Central traction device, bogie and railway vehicle

Abstract

The embodiment of the invention provides a central traction device, a bogie and a railway vehicle, the central traction device comprises a traction beam assembly, the traction beam assembly comprises a traction beam, a transverse stop mounting part and a first traction rubber-metal pad mounting part, various components are integrated in the traction beam assembly, the structure is highly integrated, and the number of parts is reduced; the modular design is convenient for manufacturing, assembling and later maintenance; the transverse backstop mounting part is arranged at the beam end, so that the structural space is fully utilized, and other parts are prevented from being interfered; the first traction rubber-metal pad mounting part is arranged between the center hole and the beam end, the arm of force is moderate, enough longitudinal rigidity is guaranteed to transmit traction / braking force, and stress concentration is avoided; the two rubber stacks on the same side are integrated and fixed through the clamping plates, a stable force transmission frame is formed, and the rubber stacks are prevented from axially sliding, twisting or falling off under the dynamic load. The structural rigidity and reliability of rubber-metal pad installation are improved, and abnormal abrasion or failure caused by looseness is avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of central traction devices, in particular to a central traction device, a bogie and a railway vehicle. BACKGROUND

[0002] The central traction device of the bogie of the railway vehicle mainly consists of a frame, a traction pin, a traction beam, a traction rod, a lateral stopper, a lateral damper and the like. The driving system drives the wheel set to rotate, and the traction force is transmitted to the frame through the primary suspension device, and then transmitted to the traction pin through the traction rod and the traction beam, the traction pin is fixedly connected with the vehicle body, and finally the traction force is transmitted to the vehicle body. When braking, the brake device clamps the brake disc on the wheel to transmit the braking force to the wheel set, and the wheel set transmits the braking force to the frame through the primary suspension device, and then transmits the braking force to the traction pin through the traction rod and the traction beam, and finally transmits the braking force to the vehicle body.

[0003] The system has a complex structure, involves many parts, is inconvenient to disassemble and assemble in daily maintenance, and has many parts to be maintained, resulting in a large amount of work; the center pin, the rod and the traction beam of the system are all forged and cast parts, which are heavy and are not conducive to the lightweight design of the bogie. SUMMARY

[0004] The central traction device, the bogie and the railway vehicle provided in the embodiments of the present application solve the problems of the existing traction system, such as complex structure, many parts, large amount of maintenance work and low degree of lightweight.

[0005] In order to achieve the above-mentioned purpose, the present application provides the following technical scheme: A central traction device, comprising a traction beam assembly, the traction beam assembly comprising a traction beam, two lateral stopper mounting portions and two pairs of first traction rubber stack mounting portions; The lateral stopper mounting portions are located at both ends of the length direction of the traction beam and are used for mounting lateral stoppers; the first traction rubber stack mounting portions are respectively located on the traction beam between the central hole of the traction beam and the lateral stopper mounting portions, and each of the first traction rubber stack mounting portions is provided with a traction rubber stack; Two clamping plates are located at both sides of the width direction of the traction beam, and each of the clamping plates is fixed with two traction rubber stacks on the same side of the traction beam.

[0006] Optionally, both ends of the length direction of the clamping plate are respectively provided with a second traction rubber stack mounting portion, and both sides of any one of the traction rubber stacks are respectively press-fitted with the first traction rubber stack mounting portion and the second traction rubber stack mounting portion.

[0007] Optionally, a longitudinal stop gap is arranged between the longitudinal middle part of the traction beam and any one of the clamping plates.

[0008] Optionally, a center pin is further included, a center through hole is arranged at the center of the traction beam, the top of the center pin is used to connect with the vehicle body, and the bottom of the center pin penetrates through the center through hole and is used to install the vertical stop.

[0009] Optionally, the center through hole includes a bushing mounting portion and a pressing plate mounting portion, the pressing plate mounting portion is located above the bushing mounting portion, the caliber of the pressing plate mounting portion is larger than that of the bushing mounting portion, and the bottom surface of the pressing plate mounting portion is provided with a stepped limiting surface. Further including a bushing assembly, the bushing assembly includes a bushing and a bushing pressing plate, the bushing is sleeved in the bushing mounting portion, and the top of the bushing is used to overlap the stepped limiting surface; the bushing pressing plate is sleeved in the pressing plate mounting portion, the top of the bushing pressing plate is detachably fixedly connected with the traction beam, and the bottom of the bushing pressing plate is fixedly connected with the bushing.

[0010] Optionally, the bushing includes: a bushing body, the bushing body has a notch penetrating through in the axial direction, and the inner wall of the bushing body is provided with a plurality of recesses, and any one of the recesses extends in the axial direction.

[0011] Optionally, further including: a vertical stop adjustment gasket, located between the center pin and the vertical stop, used to adjust the gap therebetween; and / or, a lateral stop adjustment gasket, located between the traction beam and the lateral stop, used to adjust the distance between the lateral stop and the frame.

[0012] Optionally, further including: a vertical stop, threadedly connected to the bottom of the center pin; a lateral stop, threadedly connected to the lateral stop mounting portion.

[0013] The application further provides a bogie including the bogie frame and the central traction device according to any one of the above embodiments.

[0014] The application further provides a railway vehicle including the bogie according to the above embodiments.

[0015] The central traction device provided by the embodiments of the application includes a traction beam assembly, the traction beam assembly includes a traction beam, two lateral stop mounting portions and two pairs of first traction rubber stack mounting portions; the lateral stop mounting portions are located at the two ends of the traction beam in the length direction of the traction beam and are used to install lateral stops; the first traction rubber stack mounting portions are respectively located on the traction beam between the center hole of the traction beam and the lateral stop mounting portions, and each of the first traction rubber stack mounting portions is provided with a traction rubber stack; two clamping plates are located on the two sides of the traction beam in the width direction of the traction beam, and each of the clamping plates is fixed with two traction rubber stacks on the same side of the traction beam.

[0016] Compared with the prior art, the central traction device, the bogie and the railway vehicle provided in the embodiments of the present application have the following technical effects: The traction beam assembly includes a traction beam, a transverse stop mounting portion and a first traction rubber stack mounting portion. Various components are integrated in the traction beam assembly, the structural integration is high, and the number of parts is reduced. The modular design facilitates manufacturing, assembly and later maintenance. The transverse stop mounting portion is arranged at the beam end, fully utilizes the structural space, and avoids interference with other components. The first traction rubber stack mounting portion is arranged between the center hole and the beam end, the force arm is moderate, sufficient longitudinal stiffness is ensured to transmit traction / braking force, and stress concentration is avoided. The clamping plate integrates and fixes two rubber stacks on the same side to form a stable force transmission frame, preventing axial slip, torsion or falling of the rubber stack under dynamic load. The structural stiffness and reliability of the rubber stack mounting are improved, and abnormal wear or failure caused by looseness is avoided. BRIEF DESCRIPTION OF DRAWINGS

[0017] The drawings described herein are used to provide further understanding of the present application, constitute a part of the present application, the illustrative embodiments of the present application and the explanations thereof are used to explain the present application, and do not constitute improper limitations on the present application. In the drawings: Figure 1 A structural schematic diagram of a central traction device provided in the embodiments of the present application; Figure 2 A top view structural schematic diagram of Figure 1 ; Figure 3 An assembly structural schematic diagram of the center pin and the traction beam assembly provided in the embodiments of the present application; Figure 4 A half-section structural schematic diagram of Figure 3 ; Figure 5 An exploded structural schematic diagram of Figure 1 ; Figure 6 A structural schematic diagram of a bushing provided in the embodiments of the present application.

[0018] In the drawings, the following marks are used: Traction beam 1, transverse stop mounting portion 2, traction rubber stack 3, clamping plate 4, longitudinal stop gap 5, center pin 6, bushing 7, bushing pressing plate 8, vertical stop 9, transverse stop 10; Center through hole 101; Second traction rubber stack mounting portion 41; Bushing body 71, notch 72, recess 73. DETAILED DESCRIPTION

[0019] The embodiment of the present application discloses a central traction device, a bogie and a railway vehicle, so as to solve the problems of complex structure, many parts, large maintenance workload and low lightweight degree of the existing traction system.

[0020] In order to make the technical solutions and advantages in the embodiments of the present application clearer, the exemplary embodiments of the present application are further described in detail below with reference to the drawings. Obviously, the described embodiments are only some of the embodiments of the present application, not all the embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0021] Please refer to Figures 1-6 , Figure 1 The structural schematic diagram of a central traction device provided by the embodiment of the present application is shown in the figure. Figure 2 The top view structural schematic diagram of Figure 1 is shown in the figure. Figure 3 The assembly structural schematic diagram of the center pin and the traction beam provided by the embodiment of the present application is shown in the figure. Figure 4 The half-section structural schematic diagram of Figure 3 is shown in the figure. Figure 5 The exploded structural schematic diagram of Figure 1 is shown in the figure. Figure 6 The structural schematic diagram of the bushing 7 provided by the embodiment of the present application is shown in the figure.

[0022] In a specific embodiment, the central traction device provided by the present application comprises a traction beam 1 assembly, which comprises a traction beam 1, two lateral stop mounting parts 2 and two pairs of first traction rubber stack 3 mounting parts; The lateral stop mounting parts 2 are located at the two ends of the length direction of the traction beam 1, and are used for mounting lateral stops 10; the first traction rubber stack 3 mounting parts are respectively located on the traction beam 1 between the center hole of the traction beam 1 and the lateral stop mounting parts 2, and each first traction rubber stack 3 mounting part is provided with a traction rubber stack 3. Two clamping plates 4 are located at the two sides of the width direction of the traction beam 1, and each clamping plate 4 is fixed with two traction rubber stacks 3 on the same side of the traction beam 1.

[0023] The central traction device is mounted between the bogie and the car body, and is used for transmitting traction force and braking force; the traction beam 1 assembly is a core structural unit, which comprises a traction beam 1, two lateral stop mounting parts 2 and two pairs of first traction rubber stack 3 mounting parts; the traction beam 1 is a main force bearing member, and is a high-strength steel box type or I-shaped structure; the lateral stop mounting parts 2 are used for subsequently mounting lateral limiting elements (such as rubber stop blocks), and are used for controlling the relative displacement between the car body and the bogie in the lateral direction. The two pairs of first traction rubber stack 3 mounting parts are four mounting positions in total, which are symmetrically distributed left and right, and are used for mounting elastic elements (traction rubber stacks 3) to realize the flexible transmission of the longitudinal force.

[0024] Various functions are integrated into one traction beam 1, the structure is highly integrated, the number of parts is reduced; modular design facilitates manufacturing, assembly and later maintenance; the functions of rigid bearing (traction beam 1) and elastic force transmission (rubber stack) are clearly distinguished, and the mechanical properties are optimized.

[0025] The transverse stop mounting part 2 is located at both ends of the length direction of the traction beam 1, the traction beam 1 extends along the longitudinal direction of the vehicle, the front and rear ends are provided with the transverse stop mounting part 2, and the transverse stop 10 is usually a rubber buffer block or a metal-rubber composite. When the vehicle body and the bogie have excessive relative transverse motion (such as over-bending, crosswind, derailment tendency, etc.), the stop contacts the corresponding structure on the vehicle body to limit further displacement. The above-mentioned stop is arranged at the beam end, fully utilizes the structural space, avoids interference with other components; provides reliable transverse safety limiting under extreme working conditions, prevents derailment or structural damage; at the same time, allows small transverse freedom degree during normal operation, does not affect the curve passing performance; the stop of rubber material can also absorb transverse impact energy, and improve the ride comfort.

[0026] The first traction rubber stack 3 mounting part is arranged between the center hole and the beam end, and forms a symmetrical layout; two pairs, i.e. two on the left and two on the right, a total of four traction rubber stacks 3, are symmetrically distributed front and back and left and right; the traction rubber stack 3 is an elastic element formed by vulcanizing multiple layers of rubber and metal plates, has the characteristics of high longitudinal stiffness and low transverse / vertical stiffness, and is specially used for transmitting longitudinal force and providing buffering.

[0027] The rubber stack is arranged between the center hole and the beam end, the force arm is moderate, which ensures sufficient longitudinal stiffness to transmit traction / braking force and avoids stress concentration; symmetrical arrangement ensures uniform load distribution and prevents fatigue damage caused by unbalanced load; the rubber stack provides longitudinal elastic buffering, effectively attenuates impact vibration during starting and braking; allows the bogie to produce small nodding or rolling motion relative to the vehicle body, improves curve passing ability and running stability; the rubber material has good high-frequency vibration isolation capacity, improves the noise and comfort in the vehicle.

[0028] The clamping plate 4 is located on the left and right sides of the traction beam 1, and each clamping plate 4 is fixed with two traction rubber stacks 3 on the same side, for example, the left clamping plate 4 is pressed and fixed with the two rubber stacks in front and back on the left side, and the right side is the same. The clamping plate 4 is usually a steel plate, which presses the rubber stack from the outside to the mounting seat of the traction beam 1 to form a "clamping" structure. The clamping plate 4 integrates and fixes the two rubber stacks on the same side to form a stable force transmission frame, which prevents the rubber stack from slipping axially, twisting or falling off under dynamic load; improves the structural stiffness and reliability of the rubber stack installation, avoids abnormal wear or failure caused by looseness; facilitates overall pre-installation and replacement: the rubber stack and the clamping plate 4 can be assembled into a module, and then the module is installed on the traction beam 1 to improve the assembly efficiency; the clamping plate 4 enhances the shear resistance and torsional resistance of the device, which adapts to complex operating conditions; is conducive to standardized design, and reduces manufacturing and maintenance costs.

[0029] In a specific embodiment, the length direction of the clamping plate 4 is provided with a second traction rubber stack mounting portion 41 at both ends, and the two sides of any traction rubber stack 3 are respectively pressed and fixed with the first traction rubber stack 3 mounting portion and the second traction rubber stack mounting portion 41.

[0030] The length direction of the clamping plate 4 is the direction of the vehicle longitudinal extension, and each clamping plate 4 is provided with a structure portion for mounting or cooperating with the rubber stack as a second traction rubber stack mounting portion 41 at the front end and the rear end; the two sides of the traction rubber stack 3 are respectively pressed and fixed with the first traction rubber stack 3 mounting portion and the second traction rubber stack mounting portion 41, and the two end faces of the rubber stack in the thickness direction are fitted / inserted into the first traction rubber stack 3 mounting portion on the traction beam 1 on one side; the other side is fitted / pressed on the second traction rubber stack mounting portion 41 on the clamping plate 4; each traction rubber stack 3 is clamped between the traction beam 1 and the clamping plate 4, and is constrained and loaded by both.

[0031] The traction rubber stack 3 is no longer supported by only one side (such as only the traction beam 1), but is pressed on both sides; the traction beam 1 provides internal support (the first traction rubber stack 3 mounting portion), and the clamping plate 4 provides external pressing (the second traction rubber stack mounting portion 41); the clamping plate 4 is tightened by bolts and other fasteners, so that the rubber stack is in a pre-compressed state, which ensures that it does not loosen or slip under dynamic load; the longitudinal force transmission path is: vehicle body → center pin 6 → traction beam 1 → first traction rubber stack 3 mounting portion → rubber stack → second traction rubber stack mounting portion 41 → clamping plate 4 → bogie frame.

[0032] It greatly improves the installation stability of the traction rubber stack 3, prevents the rubber stack from axial movement, rotation or disengagement under long-term alternating load, avoids loosening caused by rubber creep or aging, evenly transmits the longitudinal force through the rubber stack between the two rigid installation surfaces, reduces stress concentration, ensures that the rubber stack is always in the effective working interval, improves the consistency of stiffness, and limits the lateral displacement of the rubber stack by the clamping plate 4 and the traction beam 1.

[0033] In an embodiment, a longitudinal stop gap 5 is provided between the longitudinal middle part of the traction beam 1 and any clamping plate 4. The longitudinal middle part of the traction beam 1 is the middle region of the traction beam 1 along its length direction, and any clamping plate 4 refers to any clamping plate 4 on the left side or the right side. A small air gap is reserved between the side of the longitudinal middle part of the traction beam 1 (the side facing the clamping plate 4) and the inner side of the corresponding clamping plate 4; the direction of the gap is longitudinal, that is, when the traction beam 1 moves forward and backward relative to the clamping plate 4, it will eventually be limited by contacting the end face of the gap; the gap does not contact in normal operation, and only works in extreme conditions (such as emergency braking, large impact load).

[0034] In normal operation: the longitudinal traction / braking force is transmitted flexibly through the traction rubber stack 3; there is no direct metal contact between the traction beam 1 and the clamping plate 4, and the relative displacement is adapted by the deformation of the rubber stack.

[0035] In abnormal or extreme conditions (such as rubber stack failure, large impact): if the traction beam 1 moves too much longitudinally relative to the clamping plate 4 (for example, moves forward or backward), the end face of the middle part of the traction beam 1 will hit the corresponding end face of the inner side of the clamping plate 4, at which time the longitudinal stop gap 5 is eliminated, forming a rigid stop to prevent further displacement.

[0036] When the traction rubber stack 3 loses its load-bearing capacity due to aging, overloading or damage, the longitudinal stop gap 5 is closed, the load is borne by the metal structure, preventing the complete failure of the traction system and avoiding unhooking or structural disintegration; in extreme situations such as emergency braking, collision or track obstacles, the maximum longitudinal relative displacement between the bogie and the car body is effectively limited, preventing equipment damage or endangering passenger safety.

[0037] In another embodiment, the above-mentioned central traction device further comprises a center pin 6, the center of the traction beam 1 is provided with a center through hole 101, the top of the center pin 6 is used to connect with the car body, and the bottom of the center pin 6 penetrates through the center through hole 101 and is used to install the vertical stop 9.

[0038] The center hole 101 is provided at the center of the traction beam 1, which is a circular hole through the upper and lower surfaces and is used to accommodate the center pin 6 to pass through, as the assembly interface of the traction beam 1 and the center pin 6; the upper end (top) of the center pin 6 is rigidly or elastically connected with the vehicle body frame through bolts, pin sleeves, joint bearings or direct insertion into the traction seat of the vehicle body, etc.; the vehicle body is fixed with the center pin 6, so that the load of the vehicle body can be transmitted to the center pin 6; the lower end (bottom) of the center pin 6 extends from below the traction beam 1; a vertical stop 9 (usually a rubber buffer pad or a metal-rubber composite block) is installed on the extended section; when the vertical relative displacement between the vehicle body and the bogie is too large (such as over a pit, a tendency to derail, air spring failure, etc.), the vertical stop 9 contacts the lower surface of the traction beam 1 or the bogie frame, limiting further sinking and preventing equipment collision or overturning.

[0039] In the normal operating state, the load of the vehicle body is supported by the air spring / suspension system; the longitudinal traction / braking force is transmitted through the center pin 6 → traction beam 1 → rubber stack → clamping plate 4 → bogie frame; there can be a small gap or bushing 7 between the center pin 6 and the traction beam 1, allowing for head shaking, side rolling and other movements; the vertical stop 9 is not in contact and is in a non-working state; in abnormal vertical conditions (such as air spring rupture, over-deep track depression), the vehicle body sinks greatly, driving the center pin 6 to move downward; the vertical stop 9 at the bottom of the center pin 6 is pressed against the bottom surface of the traction beam 1 or the bogie beam; a rigid or elastic limit is formed to prevent the vehicle body from continuing to sink, protecting the equipment and maintaining the basic operating posture.

[0040] The center pin 6 serves as a rigid force transmission path to ensure reliable transmission of traction / braking load and avoid the hysteresis or creep problems caused by relying solely on the rubber stack; it realizes efficient transmission of longitudinal force; the vertical stop 9 is installed in the space at the bottom of the center pin 6, without the need for additional supports or structures, saving space and having a reasonable layout; it provides the last safety barrier when the suspension system fails, preventing the vehicle body from collapsing or the bogie from hitting the equipment on the vehicle bottom.

[0041] In another embodiment, the center hole 101 includes a bushing 7 mounting portion and a pressing plate mounting portion, the pressing plate mounting portion is located above the bushing 7 mounting portion, and the caliber of the pressing plate mounting portion is larger than that of the bushing 7 mounting portion; the bottom surface of the pressing plate mounting portion is provided with a stepped limiting surface; It also includes a bushing 7 assembly, which includes a bushing 7 and a bushing pressing plate 8; the bushing 7 is sleeved in the bushing 7 mounting portion, and the top is used to overlap the stepped limiting surface; the bushing pressing plate 8 is sleeved in the pressing plate mounting portion, the top of the bushing pressing plate 8 is detachably fixedly connected with the traction beam 1, and the bottom of the bushing pressing plate 8 is press-fitted with the bushing 7.

[0042] The center through hole 101 includes a bushing 7 mounting portion and a pressing plate mounting portion, forms a stepped composite hole structure, and is divided into two sections; the bushing 7 mounting portion is a lower thin hole section for mounting the bushing 7 (usually a copper-based or composite material sliding bearing); the pressing plate mounting portion is an upper thick hole section for accommodating the bushing pressing plate 8.

[0043] The pressing plate mounting portion is sequentially provided with the pressing plate mounting portion and the bushing 7 mounting portion from top to bottom along the thickness direction of the traction beam 1, the bushing 7 is first installed, and then the pressing plate is pressed from above to be fixed; the caliber of the pressing plate mounting portion is larger than that of the bushing 7 mounting portion, forming a stepped structure as a step limiting surface; as an axial support surface of the top of the bushing 7, it prevents the bushing 7 from sinking under vertical load.

[0044] The bushing 7 assembly reduces direct metal friction, absorbs fretting wear, and prolongs the service life; the bushing 7 is sleeved in the bushing 7 mounting portion, and the top is used to overlap the step limiting surface, the bushing 7 is cylindrical, and the outer diameter matches the inner diameter of the bushing 7 mounting portion; after installation, the upper end surface is tightly attached to the step limiting surface, realizing axial positioning and preventing downward movement. The bushing pressing plate 8 is an annular plate-shaped part, the outer diameter matches the inner diameter of the pressing plate mounting portion, and it is installed from above the traction beam 1 and covers the bushing 7; the top of the bushing pressing plate 8 is fixed on the upper surface of the traction beam 1 by bolts, screws or snap rings, facilitating later maintenance or replacement of the bushing 7. The bottom of the bushing pressing plate 8 is pressed and fixed with the bushing 7, forming an axial pre-tightening or pressing force, preventing the bushing 7 from loosening, rotating or falling out due to vibration during operation; together with the step limiting surface, it forms an upper and lower clamping structure to ensure the stability of the bushing 7.

[0045] Specifically, the center pin 6 passes through the inner hole of the bushing 7 and forms a sliding pair with the bushing 7; when the vehicle body moves relative to the bogie (such as turning and nodding), the center pin 6 slightly rotates or swings in the bushing 7; the bushing 7 provides a low-friction and wear-resistant interface to avoid direct wear of the traction beam 1 through hole; the bushing 7 is double-fixed by the step limiting surface (lower support) + bushing pressing plate 8 (upper pressing), ensuring long-term reliability; when the bushing 7 is worn, it only needs to be replaced by removing the pressing plate, without replacing the entire traction beam 1.

[0046] By setting the bushing 7 assembly, the center pin 6 does not directly contact the traction beam 1, and the wear is concentrated on the replaceable bushing 7, protecting the main structure; the bushing 7 (especially the self-lubricating type) reduces the friction coefficient and reduces the risk of jamming; it adapts to the slight deflection of the center pin 6 and improves the curve passing performance; the step limiting surface + pressing plate pressing forms a two-way constraint to prevent the bushing 7 from falling off under vertical impact or vibration. The detachable pressing plate design allows the bushing 7 to be replaced without cutting or welding, greatly reducing maintenance costs and downtime; the center through hole 101 itself realizes functional partitioning without the need for additional supports or covers; the stepped hole design reasonably utilizes materials, taking into account strength and processability.

[0047] In an embodiment, the bushing 7 comprises a bushing body 71 having an axial through gap 72, and the inner wall of the bushing body 71 is provided with a plurality of recesses 73, any of which extends in the axial direction. The bushing body 71 is cylindrical, the outer diameter matches the inner diameter of the bushing 7 mounting portion of the traction beam 1, and the inner diameter matches the outer diameter of the center pin 6; the height direction of the bushing 7 has a gap 72, the gap 72 is completely disconnected from top to bottom in the length direction of the bushing 7, forming an open ring structure, so that the local elastic expansion capability of the bushing 7 is convenient for installation and disassembly; the inner wall of the bushing body is the inner circular surface in contact with the center pin 6, and the recess 73 is a groove or channel structure processed on the inner wall, and the number of recesses 73 is several, which can be uniformly distributed on the circumference; each recess 73 extends from the top to the bottom (or part of the axial length) of the bushing 7, and is in the form of a longitudinal groove; the axial recess 73 is more conducive to the distribution of lubricating oil in the pin shaft direction or the accommodation of wear debris.

[0048] In installation, the bushing 7 can be easily embedded in the bushing 7 mounting portion of the traction beam 1 by being radially compressed (using the closing tendency of the gap 72); in disassembly, the bushing 7 can be shrunk out of the hole wall by using a tool to open the gap 72; in operation, the gap 72 remains in a slightly open state, and the bushing 7 tightly adheres to the mounting hole by relying on the material elasticity, while allowing thermal expansion and contraction or micro deformation to avoid jamming or stress concentration. The recess 73 can store lubricating grease or lubricating oil to continuously provide lubrication when the center pin 6 rotates / oscillates, thereby reducing the friction coefficient; when the center pin 6 is eccentric due to the inclination of the vehicle body, the recess 73 area can relieve the local high pressure.

[0049] In an alternative embodiment, it further comprises: A vertical stop 9 adjusting gasket located between the center pin 6 and the vertical stop 9 for adjusting the gap therebetween; And / or, a lateral stop 10 adjusting gasket located between the traction beam 1 and the lateral for adjusting the distance between the lateral stop 10 and the frame.

[0050] The vertical stop 9 adjusting gasket can be a metal or composite sheet with optional thickness, which is stacked between the bottom end of the center pin 6 and the vertical stop 9, and the initial gap between the vertical stop 9 and the traction beam 1 (or the frame) is accurately set by increasing or decreasing the number of gaskets or replacing gaskets with different thickness. The lateral stop 10 adjusting gasket is arranged between the lateral stop 10 mounting surface of the traction beam 1 and the body of the lateral stop 10 (or between the stop and the frame), which is used to fine-tune the extension amount and control the maximum allowable lateral displacement between the vehicle body and the bogie. Thus, the stop gap is accurately adjusted and controlled, overcoming the gap deviation caused by the manufacturing tolerance of parts and the cumulative error of assembly; ensuring that the stop triggering point of each vehicle is consistent, and improving the consistency of batch production.

[0051] The above-mentioned central traction device further comprises: A vertical stop 9 threadedly connected to the bottom of the center pin 6; The lateral stop 10 is threadedly connected to the lateral stop mounting portion 2.

[0052] The bottom of the center pin 6 is provided with external threads or internal threads, and the body of the vertical stop 9 is provided with matching internal threads or external threads, and is directly screwed on the bottom end of the center pin 6 by screwing; a locking nut, a stop washer or a threaded glue can be used to prevent loosening; the vertical stop 9 is used to contact the lower plane of the traction beam 1 or the bogie frame when the vehicle body abnormally sinks (such as air spring failure), and limit the vertical displacement; the threaded connection makes it unnecessary to be welded or riveted, and facilitates installation, replacement and height adjustment (the gap is adjusted by screwing depth). The vertical stop 9 is a welded or cast part, mainly used to prevent the intrusion caused by the excessive vertical height of the vehicle due to the over-inflation of the air spring, and can also be used as the secondary lifting during the lifting of the whole vehicle. The vertical stop 9 is installed on the lower part of the center pin 6 by bolts, and the wing edges on both sides play the role of the vertical stop 9 through the stop frame cross beam; in order to ensure the gap between the frame and the vertical stop 9, an adjusting pad can be arranged between the lower part of the center pin 6 and the vertical stop 9.

[0053] The lateral stop mounting portion 2 is provided with a threaded hole, and the body of the lateral stop 10 is provided with external threads, which is screwed into the lateral stop mounting portion 2, and is used to limit the maximum relative displacement between the vehicle body and the bogie, and prevent derailment or equipment collision.

[0054] By using the pre-compressed rubber stack to provide cushioning and transmission of traction and braking force, and by using the wear-resistant bushing 7 between the center pin 6 and the traction beam 1 to realize the axial free rotation between the vehicle body and the bogie, the number of parts and the maintenance cost are reduced, and the weight of the whole system is reduced. Compared with the traditional central traction system, the number of parts is reduced by about 25%, and the overall weight is reduced by about 50%, which provides a new development direction for the lightweight design of the bogie.

[0055] The application also provides a bogie, which comprises a bogie frame and the central traction device according to any one of the above embodiments.

[0056] Based on the above embodiments, the application also provides a railway vehicle, which comprises the bogie according to the above embodiments.

[0057] Although the preferred embodiments of the application have been described, those skilled in the art can make further changes and modifications to the embodiments once they know the basic creative concept. Therefore, the appended claims are intended to be interpreted as including all changes and modifications falling within the scope of the application.

[0058] Obviously, many modifications and variations of the present application are possible in light of the above teachings. It is, therefore, to be understood that within the scope of the appended claims and their equivalents, the application can be practiced otherwise than as specifically described.

Claims

1. A central traction device, characterized in that, It includes a traction beam assembly, which comprises a traction beam, two transverse stop mounting parts, and two pairs of first traction rubber stack mounting parts; The transverse stop mounting portion is located at both ends of the traction beam along its length and is used to install the transverse stop; the first traction rubber stack mounting portions are respectively located on the traction beam between the center hole of the traction beam and the transverse stop mounting portion, and each of the first traction rubber stack mounting portions is provided with a traction rubber stack. Two clamps are located on both sides of the traction beam in the width direction, and each clamp is fixed to two traction rubber stacks on the same side of the traction beam.

2. The central traction device according to claim 1, characterized in that, The clamping plate has a second traction rubber stack mounting part at each end along its length, and the two sides of any one of the traction rubber stacks are respectively press-fitted and fixed to the first traction rubber stack mounting part and the second traction rubber stack mounting part.

3. The central traction device according to claim 2, characterized in that, A longitudinal stop gap is provided between the longitudinal center of the traction beam and any of the clamping plates.

4. The central traction device according to claim 1, characterized in that, It also includes a center pin, with a center through hole at the center of the traction beam. The top of the center pin is used to connect with the vehicle body, and the bottom of the center pin passes through the center through hole for installing a vertical stop.

5. The central traction device according to claim 4, characterized in that, The central through hole includes a bushing mounting part and a pressure plate mounting part. The pressure plate mounting part is located above the bushing mounting part, and the diameter of the pressure plate mounting part is larger than the diameter of the bushing mounting part. The bottom surface of the pressure plate mounting part is provided with a stepped limiting surface. It also includes a bushing assembly, which includes a bushing and a bushing pressure plate. The bushing is fitted inside the bushing mounting portion and its top is used to overlap with the step limiting surface. The bushing pressure plate is fitted inside the pressure plate mounting portion. The top of the bushing pressure plate is detachably fixedly connected to the traction beam, and the bottom of the bushing pressure plate is pressed and fixedly connected to the bushing.

6. The central traction device according to claim 5, characterized in that, The bushing includes: The bushing body has an axially penetrating notch, and the inner wall of the bushing body is provided with a plurality of recesses, any one of which extends axially.

7. The central traction device according to claim 1, characterized in that, Also includes: A vertical stop adjusting shim is located between the center pin and the vertical stop, and is used to adjust the gap between the two. And / or, a lateral stop adjustment shim, located between the traction beam and the lateral stop, for adjusting the distance between the lateral stop and the frame.

8. The central traction device according to claim 1, characterized in that, Also includes: A vertical stop is threaded to the bottom of the center pin; A transverse stop is threadedly connected to the transverse stop mounting part.

9. A bogie, characterized in that, It includes a bogie frame and a central traction device as described in any one of claims 1-8.

10. A rail vehicle, characterized in that, Includes the bogie as described in claim 9.

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