Motor-driven suspension damping system and rail car

Abstract

The invention discloses a motor-driven suspension vibration reduction system and a rail car, and belongs to the technical field of rail traffic vehicles, the motor-driven suspension vibration reduction system and the rail car comprise a framework, the framework is connected with a car body, a motor suspension beam is installed on the framework, the motor suspension beam is connected with the framework through a plurality of suspension joints, and the motor suspension beam is connected with the car body through a plurality of suspension joints. The suspension joint is of a multi-layer structure, the traction motor is installed on the motor suspension beam and used for providing power for rotation of the wheel set, and the gear box is installed on the wheel set and connected with the traction motor through a coupler. And the high anti-snaking stability performance of the whole vehicle is achieved, and the system can be widely applied to high-speed locomotives or motor vehicles adopting input coupler wheel drive systems.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit vehicles, and more specifically, to a motor-driven suspension vibration reduction system. In addition, the present invention also relates to a rail vehicle comprising the motor-driven suspension vibration reduction system. Background Art

[0002] There are generally three types of motor suspension for locomotives (or power cars), namely: axle suspension, frame suspension and body suspension. Axle suspension is generally used in low-speed freight locomotives, frame suspension is generally used in high-speed passenger locomotives and power-concentrated EMU power cars, and body suspension is generally used in high-speed power cars.

[0003] At present, there are two main structural types of motor suspension on the frame (i.e. frame suspension): one is a rigid frame suspension structure, and the other is an elastic frame suspension structure.

[0004] The motor rigid suspension structure is that the motor is directly connected to the frame through three or more joint nodes, and the motor and wheelset transmit torque through the input coupling or output coupling; some motor sides are connected to the frame through two joint nodes, and the non-motor side is connected to the frame through a hanger. The main feature of the rigid frame suspension is that the motor and the frame are not laterally decoupled, or the lateral stiffness is large.

[0005] The motor elastic suspension structure is generally a structure where one side of the motor is connected to the frame through a joint, and the other side is connected to the frame through two suspension rods. The motor and the wheelset transmit torque through the input coupling or output coupling. There are also structures where both sides of the motor are connected to the frame through two suspension rods. The main feature of the elastic suspension is the lateral decoupling of the motor and the frame, or the small lateral stiffness; at the same time, a shock absorber is set between the motor and the frame.

[0006] Compared with the rigid frame suspension structure, the elastic frame suspension has a larger lateral displacement between the motor and the frame due to the lateral decoupling, which puts higher requirements on the input coupling; at the same time, for power vehicles with smaller motor mass, the degree of lateral decoupling of the motor elastic frame suspension cannot fully meet the requirements for the lateral stability of the power vehicle.

[0007] In summary, how to provide a motor suspension device with a smaller displacement between the motor and the frame is a problem that needs to be solved urgently by those skilled in the art. Summary of the invention

[0008] In view of this, an object of the present invention is to provide a motor-driven suspension vibration reduction system to achieve decoupling of the motor and the frame while reducing the displacement of the motor and the frame.

[0009] Another object of the present invention is to provide a rail vehicle including the above motor-driven suspension vibration reduction system, the rail vehicle having higher serpentine stability.

[0010] In order to achieve the above object, the present invention provides the following technical solutions:

[0011] A motor-driven suspension vibration reduction system, comprising:

[0012] a frame connected to the vehicle body;

[0013] A motor suspension beam, on which a traction motor is mounted, the motor suspension beam is connected to the frame via a plurality of suspension joints, the motor suspension beam comprises a motor side and a non-motor side, and the distance between the suspension joint on the motor side and the center of the traction motor is 0.4-0.6 times the distance between the suspension joint on the non-motor side and the center of the traction motor;

[0014] The stiffness of the motor-driven suspension vibration reduction system meets the lateral first-order natural frequency f of 5 to 9 Hz, and the calculation formula is as follows: f=1 / 2π*(3*k / m) 1 / 2 , where k is the lateral stiffness of the suspension joint and m is the mass of the traction motor.

[0015] The present invention further includes:

[0016] A vibration absorber, one end of which is connected to the motor side of the motor suspension beam, and the other end of which is connected to the frame;

[0017] The motor-driven suspension vibration reduction system satisfies the damping ratio of 0.5 to 1, and the calculation formula is as follows: ζ=c / (2*(3*k*m) 1 / 2 ), where c is the damping of the shock absorber.

[0018] Furthermore, in the present invention, the motor side is connected to the frame via two suspension joints, and the non-motor side is connected to the frame via one suspension joint.

[0019] The present invention further includes:

[0020] Wheel set, the motor suspension beam covers the wheelset, and the traction motor is used to provide power for the rotation of the wheelset;

[0021] A gear box is mounted on the wheelset and connected to the traction motor via a coupling.

[0022] Furthermore, the present invention, the gear box and a side close to the traction motor are connected to the frame via a suspension rod.

[0023] The present invention further comprises:

[0024] A metal outer sleeve, wherein a mandrel is provided inside the metal outer sleeve;

[0025] The multi-layer rubber sleeve and the multi-layer metal ring are both located between the metal outer sleeve and the core shaft and are arranged alternately.

[0026] Furthermore, in the present invention, the metal ring is in contact with the core shaft, and the rubber sleeve is in contact with the metal outer sleeve.

[0027] Furthermore, in the present invention, the axial length of the inner ring of the multi-layer rubber sleeve and the multi-layer metal ring is greater than the axial length of the outer ring, and the multi-layer rubber sleeve and the multi-layer metal ring are arranged in the center.

[0028] A rail vehicle comprises any one of the motor-driven suspension vibration reduction systems described above.

[0029] The motor-driven suspension vibration reduction system provided by the present invention has a frame connected to the vehicle body, a motor suspension beam installed on the wheelset, the motor suspension beam and the frame are connected by a plurality of suspension joints, the suspension joints adopt a multi-layer structure, the traction motor is installed on the motor suspension beam to provide power for the rotation of the wheelset, the gear box is installed on the wheelset and connected to the traction motor through a coupling, that is, the structure adopts a brand-new design structure and a unique suspension joint structure, which overcomes the shortcomings of the general motor rigid frame suspension and avoids the complexity of the motor elastic frame suspension structure, thereby achieving simple, reliable and lightweight wheel drive and high anti-snaking stability performance of the whole vehicle, and can be widely applied to high-speed locomotives or power vehicles adopting input coupling wheel drive systems.

[0030] The rail vehicle provided by the present invention includes the above-mentioned motor-driven suspension vibration reduction system and has the above-mentioned beneficial effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0032] Figure 1 A schematic diagram of the overall structure provided by the present invention from a top view;

[0033] Figure 2 The present invention provides Figure 1 The structural diagram of the cross section at point A in the middle;

[0034] Figure 3 The present invention provides Figure 1The structural diagram of the section at B in the middle;

[0035] Figure 4 The present invention provides Figure 1 The structural diagram of the cross section at point C;

[0036] Figure 5 It is a schematic diagram of a partially enlarged structure of the suspension joint provided by the present invention;

[0037] Figure 1-Figure 5 , the reference numerals include:

[0038] 1. Frame; 2. Wheel set; 3. Motor suspension beam; 301. Non-motor side; 302. Battery side; 4. Suspension joint; 401. Metal jacket; 402. Rubber jacket; 403. Metal ring; 404. Mandrel; 5. Suspension rod; 6. Shock absorber; 7. Traction motor; 8. Gearbox. DETAILED DESCRIPTION

[0039] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0040] The core of the present invention is to provide a motor-driven suspension vibration reduction system to achieve decoupling of the motor and the frame 1 while reducing the displacement of the motor and the frame 1.

[0041] Another core of the present invention is to provide a rail vehicle including the above motor-driven suspension vibration reduction system, and the rail vehicle has high serpentine stability.

[0042] Please refer to Figure 1-Figure 5 A motor-driven suspension vibration reduction system comprises a frame 1 and a motor suspension beam 3, wherein the frame 1 is connected to a vehicle body, a traction motor 7 is mounted on the motor suspension beam 3, and the motor suspension beam 3 is connected to the frame 1 through a plurality of suspension joints 4, wherein the motor suspension beam 3 comprises a motor side 302 and a non-motor side 301, wherein the center distance between the suspension joint 4 on the motor side 302 and the traction motor 7 is 0.4-0.6 times the center distance between the suspension joint 4 on the non-motor side 301 and the traction motor 7, and the stiffness of the motor-driven suspension vibration reduction system satisfies the lateral first-order natural frequency f of 5-9 Hz, and the calculation formula is as follows: f=1 / 2π*(3*k / m) 1 / 2 , where k is the lateral stiffness of the suspension joint 4 and m is the mass of the traction motor 7.

[0043] In addition, the distance between the suspension joint 4 on the motor side 302 and the motor center is 0.4-0.6 times the distance between the suspension joint 4 on the non-motor side 301 and the motor center, which further limits the installation position of the traction motor 7 and is conducive to improving the stability of the entire installation structure.

[0044] In addition, the number of suspension joints 4 on the motor side 302 and the non-motor side 301 can be exchanged, or two suspension joints 4 on the motor side 302 and the non-motor side 301 can be used.

[0045] In addition, the lateral stiffness k of the suspension joint 4 in the embodiment of the present invention matches the mass m of the traction motor 7 so as to satisfy the lateral first-order natural frequency of the traction motor 7, that is, f=1 / 2π*(3*k / m) 1 / 2 It is 5 to 9 Hz, thus meeting the requirements of vehicle installation and use.

[0046] Optionally, in some embodiments, the motor suspension beam 3 includes a motor side 302 and a non-motor side 301, the motor side 302 is connected to the frame 1 through two suspension joints 4, and the non-motor side 301 is connected to the frame 1 through one suspension joint 4. That is to say, the motor suspension beam 3 is installed on the frame 1 through three suspension joints 4, and a triangular distribution is adopted at three positions to improve the overall stability of the motor suspension beam 3 after installation, while improving the role of the suspension joint 4 in the installation structure.

[0047] When in use, the frame 1 is connected to the vehicle body, the motor suspension beam 3 is connected to the frame 1 through the suspension joint 4, the traction motor 7 is installed on the motor suspension beam 3, the motor suspension beam 3 includes a motor side 302 and a non-motor side 301, the center distance from the suspension joint 4 on the motor side 302 to the traction motor 7 is 0.4-0.6 times the center distance from the suspension joint 4 on the non-motor side 301 to the traction motor 7, the stiffness of the motor-driven suspension vibration reduction system meets the lateral first-order natural frequency f of 5-9Hz, and the calculation formula is as follows: f=1 / 2π*(3*k / m) 1 / 2 , where k is the lateral stiffness of the suspension joint 4, and m is the mass of the traction motor 7. That is to say, this structure adopts a brand-new design structure and a unique suspension joint 4 structure, which overcomes the shortcomings of the general motor rigid suspension. Through the formula calculation, the suspension joint stiffness or the motor mass can be effectively adjusted to achieve the adjustment of the stiffness of the motor-driven suspension vibration reduction system to meet the lateral first-order natural frequency, and avoid the complexity of the motor elastic suspension structure, which not only realizes the simplicity, reliability and lightweight of the wheel drive, but also realizes the high anti-snaking stability performance of the whole vehicle, and can be widely used in high-speed locomotives or power cars using input coupling wheel drive systems.

[0048] Optionally, in some embodiments, a shock absorber 6 is further included, one end of the shock absorber 6 is connected to the motor side 302 of the motor suspension beam 3, and the other end of the shock absorber 6 is connected to the frame 1, that is, the shock absorber 6 provides support for the lateral damping of the motor suspension beam 3, that is, the damping of the shock absorber 6 is c, and by matching the lateral stiffness k of the suspension joint 4 and the motor mass m, the damping ratio of the motor suspension system is satisfied, that is, ζ=c / (2*(3*k*m) 1 / 2 ) is 0.5~1, thus meeting the use requirements of the vehicle.

[0049] Please refer to Figure 1 In some embodiments, the gear box 8 is connected to the side close to the traction motor 7 through the suspension rod 5 and the frame 1.

[0050] It should be noted that, in the embodiment of the present invention, the connection between the boom 5 and the frame 1 also adopts a joint connection, and an adjusting bolt can be set at the connection position between the boom 5 and the gear box 8. Specifically, the adjusting bolt is rotated and installed on the gear box 8, and the nut is threaded on the adjusting bolt, and the end of the boom 5 is connected to the nut. By rotating the adjusting bolt, the angle of the boom 5 and the gear box 8 can be controlled.

[0051] Please refer to Figure 1 In some embodiments, the suspension joint 4 is a multi-layer structure. Specifically, the suspension joint includes a metal jacket 401, a core shaft 404 is arranged inside the metal jacket 401, and also includes a multi-layer rubber sleeve 402 and a multi-layer metal ring 403. The multi-layer rubber sleeve 402 and the multi-layer metal ring 403 are both located between the metal jacket 401 and the core shaft 404 and are arranged alternately. That is, a multi-layer rubber sleeve 402 and a multi-layer metal ring 403 are provided, and the multi-layer rubber sleeve 402 and the multi-layer metal ring 403 are arranged alternately, that is, a layer of metal ring 403 is covered with a layer of rubber sleeve 402 on the outer layer, the core shaft 404 is used to facilitate the connection of the suspension joint 4 with the components to be connected, and the metal jacket 401 is used to facilitate the connection with the connecting piece. Through the multi-layer alternating arrangement structure, the suspension joint 4 has a large radial stiffness and a small lateral stiffness, which meets the use requirements in special circumstances, especially when it is installed and applied to the installation position of the traction motor 7, it can meet the lateral decoupling requirements of the traction motor 7.

[0052] Optionally, in some embodiments, the distribution positions of the metal ring 403 and the rubber sleeve 402 in the embodiments of the present invention are not specifically limited. In some embodiments, the metal ring 403 is in contact with the core shaft 404, that is, the innermost ring is the metal ring 403, and the rigidity of the entire suspension structure is improved by the fixed connection between the metal ring 403 and the core shaft 404. At the same time, the rubber sleeve 402 is in contact with the metal outer sleeve 401, so as to ensure the balance in number between the metal ring 403 and the rubber sleeve 402, and ensure the overall balance of the suspension structure.

[0053] In addition, in order to further control the axial rigidity of the suspension joint 4, in some embodiments, anti-slip patterns can be provided on the surface of the metal ring 403. By controlling the raised height of the anti-slip patterns, the firmness of the fixation of the rubber sleeve 402 can be controlled, thereby being able to meet the needs of different usage scenarios.

[0054] Optionally, in some embodiments, the hardness of the rubber sleeve 402 can be controlled by selecting the material thereof, thereby controlling the axial rigidity of the suspension joint 4 .

[0055] Optionally, in some embodiments, the thickness of the outermost rubber sleeve 402 in the multiple layers of the rubber sleeve 402 is 1.5 times the thickness of the inner rubber sleeve 402, that is, the thickness of the metal jacket 401 is thickened, and the metal jacket 401 is connected to the frame 1. Therefore, when receiving a lateral impact, the thickened outermost rubber sleeve 402 has stronger lateral rigidity.

[0056] Please refer to Figure 5 In order to further improve the firmness and service life of the suspension joint 4 during use, in some embodiments, the axial length of the inner ring of the multi-layer rubber sleeve 402 and the multi-layer metal ring 403 is greater than the axial length of the outer ring, and the multi-layer rubber sleeve 402 and the multi-layer metal ring 403 are both arranged in the center. Specifically, the axial lengths of the multi-layer rubber sleeve 402 and the multi-layer metal ring 403 are different, and the axial lengths decrease successively from the core shaft 404 to the metal jacket 401, thereby forming a stepped structure with a cross section, and symmetrically arranged along the center plane of the metal jacket 401, that is, the multi-layer rubber sleeve 402 and the multi-layer metal ring 403 are both arranged in the center. This method can further improve the resistance effect of the suspension joint 4 to the axial force, and can avoid the cost of the multi-layer structure caused by long-term use, which is conducive to improving the service life of the suspension joint 4.

[0057] In addition to the above-mentioned motor suspension device, the present invention also provides a rail vehicle including the above-mentioned motor-driven suspension vibration reduction system. The rail vehicle has high serpentine stability. For the structures of other parts of the rail vehicle, please refer to the prior art and will not be described in detail herein.

[0058] That is to say, the focus of the embodiment of the present invention is that the frame 1 is connected to the vehicle body, the motor suspension beam 3 is installed on the wheelset 2, the motor suspension beam 3 is connected to the frame 1 through a plurality of suspension joints 4, the suspension joints 4 adopt a multi-layer structure, the traction motor 7 is installed on the motor suspension beam 3, and is used to provide power for the rotation of the wheelset 2, the gear box 8 is installed on the wheelset 2, and is connected to the traction motor 7 through a coupling 9, that is to say, this structure adopts a brand-new design structure and a unique suspension joint 4 structure, which overcomes the shortcomings of the general motor rigid frame suspension and avoids the complexity of the motor elastic frame suspension structure, which not only realizes the simplicity, reliability and lightweight of the wheel drive, but also realizes the high anti-snaking stability performance of the whole vehicle, and can be widely used in high-speed locomotives or power vehicles using an input coupling 9 wheel drive system.

[0059] 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.

[0060] The above is a detailed introduction to a motor-driven suspension vibration reduction system and a rail vehicle provided by the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. A motor-driven suspension vibration reduction system, characterized in that: include: A frame (1), the frame (1) being connected to the vehicle body; A motor suspension beam (3), a traction motor (7) being mounted on the motor suspension beam (3), the motor suspension beam (3) being connected to the frame (1) via a plurality of suspension joints (4), the motor suspension beam (3) comprising a motor side (302) and a non-motor side (301), the center distance between the suspension joint (4) on the motor side (302) and the traction motor (7) being 0.4-0.6 times the center distance between the suspension joint (4) on the non-motor side (301) and the traction motor (7); The stiffness of the motor-driven suspension vibration reduction system meets the lateral first-order natural frequency f of 5 to 9 Hz, and the calculation formula is as follows: f=1 / 2π*(3*k / m) 1 / 2 , where k is the lateral stiffness of the suspension joint (4) and m is the mass of the traction motor (7).

2. The motor-driven suspension vibration reduction system according to claim 1, characterized in that: Also includes: A vibration absorber (6), one end of the vibration absorber (6) being connected to the motor side (302) of the motor suspension beam (3), and the other end of the vibration absorber (6) being connected to the frame (1); The motor-driven suspension vibration reduction system satisfies the damping ratio of 0.5 to 1, and the calculation formula is as follows: ζ=c / (2*(3*k*m) 1 / 2 ), where c is the damping of the shock absorber (6).

3. The motor-driven suspension vibration reduction system according to claim 2, characterized in that: The motor side (302) is connected to the frame (1) via two suspension joints (4), and the non-motor side (301) is connected to the frame (1) via one suspension joint (4).

4. The motor-driven suspension vibration reduction system according to claim 2, characterized in that: Also includes: A wheelset (2), the motor suspension beam (3) covering the wheelset (2), and the traction motor (7) being used to provide power for the rotation of the wheelset (2); A gear box (8), the gear box (8) being mounted on the wheelset (2) and connected to the traction motor (7) via a coupling (9).

5. The motor-driven suspension vibration reduction system according to claim 4, characterized in that: The gear box (8) and a side close to the traction motor (7) are connected to the frame (1) via a suspension rod (5).

6. A motor-driven suspension vibration reduction system according to any one of claims 1 to 5, characterized in that: The suspension joint (4) comprises: A metal outer sleeve (401), wherein a core shaft (404) is provided inside the metal outer sleeve (401); The multiple layers of rubber sleeve (402) and the multiple layers of metal ring (403) are both located between the metal outer sleeve (401) and the core shaft (404) and are arranged alternately.

7. The motor-driven suspension vibration reduction system according to claim 6, characterized in that: The metal ring (403) is in contact with the core shaft (404), and the rubber sleeve (402) is in contact with the metal outer sleeve (401).

8. The motor-driven suspension vibration reduction system according to claim 7, characterized in that: The axial length of the inner ring of the multi-layer rubber sleeve (402) and the multi-layer metal ring (403) is greater than the axial length of the outer ring, and the multi-layer rubber sleeve (402) and the multi-layer metal ring (403) are both arranged in the center.

9. A rail vehicle, comprising the motor-driven suspension vibration reduction system according to any one of claims 1 to 8.

Images