A traction structure for rail vehicles

Abstract

This invention relates to a traction structure for rail vehicles, including a traction body and a transverse vibration damper seat at the bottom of the traction body. The traction body is connected to the car body sleeper beam via bolts and a special-shaped nut. The special-shaped nut has a cross-section, and a predetermined gap exists between the cross-section and the surface of the car body sleeper beam. After the position of the cross-section of the special-shaped nut is confirmed with the car body sleeper beam, the traction body is fixed to the car body sleeper beam with bolts. This invention solves the problems of difficult installation and large installation space required for the car body sleeper beam by designing a special-shaped nut and using a fastening method of ordinary bolts and special-shaped nuts. The invention also designs a welded structure for the traction body and the transverse vibration damper seat, which not only reduces the weight of the transverse vibration damper seat but also solves the problem of poor overall casting quality. By designing a weldable transverse vibration damper seat, the connection with the vibration damper is changed from a blind hole bolt connection to a through hole bolt and nut connection, solving the problem of the entire traction body being scrapped due to threaded connections.

Description

Technical Field

[0001] This invention relates to the field of urban rail vehicle traction structure technology, and more particularly to a rail vehicle traction structure. Background Technology

[0002] The traction structure of urban rail vehicles is the main force-transmitting component between the bogie and the car body. Due to the frequent starting, turning, and braking characteristics of urban rail vehicles, their traction structure is subjected to frequent and variable loads. Therefore, the reliability of structural design and manufacturing, as well as the ease of assembly and maintenance, are key indicators of the quality of traction structure design. The ultimate goal of urban rail vehicle design is to design a highly reliable, lightweight, and easy-to-maintain structure while meeting functional requirements.

[0003] The traction structure of existing urban rail vehicles, such as Figure 1 As shown. It mainly consists of fasteners 1 (connected to the vehicle), a traction body 2, and a lateral shock absorber seat 3. The vehicle body and the traction structure are fixed by ordinary bolts and nuts. The traction body and the lateral shock absorber seat are made of cast material. The lateral hydraulic shock absorber seat has a blind-hole threaded hole 4 for connecting to the shock absorber.

[0004] The existing structure can fulfill the function of a traction structure, but it has the following main structural disadvantages:

[0005] (1) The connection between the vehicle body and the traction structure is fixed by ordinary bolts and nuts. The bolt specification is M24, and the tightening torque is relatively large. During installation, at least two people are required to tighten the bolt head and both ends of the nut simultaneously. In addition, the bolt needs to be connected from the top of the traction body downwards. The bolt length is 110mm. Therefore, the vehicle body bolster beam needs to reserve at least 110mm of space to ensure that the bolt can be installed smoothly. The installation space requirement is relatively large.

[0006] (2) The transverse damper seat is cast as a whole. In order to ensure the continuity of the manufacturing of the traction body, its weight is relatively large, currently about 9.2 kg. In addition, the structure of the damper seat is added to the bottom of the traction body, which causes a structural change and poor casting quality assurance.

[0007] (3) The transverse damper seat and the damper are connected by a blind hole. If the thread is damaged during processing or use, the entire traction body will be scrapped. Summary of the Invention

[0008] Based on the aforementioned technical problems, this invention comprehensively considers the reliability of the product structure, the convenience of production, manufacturing and maintenance, the rationality of the spatial structure design, and combines the green and environmentally friendly concepts currently advocated for urban rail vehicles, to provide a lightweight and easy-to-maintain rail vehicle traction structure using a hybrid manufacturing process.

[0009] The technical means employed in this invention are as follows:

[0010] A traction structure for a rail vehicle includes a traction body with a transverse vibration damper seat at the bottom. The traction body is connected to a car body sleeper beam by bolts and a special-shaped nut. The special-shaped nut has a cut surface, and there is a preset gap between the cut surface and the surface of the car body sleeper beam. After the position of the cut surface of the special-shaped nut is confirmed with the car body sleeper beam, the traction body is fixed to the car body sleeper beam by bolts.

[0011] Furthermore, both the traction body and the lateral damper seat are castings, which are welded together.

[0012] Furthermore, the irregular nut is a nut with a cut surface after processing. The cut surface includes a first cut surface, a second cut surface, and a third cut surface. The first cut surface is the cut surface at the bottom of the bolt. The purpose of this cut surface is to avoid the arc structure of the vehicle body bolster surface when the nut is installed. The end of the second cut surface is connected to the first cut surface. The second cut surface is parallel to the vertical surface of the vehicle body bolster and there is a preset distance between them. The third cut surface is used to ensure that it is on the same vertical plane as the vehicle body bolster upright plate.

[0013] Furthermore, with the nut's screw hole as the center line, the bottom of the first cut surface is a certain distance from the bottom screw hole of the nut, and the top of the first cut surface is connected to the second cut surface to ensure that it maintains a certain distance from the vertical surface of the vehicle body bolster beam.

[0014] Furthermore, the dimensions of the first cut surface are 18(±2)*18(±2)mm.

[0015] Furthermore, the original width of the irregular nut is 80-81mm, and the distance from the center of the threaded hole of the irregular nut to the second tangential surface is 41-41.5mm.

[0016] Furthermore, after the irregular nut is installed, the distance between the second cut surface and the upright plate of the vehicle body bolster is between 2 and 6 mm.

[0017] Furthermore, the third tangential surface of the irregular nut has a 5-15mm arc.

[0018] Furthermore, there are two transverse vibration damper seats. Each transverse vibration damper seat includes an arc-shaped welded part and a connecting part vertically arranged at both ends of the welded part. The connecting part has a through hole at a flush position. The welded part is welded to the traction body. After installation, the welded part is further tightened to the traction body by bolts passing through the through hole and the traction body.

[0019] Compared with existing technologies, this invention has the following advantages: By designing a special-shaped nut and using a fastening method combining ordinary bolts and special-shaped nuts, this invention solves the problems of difficult installation and the need for large pre-reserved installation space in the vehicle body's bolster beam. The invention also features a welded structure for the traction body and the lateral shock absorber seat, with a single lateral hydraulic shock absorber seat weighing approximately 1.9 kg, a weight reduction of nearly 60% compared to existing technologies. This not only reduces the weight of the lateral shock absorber seat but also solves the problem of poor overall casting quality. Furthermore, by designing a weldable lateral shock absorber seat, the connection to the shock absorber is changed from a blind-hole bolt connection to a through-hole bolt and nut connection, solving the problem of the entire traction body being scrapped due to threaded connections. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the traction structure of existing urban rail vehicles.

[0022] Figure 2 This is a schematic diagram of the traction structure of the urban rail vehicle of the present invention.

[0023] Figure 3 This is a schematic diagram of the irregular nut structure of the present invention.

[0024] Figure 4 This is a schematic diagram of the mating structure between the irregular nut and the vehicle body of the present invention.

[0025] Figure 5 This is a schematic diagram of the transverse vibration damper structure of the present invention.

[0026] In the diagram: 1. Fasteners connecting to the vehicle body; 2. Traction body; 3. Lateral shock absorber seat; 4. Threaded hole for connecting the lateral shock absorber; 5. Connecting bolt; 6. Irregular nut; 7. Traction body; 8. Lateral shock absorber seat. Detailed Implementation

[0027] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0028] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0030] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0031] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0032] For ease of description, spatial relative terms such as "above," "over," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation besides the orientation of the device as described in the figures. For example, if the device in the figures is inverted, a device described as "above" or "above" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0033] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0034] like Figures 2-5 As shown in the figure, this embodiment of the invention discloses a traction structure for a rail vehicle, including a traction body 7 and a transverse vibration damper seat 8 at the bottom of the traction body. The traction body is connected to the car body sleeper beam by bolts 5 and a special-shaped nut 6, realizing the transmission of force between the traction structure and the car body. The special-shaped nut has a cross-section, and there is a preset gap between the cross-section and the surface of the car body sleeper beam. After the position of the cross-section of the special-shaped nut and the car body sleeper beam are confirmed, the traction body is fixed to the car body sleeper beam by bolts. Both the traction body and the transverse vibration damper seat are castings, which are welded together to meet the requirements of the vibration damper installation interface.

[0035] During the fastening process, the nut is designed to prevent rotation, thus resolving the difficulty of bolt installation. Furthermore, the nut's design allows for bolt installation from the bottom of the traction body upwards, reducing the space requirements on the vehicle body's bolster beams.

[0036] The irregular nut is a nut with a cut surface after processing. The cut surface includes a first cut surface, a second cut surface, and a third cut surface. The first cut surface is the cut surface at the bottom of the bolt. The purpose of this cut surface is to avoid the arc structure of the vehicle body bolster surface when the nut is installed. The end of the second cut surface is connected to the first cut surface. The second cut surface is parallel to the vertical surface of the vehicle body bolster and there is a preset distance between the two. The third cut surface is used to ensure that it is on the same vertical plane as the vehicle body bolster upright plate.

[0037] With the nut's screw hole as the center line, the bottom of the first cut surface is a certain distance from the bottom screw hole of the nut, and the top of the first cut surface is connected to the second cut surface to ensure that it maintains a certain distance from the vertical surface of the vehicle body bolster beam.

[0038] The dimensions of the first cut surface are 18(±2)*18(±2)mm.

[0039] The original width of the irregular nut is 80-81mm, and the distance from the center of the threaded hole of the irregular nut to the second tangential surface is 41-41.5mm.

[0040] After the irregular-shaped nut is installed, the distance between the second cut surface and the vehicle body bolster upright plate is between 2-6 mm. In this embodiment, the distance between the third cut surface and the vehicle body bolster upright plate is between 4-8 mm.

[0041] The third cut surface of the irregular nut has a 5-15mm arc.

[0042] The number of lateral vibration damper seats is two. Each lateral vibration damper seat includes an arc-shaped welded part and vertical connecting parts at both ends of the welded part. Through holes are provided at the flush positions of the connecting parts. The welded parts are welded to the traction body. After installation, bolts passing through the through holes and the traction body further secure the welded parts to the traction body. In this embodiment, the welded part is arc-shaped, with its inner side being the welded part to the traction body. The welded part has two bevels, with opposite directions, working together to complete the welding with the traction body. Designing a weldable lateral vibration damper seat not only reduces the structural weight but also solves the problem of poor overall casting quality, better ensuring product manufacturing quality. Specifically, the weight of a single lateral vibration damper seat in this invention is 1.9 kg, and the traction structure requires two, totaling 3.8 kg, a weight reduction of nearly 60% compared to the old structure's 9.2 kg. The transverse damper seat is welded to the traction body through a welding part, which solves the problem of poor quality at the connection between the transverse damper seat and the traction body when it is cast as a whole. At the same time, the welded transverse damper seat can be designed with a through hole structure to match the damper, which solves the problem of the entire traction body being scrapped due to the connection thread.

[0043] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A traction structure for a rail vehicle, characterized in that, The system includes a traction body, with a transverse shock absorber seat at the bottom of the traction body. The traction body is connected to the vehicle body bolster beam by bolts and a special-shaped nut. The special-shaped nut has a cut surface, and there is a preset gap between the cut surface and the surface of the vehicle body bolster beam. After the position of the cut surface of the special-shaped nut is confirmed with the vehicle body bolster beam, the traction body is fixed to the vehicle body bolster beam by bolts. The irregular nut is a nut with a cut surface after processing. The cut surface includes a first cut surface, a second cut surface, and a third cut surface. The first cut surface is the cut surface at the bottom of the bolt. The purpose of this cut surface is to avoid the arc structure of the vehicle body bolster surface when the nut is installed. The end of the second cut surface is connected to the first cut surface. The second cut surface is parallel to the vertical surface of the vehicle body bolster and there is a preset distance between the two. The third cut surface is used to ensure that it is on the same vertical plane as the vehicle body bolster upright plate.

2. The rail vehicle traction structure according to claim 1, characterized in that, Both the traction body and the lateral shock absorber seat are castings, which are welded together.

3. The rail vehicle traction structure according to claim 1, characterized in that, With the nut's screw hole as the center line, the bottom of the first cut surface is a certain distance from the bottom screw hole of the nut, and the top of the first cut surface is connected to the second cut surface to ensure that it maintains a certain distance from the vertical surface of the vehicle body bolster beam.

4. The rail vehicle traction structure according to claim 1, characterized in that, The dimensions of the first cut surface are (18±2)*(18±2)mm.

5. The rail vehicle traction structure according to claim 1, characterized in that, The original width of the irregular nut is 80-81mm, and the distance from the center of the threaded hole of the irregular nut to the second tangential surface is 41-41.5mm.

6. The rail vehicle traction structure according to claim 1, characterized in that, After the irregular nut is installed, the distance between the second cut surface and the upright plate of the vehicle body bolster is between 2-6mm.

7. The rail vehicle traction structure according to claim 1, characterized in that, The number of transverse vibration damper seats is two. Each transverse vibration damper seat includes an arc-shaped welded part and a connecting part vertically arranged at both ends of the welded part. The connecting part has a through hole at a flush position. The welded part is welded to the traction body. After installation, the welded part is further tightened to the traction body by bolts passing through the through hole and the traction body.

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