected to the base; the pull rod node is longitudinally arranged and its two ends are connected to the second main body, the stop pull rod rotating end is rotationally connected to the middle of the pull rod node, and the axial direction of the stop pull rod is perpendicular to the axial direction of the pull rod node; the limit plate is connected to the first main body and extends toward the stop pull rod, and the limit plate is located below the stop pull rod connecting end to support the stop pull rod connecting end; the first main body is the vehicle body, and the second main body is the bogie; or the first main body is the bogie, and the second main body is the vehicle body. The present invention can eliminate the additional vertical stiffness of the traditional transverse stop on the vehicle body, improve the vehicle ride comfort, and extend the service life of the stop.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle vibration damping, and particularly relates to a pull-rod type lateral stop device. Background Art

[0002] Lateral stops are widely used in the secondary suspension system of rail vehicles to ensure the normal operation of the vehicle and the safety of passengers by restricting the lateral displacement of the car body. The structure of a traditional lateral stop, as Figure 1 shown, generally includes a base 1a connected to the bogie and a rubber body 2a vulcanized and bonded to the base; the preset distance between the bogie and the car body is S2, and the preset clearance between the lateral stop rubber body 2a and the car body is S1. The working principle of the traditional lateral stop is as Figure 2-Figure 4 shown and is specifically described as follows:

[0003] When a rail vehicle is running on the line, the vehicle has inherent lateral and vertical vibrations. When the vehicle encounters a large lateral force (such as exiting a tunnel, strong wind, curve, etc.), the car body will undergo obvious lateral displacement. At this time, the car body will contact the lateral stop installed on the bogie, that is, the real-time distance ΔS between the bogie and the car body < S2 - S1, and the rubber body 2a of the lateral stop will be compressed. Since the lateral stop has a large vertical stiffness, it will block the large lateral displacement of the car body; at the same time, although the lateral stop has a large vertical stiffness but is not a rigid material, the rubber body also plays a certain buffering role, but its disadvantages are as follows:

[0004] Because the car body has vertical vibrations at any time, when the car body undergoes a large lateral displacement and contacts the lateral stop, the car body will also undergo upward or downward displacement in the vertical direction, that is, the car body has an upward displacement ΔH1 or a downward displacement ΔH2 relative to the bogie in the vertical direction. The traditional lateral stop will bring a large additional vertical stiffness (i.e., the radial stiffness of the lateral stop) to the car body, and this additional vertical stiffness is several times the vertical stiffness of the air spring (the radial stiffness of the lateral stop is generally greater than 1 kN / mm, and the vertical stiffness of the air spring is generally less than 0.5 kN / mm). This will cause the stiffness of the entire secondary suspension system to increase significantly under this condition, seriously affecting the comfort of passengers during riding and bringing some negative impacts to vehicle dynamics; in addition, the vertical displacement of the car body causes the rubber body of the traditional lateral stop to withstand shear force, reducing the service life of the lateral stop. Summary of the Invention

[0005] In view of the deficiencies in the related art, the present invention provides a pull-rod type lateral stop device, aiming to eliminate the additional vertical stiffness of the traditional lateral stop to the car body, improve the riding comfort of the vehicle, and extend the service life of the stop at the same time.

[0006] The present invention provides a pull-rod type lateral stop device, which is arranged between a first main body and a second main body. The pull-rod type lateral stop device includes:

[0007] The stopper includes a base and a rubber body vulcanized and bonded to the base, one end of the rubber body protruding from the base and extending toward the first body;

[0008] A stop pull rod, one end of which is a connecting end and the other end is a rotating end; the connecting end is connected to an end of the base away from the first body;

[0009] A tie rod node is arranged longitudinally and connected to the second main body at both ends. The rotating end of the stop tie rod is sleeved on the middle part of the tie rod node and is rotatably connected thereto. The axial direction of the stop tie rod is perpendicular to the axial direction of the tie rod node.

[0010] A limit plate is connected to the first main body and extends toward the direction of the stop rod; the limit plate is located below the connecting end of the stop rod to support the connecting end of the stop rod;

[0011] The first main body is the vehicle body, and the second main body is the bogie; or the first main body is the bogie, and the second main body is the vehicle body.

[0012] The above technical solution, through the setting of the stop rod, rod node and limit plate, not only enables the stop body to still have the ability to limit excessive lateral displacement of the vehicle body, but also realizes the vertical displacement of the stop body, thereby eliminating the additional vertical stiffness of the traditional lateral stop on the vehicle body, significantly improving the vehicle's ride comfort, and extending the service life of the stop.

[0013] In some embodiments, the stop rod includes a rod body positioned between a connecting end and a rotating end. The rod-type transverse stop device further includes a slide assembly comprising two symmetrically arranged slide bodies, each connected to the second body and positioned on either longitudinal side of the rod body to limit the rod's longitudinal position. This technical solution, through the provision of the slide assembly, constrains the rotation of the stop rod, preventing longitudinal deviation during rotation.

[0014] In some embodiments, each slide body includes a slide and a wear-resistant rail. The slide is connected to the second body, and the wear-resistant rail is connected to one end of the slide close to the rod body. The two wear-resistant rails are respectively attached to the longitudinal sides of the rod body.

[0015] In some embodiments, the limiting plate includes a bottom plate and a wear-resistant plate, the bottom plate is connected to the first body, the wear-resistant plate is connected to the top surface of the bottom plate and supported below the connecting end of the stop rod.

[0016] In some embodiments, the pull rod type transverse stop device further includes a side plate connected to the first body, and the limiting plate is connected to the side plate.

[0017] In some embodiments, the top surface of the side plate is higher than the top of the rubber body, and a preset gap S1 is left between the rubber body and the side plate.

[0018] In some embodiments, the tie rod node comprises a core shaft, an outer sleeve, and a rubber layer. The outer sleeve has a central channel through which the core shaft is inserted. The rubber layer is vulcanized and bonded between the core shaft and the outer sleeve. The rotating end of the stopper rod is sleeved onto the outer sleeve. The tie rod node in this technical solution, through the provision of the rubber layer, can assist in buffering lateral impacts of the vehicle body.

[0019] In some embodiments, a bearing is disposed between the rotating end of the stop rod and the rod node.

[0020] In some embodiments, the pull rod type transverse stop device further includes a mounting seat, the mounting seat is connected to the second body, and both ends of the pull rod node are connected to the mounting seat.

[0021] In some embodiments, a flange head is provided at the connecting end of the stop rod, and a flange plate is provided at one end of the base close to the stop rod. The flange plate is connected to the flange head to connect the base to the connecting end of the stop rod.

[0022] Based on the above technical solution, the pull rod type lateral stop device in the embodiment of the present invention can eliminate the additional vertical stiffness of the traditional lateral stop on the vehicle body, effectively reduce the stiffness of the vehicle's secondary suspension system, thereby significantly improving the vehicle's ride comfort, and can extend the service life of the stop. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0024] Figure 1 This is a schematic diagram of the assembly of a traditional transverse stop;

[0025] Figure 2 This is a schematic diagram of the state of a traditional transverse stop when the vehicle body is only displaced transversely;

[0026] Figure 3 This is a schematic diagram of the state of a conventional lateral stop when the vehicle body is displaced laterally and vertically upward;

[0027] Figure 4 This is a schematic diagram of the state of a conventional transverse stop when the vehicle body is displaced laterally and vertically downward;

[0028] Figure 5 A top view of the pull rod type transverse stop device of the present invention;

[0029] Figure 6 for Figure 5 BB cross-sectional view;

[0030] Figure 7 This is a diagram showing the displacement principle of the pull rod type transverse stop device of the present invention.

[0031] Figures 1-4 Middle: 1a, base; 2a, rubber body;

[0032] Figure 5-Figure 7 Middle: 1. Base; 2. Rubber body; 3. Stop rod; 31. Rod body; 32. Connecting end; 33. Rotating end; 4. Rod node; 5. Limit plate; 51. Bottom plate; 52. Wear-resistant plate; 6. Slide body; 61. Slideway; 62. Wear-resistant rail; 7. Bearing; 8. Mounting seat; 9. Side plate. DETAILED DESCRIPTION

[0033] The following will provide a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of the present invention.

[0034] In the description of the present invention, it should be understood that the terms "center", "transverse", "longitudinal", "vertical", "up", "down", "top", "bottom", "inside", "outside", "front", "back", "vertical", "horizontal", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0035] The terms "first," "second," etc. are used for descriptive purposes only and should not be understood to indicate or imply relative importance or to implicitly indicate the quantity of the technical features indicated. Thus, a feature specified as "first," "second," etc. may explicitly or implicitly include one or more of the features.

[0036] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections, indirect connections through an intermediary, or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0037] like Figure 5-Figure 6As shown, the present invention provides a pull rod type lateral stop device, which is arranged between a first body and a second body to limit excessive lateral displacement of the first body or the second body. The pull rod type lateral stop device includes a stop body, a stop rod 3, a pull rod node 4 and a limit plate 5.

[0038] The stopper includes a base 1 and a rubber member 2 vulcanized and bonded to the base 1. Specifically, the base 1 has a central through-hole, into which the rubber member 2 is vulcanized and bonded, with the through-hole oriented toward the first body. One end of the rubber member 2 protrudes from the base 1 and extends toward the first body. It is understood that a lateral gap is left between the rubber member 2 and the first body.

[0039] One end of the stopper rod 3 is a connecting end 32, and the other end is a rotating end 33. The stopper rod 3 is coaxial with the base 1, that is, the axial direction of the stopper rod 3 is coaxial with the axial direction of the central through hole of the base 1. The connecting end 32 of the stopper rod 3 is connected to the end of the base 1 facing away from the first body, thereby connecting the stopper body to the stopper rod 3.

[0040] The tie rod node 4 is arranged longitudinally, with both ends connected to the second body. The pivoting end 33 of the stop rod 3 is sleeved within the middle of the tie rod node 4 and pivotally connected thereto. The axial direction of the stop rod 3 is perpendicular to the axial direction of the tie rod node 4; that is, the stop rod 3 and its stop body can rotate up and down in the vertical plane around the tie rod node 4, achieving vertical displacement of the stop body.

[0041] The limit plate 5 is connected to the first body and extends toward the stop rod 3. Located below the connecting end 32 of the stop rod 3, the limit plate 5 supports the connecting end 32; that is, the limit plate 5 limits the vertical position of the connecting end 32 of the stop rod 3. Specifically, in an ideal state where there is no vertical relative displacement between the first and second bodies, the limit plate 5 maintains the stop rod 3 in a horizontal position.

[0042] It should be noted that the first main body is the car body and the second main body is the bogie; or the first main body is the bogie and the second main body is the car body; that is to say, the pull-rod type lateral stop device has two installation methods on the vehicle, and the pull-rod type lateral stop device under these two installation methods can limit excessive lateral displacement of the car body and cushion the lateral impact between the car body and the bogie.

[0043] Combine Figure 5-Figure 7Specifically, when the vehicle is running, the vehicle body is in real-time vertical vibration, and the vehicle body and the bogie will have a relative vertical displacement. The limit plate 5 will be vertically displaced synchronously with the vehicle body, thereby causing the vertical position of the connecting end 32 of the stop rod 3 and the stop body to change due to the change of the vertical position of the limit plate 5. At this time, the connecting end 32 of the stop rod 3 and the stop body rotate around the rod node 4 to achieve the vertical displacement of the stop body. The maximum vertical amplitude A of the vehicle body and the length L of the stop rod 3 can be calculated as follows: -1 (A / L).

[0044] It is further explained that when the vehicle body undergoes a large lateral displacement, causing the vehicle body to contact the rubber body 2 in the pull-rod type lateral stop device, the rubber body 2 will be compressed; although the vehicle body will still undergo vertical upward or downward displacement, because the stop body of the pull-rod type lateral stop device can be vertically displaced synchronously with the vehicle body, the rubber body 2 is only subjected to the compression force brought by the lateral displacement of the vehicle body and undergoes compression deformation in the lateral direction, but will not withstand the shear force brought by the vertical displacement of the vehicle body like traditional lateral stops, thereby significantly extending the service life of the stop; moreover, because the stop body of this embodiment can be vertically displaced with the vehicle body, it basically does not bring additional vertical stiffness to the vehicle body, thereby significantly reducing the impact of traditional stops on vehicle ride comfort.

[0045] For example, the maximum vertical amplitude A of the vehicle body is usually about 10mm. When the length L of the stop rod 3 is designed to be 500mm, it can be calculated that the maximum rotation angle α of the stop rod 3 is about 1.1°, that is, the maximum torsional angle borne by the rod node 4 is 1.1°. The torsional stiffness of traditional nodes is usually less than 10Nm / °. It can be seen that the torsional angle of the rod node 4 is very small, and the torsional force it bears is also very small, which is completely negligible relative to the vertical load of the vehicle. Therefore, the additional vertical force brought to the vehicle body by the rod-type lateral stop device of this embodiment is completely negligible. Those skilled in the art can design a stop rod 3 of appropriate length according to actual conditions and application needs to achieve a larger amplitude displacement of the lateral stop in the vertical direction under the small angle torsion of the rod node 4, eliminate the additional vertical stiffness of the traditional lateral stop on the vehicle body, and significantly improve the ride comfort of the vehicle.

[0046] The above-mentioned schematic embodiment, through the arrangement of the stop rod 3, the rod node 4 and the limit plate 5, not only enables the stop body to still have the ability to limit excessive lateral displacement of the vehicle body, but also realizes the vertical displacement of the stop body, thereby eliminating the additional vertical stiffness of the traditional lateral stop on the vehicle body, significantly improving the ride comfort of the vehicle, and extending the service life of the stop.

[0047] like Figure 5-Figure 6As shown, in some embodiments, the stop rod 3 includes a rod body 31 located between a connecting end 32 and a rotating end 33. The rod-type transverse stop device also includes at least one set of slide assemblies, and the slide assembly includes two symmetrically arranged slide bodies 6. The two slide bodies 6 are both connected to the second main body and are respectively attached to the longitudinal sides of the rod body 31 to limit the longitudinal position of the rod body 31. This illustrative embodiment constrains the rotation of the stop rod 3 through the setting of the slide assembly, thereby avoiding longitudinal displacement when the stop rod 3 rotates; in addition, by connecting the slide assembly and the rod node 4 to the second main body, the installation and alignment of the stop rod 3 are facilitated, thereby avoiding longitudinal impact force on the stop rod 3 when the first main body undergoes longitudinal displacement, thereby ensuring smooth and stable rotation of the stop rod 3.

[0048] like Figure 5 As shown, in some embodiments, each slide body 6 includes a slide 61 and a wear-resistant rail 62. The slide 61 is connected to the second main body, and the wear-resistant rail 62 is connected to the end of the slide 61 near the rod body 31. The two wear-resistant rails 62 are respectively attached to the longitudinal sides of the rod body 31. Specifically, the wear-resistant rails 62 can be made of a non-metallic material with an extremely low friction coefficient, such as polytetrafluoroethylene or PTFE. The wear-resistant rails 62 and the slide 61 can be connected by gluing or screwing. Through the provision of the wear-resistant rails 62 in this exemplary embodiment, while ensuring smooth rotation of the stop rod 3, it reduces wear on the rod body 31 of the stop rod 3 and improves its durability.

[0049] like Figure 6 As shown, in some embodiments, the stop plate 5 includes a base plate 51 and a wear-resistant plate 52. The base plate 51 is connected to the first body, and the wear-resistant plate 52 is connected to the top surface of the base plate 51 and supported below the connection end 32 of the stop rod 3. Specifically, the wear-resistant plate 52 can be made of a non-metallic material with a very low friction coefficient, such as polytetrafluoroethylene or PTFE. The wear-resistant plate 52 and the base plate 51 can be connected by gluing or screwing. The provision of the wear-resistant plate 52 in this exemplary embodiment reduces wear on the fixed end of the stop rod 3, thereby improving its durability.

[0050] like Figure 5-Figure 6 As shown, in some embodiments, the pull-rod-type transverse stop device further includes a side plate 9, which is connected to the first body. The limiting plate 5 is connected to the side plate 9. The limiting plate 5 and the side plate 9 can form an L-shaped or T-shaped connection structure. This exemplary embodiment improves the stability of the connection between the limiting plate 5 and the first body through the provision of the side plate 9.

[0051] like Figure 6As shown, in some embodiments, the top surface height of the side panel 9 is higher than the top height of the rubber body 2, and a preset gap S1 is left between the rubber body 2 and the side panel 9. Therefore, when the vehicle body undergoes a large lateral displacement, the rubber body 2 in the pull rod type lateral stop device is directly compressed on the side panel 9.

[0052] In some embodiments, the tie rod node 4 comprises a core shaft, an outer sleeve, and a rubber layer. The outer sleeve has a central channel, into which the core shaft is inserted. The rubber layer is vulcanized and bonded between the core shaft and the outer sleeve. The rotating end 33 of the stopper tie rod 3 is sleeved onto the outer sleeve. The rubber layer in this exemplary embodiment makes the tie rod node 4 an elastic node, capable of reducing load impact and vibration. Therefore, when the rubber body 2 of the stopper body is subjected to lateral compressive force caused by lateral displacement of the vehicle body, the stopper tie rod 3 transfers a portion of the lateral force to the tie rod node 4, thereby assisting in buffering the lateral impact of the vehicle body.

[0053] like Figure 6 As shown, in some embodiments, a bearing 7 is sandwiched between the rotating end 33 of the stop rod 3 and the rod node 4; by setting the bearing 7, the rotation smoothness of the stop rod 3 is improved, the torsional force borne by the rod node 4 is greatly reduced, and the additional vertical force brought to the vehicle body by the rod-type lateral stop device is further eliminated.

[0054] like Figure 5-Figure 6 As shown, in some embodiments, the pull rod type transverse stop device further includes a mounting seat 8, which is connected to the second body, and the two ends of the pull rod node 4 are connected to the mounting seat 8. Specifically, the mounting seat 8 has a concave cross section, and the two ends of the pull rod node 4 are connected to the protruding ends of the concave mounting seat 8, and the rotating end 33 of the stop pull rod 3 is accommodated in the concave portion of the concave mounting seat 8.

[0055] like Figure 5-Figure 6 As shown, in some embodiments, the connecting end 32 of the stop rod 3 is provided with a flange head, and the end of the base 1 close to the stop rod 3 is provided with a flange plate; the flange plate is connected to the flange head to connect the base 1 to the connecting end 32 of the stop rod 3, thereby realizing the connection between the stop body and the stop rod 3.

[0056] To sum up, the pull rod type lateral stop device of the present invention, through the setting of the stop rod 3, the pull rod node 4 and the limit plate 5, not only enables the stop body to still have the ability to limit excessive lateral displacement of the vehicle body, ensuring the driving safety of the vehicle, but also realizes the vertical displacement of the stop body, thereby eliminating the additional vertical stiffness of the traditional lateral stop on the vehicle body, effectively reducing the stiffness of the vehicle's secondary suspension system, thereby significantly improving the vehicle's ride comfort, and also extending the service life of the stop; therefore, the pull rod type lateral stop device of the present invention breaks through the conventional design of traditional lateral stops and provides a new design concept for lateral stops.

[0057] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0058] The above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit the same. Although the present invention has been described in detail with reference to preferred embodiments, persons skilled in the art should understand that the specific implementation methods of the present invention may still be modified or some technical features may be replaced by equivalents without departing from the spirit of the technical solutions of the present invention, and all of these should fall within the scope of the technical solutions claimed for protection by the present invention.

Claims

1. A pull rod type lateral stop device, arranged between a first body and a second body, characterized in that: The pull rod type lateral stop device comprises: A stopper, comprising a base and a rubber body vulcanized and bonded to the base, one end of the rubber body protruding from the base and extending toward the first body; A stop pull rod, one end of which is a connecting end and the other end is a rotating end; the connecting end is connected to an end of the base away from the first body; A tie rod node, the tie rod node is arranged longitudinally and its two ends are connected to the second body, the rotating end of the stop tie rod is sleeved on the middle part of the tie rod node and is rotatably connected thereto, and the axial direction of the stop tie rod is perpendicular to the axial direction of the tie rod node; a limit plate connected to the first body and extending toward the direction of the stop rod; the limit plate is located below the connecting end of the stop rod to support the connecting end of the stop rod; Wherein, the first main body is a vehicle body, and the second main body is a bogie; or the first main body is a bogie, and the second main body is a vehicle body.

2. The pull rod type lateral stop device according to claim 1, characterized in that: The stop pull rod includes a rod body located between the connecting end and the rotating end; the pull rod type transverse stop device also includes a slide assembly, and the slide assembly includes two symmetrically arranged slide bodies, both of which are connected to the second main body and are respectively attached to the longitudinal sides of the rod body to limit the longitudinal position of the rod body.

3. The pull rod type lateral stop device according to claim 2, characterized in that: Each of the slide bodies includes a slide and a wear-resistant rail. The slide is connected to the second main body, and the wear-resistant rail is connected to one end of the slide close to the rod body. The two wear-resistant rails are respectively attached to the longitudinal sides of the rod body.

4. The pull rod type lateral stop device according to claim 1, characterized in that: The limiting plate includes a bottom plate and a wear-resistant plate. The bottom plate is connected to the first main body. The wear-resistant plate is connected to the top surface of the bottom plate and supported below the connecting end of the stop rod.

5. The pull rod type lateral stop device according to claim 4, characterized in that: The pull rod type transverse stopping device further comprises a side plate, wherein the side plate is connected to the first main body, and the limiting plate is connected to the side plate.

6. The pull rod type lateral stop device according to claim 5, characterized in that: The top surface height of the side plate is higher than the top height of the rubber body, and a preset gap S1 is left between the rubber body and the side plate.

7. The pull rod type lateral stop device according to claim 1, characterized in that: The pull rod node includes a core shaft, an outer sleeve and a rubber layer; the outer sleeve has a central channel, and the core shaft is inserted into the central channel; the rubber layer is vulcanized and bonded between the core shaft and the outer sleeve; the rotating end of the stop pull rod is sleeved on the outer sleeve.

8. The pull rod type lateral stop device according to claim 1 or 7, characterized in that: A bearing is sandwiched between the rotating end of the stop pull rod and the pull rod node.

9. The pull rod type lateral stop device according to claim 1, characterized in that: The pull rod type transverse stop device further comprises a mounting seat, the mounting seat is connected to the second main body, and both ends of the pull rod node are connected to the mounting seat.

10. The pull rod type lateral stop device according to claim 1, characterized in that: The connecting end of the stop pull rod is provided with a flange head, and the end of the base close to the stop pull rod is provided with a flange plate, and the flange plate is connected to the flange head to connect the base to the connecting end of the stop pull rod.

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