Combined brake beam, bogie and railway wagon

Abstract

The invention provides a combined type brake beam, a bogie and a railway wagon, and the combined type brake beam comprises a supporting rod; one end of the supporting column is connected to the supporting rod, and the supporting column is located between the two ends of the supporting rod; the arch-shaped rod is connected between one end of the supporting rod and the other end of the supporting column, the arch-shaped rod is provided with a first rod section and a second rod section which are connected, the first rod section and the second rod section both extend between the supporting rod and the supporting column, and the first rod section is located between the second rod section and the supporting rod; one end of the connecting rod is arranged at the joint of the first rod section and the second rod section, and the other end of the connecting rod is connected to the supporting rod; the extending direction of the first rod section intersects with the extending direction of the second rod section. The combined brake beam has high deformation resistance under the condition that the overall weight is certain, the structural reliability of the combined brake beam can be guaranteed, meanwhile, the lightweight level of the combined brake beam is improved, and the overall weight and the operation load of a railway wagon are reduced.

Description

Technical Field

[0001] The present disclosure relates to the technical field of railway vehicles, and in particular to a combined brake beam, a bogie and a railway freight car. Background Art

[0002] Railway freight cars are usually equipped with combined brake beams, which need to have good rigidity in practical applications to ensure the safe and stable operation of the railway freight car braking system. However, based on the aforementioned rigidity requirements, the main components of the combined brake beams are relatively heavy, which limits the lightweight level of the combined brake beams and railway freight cars, and is not conducive to reducing the operating load of railway freight cars. Summary of the invention

[0003] The present disclosure aims to solve at least one of the technical problems existing in the prior art or related art.

[0004] In view of this, according to a first aspect of an embodiment of the present disclosure, a combined brake beam is provided, comprising:

[0005] poles;

[0006] A support column, one end of which is connected to the strut, and the support column is located between the two ends of the strut;

[0007] A bow-shaped rod connected between one end of the strut and the other end of the pillar, the bow-shaped rod having a first rod segment and a second rod segment connected to each other, the first rod segment and the second rod segment both extending between the strut and the pillar, and the first rod segment being located between the second rod segment and the strut;

[0008] A connecting rod, one end of which is disposed at the connection between the first rod segment and the second rod segment, and the other end of which is connected to the support rod;

[0009] Wherein, the extension direction of the first rod segment intersects with the extension direction of the second rod segment.

[0010] In a feasible implementation manner, the combined brake beam further includes:

[0011] Along the extension direction of the support rod, the support rod is connected to one end of the support rod, the connecting rod is connected to one end of the support rod, and the bow rod is connected to one end of the support rod and arranged at intervals.

[0012] In a feasible implementation manner, the combined brake beam further includes:

[0013] A brake shoe support is connected to one end of the support rod, and the brake shoe support has a mounting surface, and the mounting surface is used to connect the brake shoe, and along the extension direction of the support rod, a spacing distance is formed between the connection between the support rod and the bow rod and the mounting surface;

[0014] The angle between the extension direction of the first rod segment and the extension direction of the second rod segment is negatively correlated with the aforementioned spacing distance.

[0015] In a feasible embodiment, the pillar is formed with a pin hole, which is located between the two ends of the pillar. Along the extension direction of the pillar, the maximum distance between the axial position of the pin hole and the mounting surface is greater than or equal to 10 mm and less than or equal to 40 mm.

[0016] In a possible embodiment, the support rod comprises:

[0017] a first plate;

[0018] a second plate member, arranged parallel to the first plate member;

[0019] The first fastener is used to connect the first plate and the second plate.

[0020] In a feasible embodiment, the bow rod includes:

[0021] The third plate;

[0022] a fourth plate, arranged parallel to the third plate;

[0023] The second fastener, the third plate and the fourth plate are connected by the second fastener.

[0024] In a feasible implementation manner, the angle between the extension direction of the first rod segment and the extension direction of the second rod segment is greater than or equal to 160° and less than 180°.

[0025] In one possible embodiment, the strut is riveted to the support column; and / or

[0026] The stays are riveted to the bows; and / or

[0027] The bow rod is riveted to the support column.

[0028] In a possible embodiment, the support rods and the bow rods are both made of weathering steel.

[0029] According to a second aspect of an embodiment of the present disclosure, a bogie is provided, comprising:

[0030] A combined brake beam as proposed in any one of the first aspects above.

[0031] According to a third aspect of an embodiment of the present disclosure, a railway freight car is provided, comprising:

[0032] A bogie as set out in any one of the above second aspects.

[0033] Compared with the prior art, the present invention at least includes the following beneficial effects: the combined brake beam provided by the embodiment of the present invention includes a strut, a support, a bow-shaped rod and a connecting rod, wherein the two ends of the support are respectively connected to the strut and the bow-shaped rod, and the strut is located between the two ends of the strut, the bow-shaped rod is connected between one end of the aforementioned support away from the strut and one end of the strut, and a first rod segment and a second rod segment are provided between the two ends of the bow-shaped rod, the first rod segment is connected to the second rod segment, and the first rod segment is located between the second rod segment and the strut, and the extension directions of the first rod segment and the second rod segment are different, so that the bow-shaped rod can be The connecting rod extends in a roughly broken line shape in the extension direction, with one end of the connecting rod being arranged at the connection between the first rod segment and the second rod segment, and the other end being connected to the support rod. Based on the above arrangement, the bending stiffness of the support rod can be improved, thereby improving the overall structural stiffness of the combined brake beam, which is beneficial to improving the ability of the combined brake beam to resist deformation when the overall weight of the combined brake beam is constant, while ensuring the structural reliability of the combined brake beam, and improving the lightweight level of the combined brake beam, which is beneficial to reducing the overall weight and operating load of railway freight cars in practical applications. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the exemplary embodiments below. The accompanying drawings are only for the purpose of illustrating exemplary embodiments and are not to be considered as limiting the present disclosure. Also, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0035] Figure 1 A schematic structural diagram of a combined brake beam according to an embodiment of the present disclosure.

[0036] in, Figure 1 The corresponding relationship between the reference numerals and the component names is as follows:

[0037] 100 support rods; 200 pillars; 300 bow rods; 400 connecting rods; 500 brake shoe supports;

[0038] 110 first plate; 120 second plate; 130 first fastener;

[0039] 310 third plate; 320 fourth plate; 330 second fastener;

[0040] 410 fifth plate; 420 sixth plate;

[0041] 201 pin hole;

[0042] 301 first rod section; 302 second rod section;

[0043] 501 mounting surface; 502 supporting block. DETAILED DESCRIPTION

[0044] The exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0045] like Figure 1 As shown, according to the first aspect of the embodiment of the present disclosure, a combined brake beam is proposed, comprising: a strut 100; a pillar 200, one end of which is connected to the strut 100, and the pillar 200 is located between the two ends of the strut 100; a bow rod 300, which is connected between one end of the strut 100 and the other end of the pillar 200, and the bow rod 300 has a first rod segment 301 and a second rod segment 302 connected to each other, the first rod segment 301 and the second rod segment 302 both extend between the strut 100 and the pillar 200, and the first rod segment 301 is located between the second rod segment 302 and the strut 100; a connecting rod 400, one end of which is arranged at the connection between the first rod segment 301 and the second rod segment 302, and the other end of the connecting rod 400 is connected to the strut 100; wherein the extension direction of the first rod segment 301 intersects with the extension direction of the second rod segment 302.

[0046] The combined brake beam provided by the embodiment of the present disclosure includes a support rod 100, a support column 200, a bow rod 300 and a connecting rod 400, wherein the two ends of the support column 200 are respectively connected to the support rod 100 and the bow rod 300, and the support column 200 is located between the two ends of the support rod 100, the bow rod 300 is connected between one end of the support column 200 away from the support rod 100 and one end of the support rod 100, and a first rod segment 301 and a second rod segment 302 are provided between the two ends of the bow rod 300, the first rod segment 301 is connected to the second rod segment 302, and the first rod segment 301 is located between the second rod segment 302 and the support rod 100, and the first rod segment 301 and the second rod segment 302 are connected. The extension directions are different, so that the bow rod 300 can be extended in a roughly broken line form in the extension direction. One end of the connecting rod 400 is arranged at the connection between the first rod segment 301 and the second rod segment 302, and the other end is connected to the support rod 100. Based on the above arrangement, the bending stiffness of the support rod 100 can be improved, and then the overall structural stiffness of the combined brake beam can be improved, which is beneficial to improve the ability of the combined brake beam to resist deformation when the overall weight of the combined brake beam is certain. While ensuring the structural reliability of the combined brake beam, the lightweight level of the combined brake beam is improved, which is beneficial to reducing the overall weight and operating load of railway freight cars in practical applications.

[0047] It can be understood that, based on the above-mentioned arrangement, the combined brake beam can be roughly in the form of a folded truss structure. On the one hand, the arrangement of the above-mentioned connecting rod 400 can increase the connection points between the two ends of the bow rod 300 and between the two ends of the strut 100, so that when the overall length of the bow rod 300 and the strut 100 is constant, the span between two adjacent connection points on the strut 100 and the span between two adjacent connection points on the bow rod 300 are reduced, thereby facilitating the improvement of the stress conditions of the strut 100 and the bow rod 300, enhancing the structural rigidity of the strut 100, and improving the overall rigidity of the combined brake beam; On the other hand, the first rod segment 301, the second rod segment 302 and the connecting rod 400 can be treated as a two-force rod in mechanics, that is, the first rod segment 301, the second rod segment 302 and the connecting rod 400 are mainly subjected to tensile and compressive stresses in their respective extension directions in actual applications, thereby avoiding the bow rod 300 and the connecting rod 400 from being subjected to bending moments. Furthermore, based on the connection relationship between the aforementioned support rod 100, support column 200, bow rod 300 and connecting rod 400, the ability of the support rod 100 to resist bending deformation can be improved in actual applications, the bending stiffness of the support rod 100 can be enhanced, and the overall stiffness of the combined brake beam can be improved.

[0048] It can be understood that, in actual applications, the aforementioned bow rod 300 is connected between one end of the strut 100 and the other end of the pillar 200 in such a way that the two ends of the bow rod 300 in the extension direction are respectively connected to one end of the aforementioned strut 100 and the other end of the aforementioned pillar 200, so as to establish the connection relationship between the bow rod 300 and the pillar 200 and the strut 100 while reducing the redundant size of the bow rod 300 and avoiding excessive extension length and overall weight of the bow rod 300. The extension direction of the aforementioned bow rod 300 refers to the length direction of the bow rod 300.

[0049] It is understandable that if Figure 1 As shown, one end of the strut 100 refers to one end in the length direction of the strut 100, one end and the other end of the support 200 are two ends in the length direction of the support 200, and the length direction of the strut 100 intersects with the length direction of the support 200. One end and the other end of the connecting rod 400 are two ends in the length direction of the connecting rod 400.

[0050] It can be understood that the aforementioned first rod segment 301 and the second rod segment 302 both extend between the strut 100 and the pillar 200, which means that the first rod segment 301 and the second rod segment 302 are both partial rod segments of the bow rod 300 located between one end of the strut 100 connected to the bow rod 300 and one end of the pillar 200 connected to the bow rod 300; when the first rod segment 301 is located between the second rod segment 302 and the strut 100, the second rod segment 302 is correspondingly located between the first rod segment 301 and the pillar 200; the aforementioned first rod segment 301 and the second rod segment 302 are connected, which means that one end of the first rod segment 301 in the extension direction away from the strut 100 is connected to the end of the second rod segment 302 in the extension direction away from the pillar 200, and the extension direction of the first rod segment 301 and the extension direction of the second rod segment 302 refer to the length direction of the first rod segment 301 and the length direction of the second rod segment 302, respectively.

[0051] It is understandable that if Figure 1 As shown, based on the aforementioned arrangement of the first rod segment 301 and the second rod segment 302, the extension direction of the aforementioned first rod segment 301 and the extension direction of the aforementioned second rod segment 302 do not overlap or are parallel, that is, the angle α between the extension direction of the first rod segment 301 and the extension direction of the second rod segment 302 is greater than 0° and less than 180°, and the aforementioned angle α refers to the angle between the first rod segment 301 and the second rod segment 302 on the side facing the support rod 100.

[0052] It can be understood that the bow rod 300 can also include a third rod segment extending between the first rod segment 301 and the strut 100. The extension direction of the third rod segment and the extension direction of the first rod segment 301 can be intersecting or parallel. In the case where the extension direction of the third rod segment intersects with the extension direction of the first rod segment 301, the angle between the extension direction of the third rod segment and the extension direction of the first rod segment 301 can also be greater than 0° and less than 180°. The number of the aforementioned third rod segments can be greater than one. In the case where the number of the aforementioned third rod segments is greater than one, multiple third rod segments are sequentially connected between the first rod segment 301 and the strut 100, and the extension directions of two adjacent third rod segments can also be intersecting or parallel. Similarly, the bow rod 300 may also include a fourth rod segment extending between the second rod segment 302 and the pillar 200. The extension direction of the fourth rod segment and the extension direction of the second rod segment 302 may be intersecting or parallel. When the extension direction of the fourth rod segment and the extension direction of the second rod segment 302 intersect, the angle between the extension direction of the fourth rod segment and the extension direction of the second rod segment 302 may be greater than 0° and less than 180°. The number of the aforementioned fourth rod segments may be greater than one. When the number of the aforementioned fourth rod segments is greater than one, multiple fourth rod segments are sequentially connected between the second rod segment 302 and the pillar 200, and the extension directions of two adjacent fourth rod segments may also be intersecting or parallel.

[0053] It is understandable that the number of the aforementioned bow rods 300 can be two, wherein the two bow rods 300 are arranged corresponding to the two ends of the support rod 100, and each bow rod 300 is connected to at least one aforementioned connecting rod 400. The aforementioned support column 200 can be arranged in the middle position in the extension direction of the support column 100, and accordingly, the aforementioned two bow rods 300 can be symmetrically arranged about the support column 200.

[0054] It can be understood that the first rod segment 301 and the second rod segment 302 can be an integrated structure.

[0055] It is understandable that in actual applications, the extension lengths of the support rod 100, the bow rod 300, the first rod segment 301, the second rod segment 302 and the height of the support 200 can be optimized based on actual needs through simulation, testing, calculation, etc. Accordingly, the specific values ​​of the aforementioned extension lengths and heights can be selected based on actual needs, and no excessive restrictions are made here.

[0056] like Figure 1 As shown, in some examples, along the extension direction of the strut 100 , the support 200 is connected to one end of the strut 100 , the connecting rod 400 is connected to one end of the strut 100 , and the bow rod 300 is connected to one end of the strut 100 and arranged at intervals.

[0057] In this technical solution, the relative positions of one end of the support 200 connected to the strut 100, one end of the connecting rod 400 connected to the strut 100 and one end of the bow rod 300 connected to the strut 100 on the strut 100 are constrained; based on the above-mentioned settings, the connection positions between the strut 100 and the strut 200, the connection positions between the strut 100 and the bow rod 300, and the connection positions between the strut 100 and the connecting rod 400 can be dispersed along the extension direction of the strut 100, thereby enhancing the limiting effect of the support 200, the bow rod 300 and the connecting rod 400 on the bending deformation of the strut 100, further enhancing the bending stiffness of the strut 100, and improving the overall stiffness of the combined brake beam.

[0058] It can be understood that the extension direction of the support rod 100 refers to the length direction of the support rod 100 .

[0059] like Figure 1 As shown, in some examples, the combined brake beam also includes: a brake shoe support 500, connected to one end of the support rod 100, the brake shoe support 500 has a mounting surface 501, the mounting surface 501 is used to connect the brake shoe, along the extension direction of the support rod 100, a spacing distance is formed between the connection between the support rod 100 and the bow rod 300 and the mounting surface 501; wherein, the angle α between the extension direction of the first rod segment 301 and the extension direction of the second rod segment 302 is negatively correlated with the aforementioned spacing distance.

[0060] In this technical solution, the combined brake beam may include the aforementioned brake shoe support 500, and the aforementioned angle α is negatively correlated with the aforementioned spacing distance; based on the aforementioned setting, on the one hand, it is convenient for the combined brake beam to dock the brake shoe in actual applications; on the other hand, when the distance from the mounting surface 501 of the brake shoe support 500 to the connection between the strut 100 and the bow rod 300 is relatively large, in actual applications, the distance between the brake shoe connected on the mounting surface 501 and the aforementioned connection is also relatively large, and the strut is susceptible to a large bending moment during use, so that the difference in extension direction between the first rod segment 301 and the second rod segment 302 can be increased by reducing the aforementioned angle α, thereby increasing the bending amplitude of the bow rod 300, further facilitating the bow rod 300 to cooperate with the connecting rod 400 and the support 200 to limit the bending deformation of the strut 100, thereby enhancing the bending deformation limiting effect on the strut 100, and improving the structural stiffness of the strut 100 and the overall stiffness of the combined brake beam.

[0061] It can be understood that the extension direction of the support 200 refers to the length direction of the support 200 .

[0062] like Figure 1As shown, in some examples, the pillar 200 is formed with a pin hole 201, which is located between the two ends of the pillar 200. Along the extension direction of the pillar 200, the maximum distance between the axial position of the pin hole 201 and the mounting surface 501 is greater than or equal to 10 mm and less than or equal to 40 mm.

[0063] In this technical solution, the relative position between the aforementioned pin hole 201 and the aforementioned mounting surface 501 is constrained; based on the aforementioned setting, the aforementioned maximum distance can be avoided from being too large, thereby preventing the point of action of the gravity pressure on the brake beam of other brake accessories from shifting in the direction away from the support rod 100, which is beneficial to improving the installation reliability and stability of the combined brake connection in actual applications, and preventing the combined brake connection from tilting, causing the bow rod 300 side to sink and the support rod 100 side to rise, which is beneficial to ensuring the position stability of the brake shoe and reducing the risk of eccentric wear of the brake shoe during use.

[0064] It is understood that, in practical applications, the support 200 can be used to connect the brake lever, and the pin hole 201 can be used to install the connecting pin, so that the support 200 can be connected to the brake lever through the connecting pin; the mounting surface 501 can be roughly an arc surface, and the maximum distance between the axis position of the pin hole 201 and the mounting surface 501 refers to the distance between the axis position of the pin hole 201 and the midline position of the arc surface (the arc top position of the arc surface). In the conventional technology, the maximum distance is about 53 mm.

[0065] It is understandable that, in practical applications, the aforementioned maximum distance can be adjusted by, but not limited to, adjusting the opening position of the aforementioned pin hole 201 on the pillar 200 and / or adjusting the installation position of the brake shoe support 500 on the support rod 100 .

[0066] Exemplarily, the aforementioned maximum distance may be, but is not limited to, 15 mm, 25 mm, 32 mm, 35 mm or 38 mm, etc. The specific distance may be selected based on actual needs and is not limited in detail here.

[0067] like Figure 1 As shown, in some feasible examples, the brake shoe support 500 has a support block 502 , and along the extension direction of the pillar 200 , the minimum distance between the support block 502 and the mounting surface 501 is less than or equal to 30 mm.

[0068] In this technical solution, the relative position between the aforementioned support block 502 and the aforementioned mounting surface 501 is constrained; based on the aforementioned setting, the aforementioned minimum distance can be avoided from being too large, thereby preventing the support point of the brake beam from shifting in the direction of the support rod 100, which is beneficial to improving the installation reliability and stability of the combined brake connection in actual applications, and preventing the combined brake connection from tilting, causing the bow rod 300 side to sink and the support rod 100 side to rise, which is beneficial to ensuring the position stability of the brake shoe and reducing the risk of eccentric wear of the brake shoe during use.

[0069] It can be understood that, in practical applications, the aforementioned mounting surface 501 can be roughly an arc-shaped surface, and the minimum distance between the aforementioned support block 502 and the mounting surface 501 refers to the distance between the side of the aforementioned support block 502 close to the arc-shaped surface and the midline position of the arc-shaped surface (the arc top position of the arc-shaped surface).

[0070] Exemplarily, the aforementioned minimum distance may be, but is not limited to, 25 mm, 20 mm, 15 mm, 12 mm or 10 mm, etc. The specific distance may be selected based on actual needs and is not limited in detail here.

[0071] It should be noted that in actual applications, along the extension direction of the pillar 200, the minimum distance between the support block 502 and the mounting surface 501 can be set to be less than or equal to 30 mm, while the maximum distance between the axial position of the aforementioned pin hole 201 and the mounting surface 501 can be set to be greater than or equal to 10 mm and less than or equal to 40 mm.

[0072] like Figure 1 As shown, in some examples, the support rod 100 includes: a first plate 110 ; a second plate 120 arranged in parallel with the first plate 110 ; and a first fastener 130 , through which the first plate 110 and the second plate 120 are connected.

[0073] In this technical solution, the support rod 100 may include the aforementioned first plate 110, the second rod and the first fastener 130; based on the aforementioned arrangement, on the one hand, the main body of the support rod 100 may be composed of parallel and spaced plates, thereby further reducing the physical structural volume of the support rod 100, and compared with the support rod 100 made of pipe steel, channel steel or round steel, the lightweight level of the support rod 100 can be further improved; on the other hand, in the arrangement direction of the first plate 110 and the second plate 120, the support rod 100 can be made into a frame structure, which is beneficial to improve the bending stiffness of the support rod 100 in the arrangement direction of the first plate 110 and the second plate 120, and further enhance the overall stiffness of the combined brake beam.

[0074] It is understandable that if Figure 1As shown, the aforementioned first plate 110 and the second plate 120 are arranged in parallel, which means that the length direction, width direction and thickness direction of the first plate 110 are respectively parallel to the length direction, width direction and thickness direction of the second plate 120; the first plate 110 and the second plate 120 have the same shape, and the first plate 110 and the second plate 120 can be arranged at intervals along the plate thickness direction.

[0075] It is understandable that the first fastener 130 may be, but is not limited to, a rivet or a screw. In the case of small-batch production, the first plate 110 and the second plate 120 may be formed by laser cutting. In the case of large-batch production, the first plate 110 and the second plate 120 may be formed by stamping, thereby reducing the difficulty of forming and assembling the strut 100 in practical applications. In the case where the first fastener 130 is a rivet, the first fastener 130 may be installed based on the riveting technology, thereby further enhancing the connection strength and reliability between the first fastener 130 and the first plate 110 and the second plate 120.

[0076] It can be understood that the aforementioned first plate 110 and the second plate 120 can both be made of steel strips, and the shape and size of the steel strips used to make the aforementioned first plate 110 and the second plate 120 can be optimized according to actual needs. Compared with the method of using steel sections to make the strut 100, it is easier to achieve a variable cross-section equal strength design of the strut 100, and it is also easier to achieve diversified specifications of the combined brake beam to meet different bogie usage requirements.

[0077] like Figure 1 As shown, in some examples, the bow rod 300 includes: a third plate 310 ; a fourth plate 320 arranged in parallel with the third plate 310 ; and a second fastener 330 , through which the third plate 310 and the fourth plate 320 are connected.

[0078] In this technical solution, the bow rod 300 may include the aforementioned third plate 310, the fourth rod and the second fastener 330; based on the aforementioned arrangement, on the one hand, the main body of the bow rod 300 may be composed of parallel and spaced plates, thereby further reducing the physical structural volume of the bow rod 300, and compared with the bow rod 300 made of tube steel, channel steel or round steel, the lightweight level of the bow rod 300 can be further improved; on the other hand, in the arrangement direction of the third plate 310 and the fourth plate 320, the bow rod 300 can be made into a frame structure, which is beneficial to improve the bending stiffness of the bow rod 300 in the arrangement direction of the third plate 310 and the fourth plate 320, and further enhance the overall stiffness of the combined brake beam.

[0079] It is understandable that if Figure 1As shown, the third plate 310 and the fourth plate 320 are arranged in parallel, which means that the length direction, width direction and thickness direction of the third plate 310 are respectively parallel to the length direction, width direction and thickness direction of the fourth plate 320; the third plate 310 and the fourth plate 320 have the same shape, and the third plate 310 and the fourth plate 320 can be arranged at intervals along the plate thickness direction.

[0080] It is understandable that the second fastener 330 may be, but is not limited to, a rivet or a screw. In the case of small-batch production, the third plate 310 and the fourth plate 320 may be formed by laser cutting. In the case of large-batch production, the third plate 310 and the fourth plate 320 may be formed by stamping, thereby reducing the difficulty of forming and assembling the brace 100 in practical applications. In the case where the second fastener 330 is a rivet, the second fastener 330 may be installed based on the riveting technology, thereby further enhancing the connection strength and reliability between the first fastener 130 and the first plate 110 and the second plate 120.

[0081] It can be understood that the aforementioned third plate 310 and the fourth plate 320 can both be made of steel strips, and the shapes and sizes of the steel strips used to make the aforementioned third plate 310 and the fourth plate 320 can be optimized according to actual needs. Compared with the method of using steel sections to make the bow rod 300, it is easier to achieve the equal strength design of the variable cross-section of the bow rod 300, and it is also easier to achieve the diversification of specifications of the combined brake beam to meet the different usage requirements of the bogie.

[0082] It is understandable that if Figure 1 As shown, the third plate 310 and the fourth plate 320 both have the first rod segment 301 and the second rod segment 302 .

[0083] like Figure 1 As shown, in some feasible examples, the connection between the connecting rod 400 and the strut 100 is located between one end of the strut 100 and the support column 200 .

[0084] like Figure 1 As shown, exemplarily, when the support rod 100 includes the aforementioned first plate 110 and the aforementioned second plate 120, and the bow rod 300 includes the aforementioned third plate 310 and the aforementioned fourth plate 320, the connecting rod 400 may include a fifth plate 410 and a sixth plate 420, and the fifth plate 410 and the sixth plate 420 are arranged in parallel, wherein two ends of the fifth plate 410 are respectively connected to the first plate 110 and the third plate 310, and two ends of the sixth plate 420 are respectively connected to the second plate 120 and the fourth plate 320.

[0085] like Figure 1As shown, in some examples, the angle α between the extension direction of the first rod segment 301 and the extension direction of the second rod segment 302 is greater than or equal to 160° and less than 180°.

[0086] In this technical solution, the aforementioned angle α is greater than or equal to 160° and less than 180°; based on the aforementioned setting, it is possible to avoid the angle α being too small, thereby avoiding a significant increase in the overall extension length of the bow rod 300 due to excessive bending, which is beneficial to ensuring the lightweight level of the combined brake beam.

[0087] It is understandable that, in practical applications, the aforementioned angle α can be optimized based on actual needs through simulation, testing, calculation, etc. Accordingly, the specific value of the aforementioned angle α can be selected in combination with actual needs, and no excessive restrictions are made here.

[0088] In some examples, the strut 100 is riveted to the pillar 200 ; and / or the strut 100 is riveted to the bow rod 300 ; and / or the bow rod 300 is riveted to the pillar 200 .

[0089] In this technical solution, the aforementioned support rod 100 and the pillar 200 can be riveted together; based on the aforementioned arrangement, the connection difficulty between the support rod 100 and the pillar 200 can be reduced, thereby facilitating the reduction of the manufacturing process complexity and manufacturing cost of the combined brake.

[0090] In this technical solution, the aforementioned support rod 100 and the bow rod 300 can be riveted together; based on the aforementioned arrangement, the connection difficulty between the support rod 100 and the bow rod 300 can be reduced, thereby facilitating the reduction of the manufacturing process complexity and manufacturing cost of the combined brake.

[0091] In this technical solution, the aforementioned support 200 and the bow rod 300 can be riveted together; based on the aforementioned setting, the connection difficulty between the support 200 and the bow rod 300 can be reduced, which is beneficial to reducing the manufacturing process complexity and manufacturing cost of the combined brake.

[0092] It can be understood that the aforementioned support rods 100, pillars 200 and bow rods 300 are connected in pairs, and one or more or all of the connection points involved can be riveted.

[0093] Exemplarily, the strut 100 is riveted to the pillar 200, the strut 100 is riveted to the bow rod 300, and the bow rod 300 is riveted to the pillar 200. When the combined brake beam includes the aforementioned brake shoe support 500, the brake shoe support 500 is riveted to the aforementioned strut 100. When the combined brake beam includes the aforementioned connecting rod 400, the two ends of the connecting rod 400 are respectively riveted to the aforementioned strut 100 and the aforementioned bow rod 300, so that the various components of the combined brake beam are riveted to each other, which can greatly reduce the manufacturing process complexity and manufacturing cost of the combined brake beam. The aforementioned riveting can be achieved based on the pull riveting technology, which can further reduce the process difficulty and complexity of riveting and ensure the connection reliability.

[0094] It can be understood that, since the position of the bow rod 300 connected to one end of the strut 100 and the brake shoe support 500 is relatively close on the strut 100, when the bow rod 300 and the brake shoe support 500 are riveted to the strut 100, the corresponding rivets can pass through the strut 100, the bow rod 300 and the brake shoe support 500 at the same time, that is, the rivet used to rivet the bow rod 300 to the strut 100 and the rivet used to rivet the brake shoe support 500 to the strut 100 can be the same, thereby reducing the number of openings on the strut 100 and further ensuring the structural reliability of the strut 100.

[0095] In some examples, both the strut 100 and the bow bar 300 are made of weathering steel.

[0096] In this technical solution, the aforementioned support rod 100 and bow rod 300 can both be made of weather-resistant steel; based on the aforementioned setting, the corrosion resistance of the support rod 100 and the bow rod 300 can be improved, which is beneficial to extend the service life of the support rod 100 and the bow rod 300 and provide protection for the overall strength and rigidity of the combined brake beam.

[0097] For example, the aforementioned support rod 100 and bow rod 300 may both be made of Q450NQR1.

[0098] According to a second aspect of an embodiment of the present disclosure, a bogie is proposed, comprising: a combined brake beam as proposed in any one of the first aspects above.

[0099] Since the bogie provided by the embodiment of the present disclosure includes the combined brake beam as proposed in any one of the first aspects above, it has all the beneficial effects of the combined brake beam, which will not be elaborated here.

[0100] According to a third aspect of an embodiment of the present disclosure, a railway freight car is provided, comprising: a bogie as provided in any one of the second aspects above.

[0101] Since the bogie provided in the embodiment of the present disclosure includes the bogie proposed in any one of the second aspects above, it has all the beneficial effects of the bogie, which will not be elaborated here.

[0102] In the present disclosure, the terms "first", "second", and "third" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance; the term "plurality" refers to two or more, unless otherwise expressly defined. The terms "installed", "connected", "connected", "fixed", etc. should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; "connected" can be a direct connection or an indirect connection through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the present disclosure can be understood according to the specific circumstances.

[0103] In the description of the present disclosure, it is necessary to understand that the directions or positional relationships indicated by the terms "up", "down", "left", "right", "front", "back", etc. are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present disclosure and simplifying the description, rather than indicating or implying that the device or unit referred to must have a specific direction, be constructed and operated in a specific orientation, and therefore, should not be understood as a limitation on the present disclosure.

[0104] In the description of this specification, the description of the terms "one embodiment", "some embodiments", "specific embodiments", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0105] The above are only preferred embodiments of the present disclosure and are not intended to limit the present disclosure. For those skilled in the art, the present disclosure may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present disclosure shall be included in the protection scope of the present disclosure.

Claims

1. A combined brake beam, characterized in that: include: poles; A support column, one end of which is connected to the support rod, and the support column is located between the two ends of the support rod; A bow-shaped rod connected between one end of the strut and the other end of the pillar, the bow-shaped rod having a first rod segment and a second rod segment connected to each other, the first rod segment and the second rod segment both extending between the strut and the pillar, and the first rod segment being located between the second rod segment and the strut; A connecting rod, one end of which is disposed at the connection between the first rod segment and the second rod segment, and the other end of which is connected to the support rod; Wherein, an extension direction of the first rod segment intersects with an extension direction of the second rod segment.

2. The combined brake beam according to claim 1, characterized in that: Along the extension direction of the support rod, the support column is connected to one end of the support rod, the connecting rod is connected to one end of the support rod, and the bow rod is connected to one end of the support rod and arranged at intervals.

3. The combined brake beam according to claim 1, characterized in that: Also includes: A brake shoe support connected to one end of the support rod, the brake shoe support having a mounting surface, the mounting surface being used to connect the brake shoe, and a spacing distance is formed between a connection between the support rod and the bow rod and the mounting surface along an extending direction of the support rod; Wherein, the angle between the extension direction of the first rod segment and the extension direction of the second rod segment is negatively correlated with the spacing distance.

4. The combined brake beam according to claim 3, characterized in that: The pillar is formed with a pin hole, and the pin hole is located between the two ends of the pillar. Along the extension direction of the pillar, the maximum distance between the axial position of the pin hole and the mounting surface is greater than or equal to 10 mm and less than or equal to 40 mm.

5. The combined brake beam according to claim 1, characterized in that: The support rod comprises: a first plate; a second plate, arranged in parallel with the first plate; A first fastener, the first plate and the second plate are connected by the first fastener.

6. The combined brake beam according to claim 1, characterized in that: The bow rod comprises: The third plate; a fourth plate, arranged in parallel with the third plate; A second fastener, the third plate and the fourth plate are connected by the second fastener.

7. The combined brake beam according to any one of claims 1 to 6, characterized in that: An included angle between an extension direction of the first rod segment and an extension direction of the second rod segment is greater than or equal to 160° and less than 180°.

8. The combined brake beam according to any one of claims 1 to 6, characterized in that: The strut is riveted to the support column; and / or The support rod is riveted to the bow rod; and / or The bow rod is riveted to the support column.

9. The combined brake beam according to any one of claims 1 to 6, characterized in that: The support rod and the bow rod are both made of weathering steel.

10. A bogie, characterized in that: include: A combined brake beam as claimed in any one of claims 1 to 9.

11. A railway freight car, characterized in that: include: The bogie as claimed in claim 10.

Images