Rubber-damped serially damped bogie and rail vehicle
By setting up a two-stage series rubber damping vibration reduction system in the bogie, the internal friction characteristics of the upper and lower rubber damping mechanisms are used to achieve multi-stage damping dissipation, which solves the problem of insufficient damping force of the single rubber spring vibration reduction system in a wide frequency range. This achieves more efficient absorption of vibration energy and reduction of energy transmitted to the car body, meeting the stability requirements of heavy-duty transportation.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- HUNAN XD HEAVY EQUIP
- Filing Date
- 2026-06-05
- Publication Date
- 2026-07-10
AI Technical Summary
Existing single-stage rubber spring vibration damping systems have insufficient damping force over a wide frequency range, making it difficult to quickly absorb and dissipate vibration energy. This results in vibration being transmitted to the vehicle body and the cargo it carries, with poor vibration damping performance, especially under heavy load conditions.
The bogie adopts a two-stage series rubber damping system. The upper and lower rubber damping mechanisms utilize the internal friction characteristics of the rubber material to damp and dissipate damping during compression deformation, forming two independent damping dissipation paths, which enhances the total damping capacity and broadens the dynamic response range.
It significantly improves damping capacity, broadens the dynamic response range, provides better vibration reduction effect, ensures the stability of heavy-duty precision cargo transportation, and has a simple structure, high reliability and low maintenance cost.
Smart Images
Figure CN122354591A_ABST
Abstract
Description
Technical Field
[0001] This application belongs to the field of rail vehicle technology, and in particular relates to a rubber-damped sequential vibration reduction bogie and a rail train. Background Technology
[0002] In the field of heavy-duty rail vehicle running gear, the bogie, as the core component for load bearing and vibration damping, directly determines the vehicle's load capacity and running stability. Rubber springs, due to their simple structure, lack of lubrication, and inherent damping characteristics, are widely used in rail vehicle bogies. In existing technology, single-system rubber spring vibration damping systems, which only use rubber springs between the wheelsets and the frame, have become a common solution for heavy-duty bogies due to their low cost and maintenance-free operation.
[0003] However, single-stage rubber spring vibration damping systems have inherent technical defects. Limited by the physical properties of the rubber material itself, the damping ratio of a single-stage rubber spring is relatively fixed, making it difficult to provide sufficient damping force over a wide frequency range. Simultaneously, its dynamic response range is narrow. When a vehicle encounters a strong impact, i.e., a sinusoidal excitation more than three times its full load, the single-stage rubber spring cannot quickly absorb and dissipate vibration energy, resulting in significant vibration transmission to the vehicle body and the load-bearing cargo. This problem is particularly prominent under heavy-load conditions. As axle load increases, the static deformation of the rubber spring increases, but the adjustment margin of the dynamic stiffness and damping characteristics does not increase accordingly, further deteriorating the vibration damping effect and making it difficult to meet the stringent requirements for transport stability of high-value, precision, heavy-duty equipment such as precision instruments and large transformers. Summary of the Invention
[0004] This application provides a rubber-damped sequential vibration-damping bogie and a railcar, which aims to solve to some extent the problems of insufficient damping and limited dynamic response range of existing single-series rubber spring vibration-damping systems.
[0005] In a first aspect, this application provides a rubber-damped sequential vibration-damping bogie, including a frame, vibration-damping components, a sleeper beam, and a wheelset assembly. The vibration-damping components include an upper rubber vibration-damping mechanism and a lower rubber vibration-damping mechanism. The sleeper beam is connected to the upper part of the frame through the upper rubber vibration-damping mechanism. The wheelset assembly is connected to the lower part of the frame through the lower rubber vibration-damping mechanism. The upper rubber vibration-damping mechanism and the lower rubber vibration-damping mechanism constitute a two-stage series rubber vibration-damping path.
[0006] Furthermore, the frame includes two longitudinal beams, at least one transverse beam, and two auxiliary beams; Two longitudinal beams are spaced apart, and the two longitudinal beams are fixedly connected by a crossbeam; Two auxiliary beams are spaced apart, and the two ends of each auxiliary beam are fixedly connected to the ends of the two longitudinal beams respectively; The upper part of the longitudinal beam has a downwardly recessed mounting groove, and the upper rubber vibration damping mechanism is installed in the mounting groove; the lower part of the longitudinal beam has an upwardly recessed assembly groove, and the lower rubber vibration damping mechanism is installed in the assembly groove. The crossbeam is located below the bolster beam, which is connected to the frame via an upper rubber vibration damping mechanism.
[0007] Furthermore, a V-shaped support block is provided in the assembly slot, and the lower rubber vibration damping mechanism is located in the V-shaped support block and connected to the wheelset assembly.
[0008] Furthermore, it also includes a lateral elastic limiting mechanism, which consists of four sets. The four sets of lateral elastic limiting mechanisms are respectively set at the four connecting angles between the bolster beam and the longitudinal beam, and the axis of each set of lateral elastic limiting mechanisms is arranged at an angle relative to the vertical center line, for abutting and limiting against the side wall of the bolster beam.
[0009] Furthermore, the lateral elastic limiting mechanism includes a limiting seat, a connecting seat, and an elastic element. The limiting seat is located on the inner side of the longitudinal beam, the connecting seat is located on the side plate of the bolster beam, and the two ends of the elastic element are connected to the limiting seat and the connecting seat, respectively.
[0010] Furthermore, an eccentric mounting seat is fixedly installed on the auxiliary beam. The eccentric mounting seat is offset from the center line of the auxiliary beam in the horizontal plane. It also includes a traction beam. One end of the traction beam is connected to the bolster beam, and the other end of the traction beam is connected to the eccentric mounting seat, which is used to achieve flexible constraint in the longitudinal direction.
[0011] Furthermore, the traction beam includes a long beam with mounting holes at both ends. A ball joint is installed in the mounting hole, and a flexible rubber body is provided between the ball joint and the inner wall of the mounting hole. The ball joint is connected to the bolster beam and the eccentric mounting seat respectively.
[0012] Furthermore, a slewing bearing is provided at the top of the bolster beam for connection with the upper body module.
[0013] Secondly, this application provides a rail train, including at least two of the aforementioned rubber-damped sequential vibration-damping bogies, and upper car body modules correspondingly disposed above each rubber-damped sequential vibration-damping bogie. Adjacent upper car body modules are detachably connected by a docking mechanism, so that multiple bogies are arranged sequentially along the longitudinal direction of the train to form a series formation.
[0014] Furthermore, the docking mechanism is a ball joint mechanism, which is fixedly connected to two adjacent upper body modules respectively.
[0015] The advantages of this application compared to the prior art are: This application employs multi-stage vibration reduction in rail vehicles by incorporating vibration damping components. When the rail vehicle is running, vertical excitation from track irregularities or impact loads first acts on the wheelset assembly. The wheelset assembly transmits the impact force to the lower rubber damping mechanism. During compression deformation, the lower rubber damping mechanism utilizes the high damping characteristics generated by internal friction within the rubber material's molecular chains to convert some of the vibration energy into internal energy dissipation, completing the first stage of vibration reduction. The remaining vibration after the first stage of attenuation is transmitted to the frame through the connection path between the wheelset assembly and the frame. The frame, acting as a rigid intermediate load-bearing component, continues to transmit the vibration to the upper rubber damping mechanism. The upper rubber springs also undergo compression deformation, again absorbing the remaining vibration energy through internal rubber damping, completing the second stage of vibration reduction. The vibration, after being attenuated through two stages in series, is finally transmitted to the sleeper beam and the upper car body. Throughout this process, two independent and non-interfering damping dissipations are achieved through the lower and upper rubber damping mechanisms, respectively.
[0016] This application employs a two-stage rubber damping mechanism, consisting of an upper and lower system, arranged in series. This allows vibration energy to undergo two independent damping dissipation processes during transmission, resulting in a significantly higher total damping capacity compared to a single-system rubber spring solution. This overcomes the technical deficiency of insufficient damping in a single-system rubber system. This is because after the first dissipation, the residual energy re-enters the second dissipation path, ensuring that the energy ultimately transmitted to the vehicle body is less than that of a single-system solution with only one dissipation. This fundamentally improves the damping effect. Furthermore, the upper and lower systems can be optimized with different stiffness characteristics, greatly expanding the system's dynamic response range. In addition, the entire damping system relies entirely on the internal damping of the rubber material itself, eliminating the need for complex components such as hydraulic dampers. This results in a simple structure, high reliability, and low maintenance costs, providing excellent stability for the transportation of heavy-duty precision goods. Attached Figure Description
[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0018] Figure 1 This is a schematic diagram of the structure of a rubber-damped sequential vibration reduction bogie provided in one embodiment of this application; Figure 2 This is a schematic diagram of the structure provided in one embodiment of this application; Figure 3 This is a schematic diagram of the structure of a traction beam provided in one embodiment of this application; Figure 4 This is a schematic diagram of the structure of the rail train provided in the embodiments of this application.
[0019] Figure label: 100. Frame; 101. Longitudinal beam; 102. Mounting slot; 103. Assembly slot; 104. Crossbeam; 105. Auxiliary beam; 106. V-shaped support block; 200. Vibration damping component; 201. Upper rubber vibration damping mechanism; 202. Lower rubber vibration damping mechanism; 300. Pillow beam; 400, Wheelsets; 500. Lateral elastic limiting mechanism; 501. Limiting seat; 502. Connecting seat; 503. Elastic element; 600. Eccentric mounting base; 601. Traction beam; 602. Long beam; 603. Mounting hole; 604. Ball joint; 605. Flexible rubber body; 700. Slewing bearing; 800. Upper body module; 801. Ball joint mechanism. Detailed Implementation
[0020] To make the technical problems, technical solutions, and beneficial effects of this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.
[0021] In this application, the term "and / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.
[0022] In this application, "at least one" means one or more, and "more than one" means two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, "at least one of a, b, or c", or "at least one of a, b, and c", can both mean: a, b, c, a~b (i.e., a and b), a~c, b~c, or a~b~c, where a, b, and c can be single or multiple.
[0023] The terms "first" and "second" are used only to describe the purpose and to distinguish objects, such as substances, from one another, and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. For example, without departing from the scope of the provisions of this application, "first XX" may also be referred to as "second XX," and similarly, "second XX" may also be referred to as "first XX." Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature.
[0024] The terminology used in the embodiments of this application is for the purpose of describing particular implementations only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the implementations of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.
[0025] It should be understood that in the various embodiments of this application, the sequence number of each process does not imply the order of execution. Some or all steps may be executed in parallel or sequentially. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the implementation regulations of this application.
[0026] The weights of the relevant components mentioned in the embodiments of this application can refer not only to the specific content of each component, but also to the proportional relationship between the weights of the components. Therefore, any scaling up or down of the content of the relevant components according to the embodiments of this application is within the scope disclosed in the embodiments of this application. Specifically, the mass described in the embodiments of this application can be a mass unit known in the chemical industry, such as μg, mg, g, or kg.
[0027] Unless otherwise defined, all technical terms used herein have the same meaning as commonly understood by those skilled in the art. The technical terms used herein are for the purpose of describing particular embodiments only and are not intended to limit the scope of the invention.
[0028] Reference Figures 1 to 3 This application provides a rubber-damped sequential vibration-damping bogie, including a frame 100, a vibration-damping assembly 200, a sleeper beam 300, and a wheelset assembly 400. The vibration-damping assembly 200 includes an upper rubber vibration-damping mechanism 201 and a lower rubber vibration-damping mechanism 202. The sleeper beam 300 is connected to the upper part of the frame 100 through the upper rubber vibration-damping mechanism 201. The wheelset assembly 400 is connected to the lower part of the frame 100 through the lower rubber vibration-damping mechanism 202. The upper rubber vibration-damping mechanism 201 and the lower rubber vibration-damping mechanism 202 constitute a two-stage series rubber vibration-damping path.
[0029] In this embodiment, the frame 100 can be an integral frame welded from high-strength steel plates. The lower rubber vibration damping mechanism 202 is installed in the assembly groove 103 at the lower part of the longitudinal beam 101 of the frame 100, and its compression direction is mainly vertical or arranged along a specific angle. The upper rubber vibration damping mechanism 201 is installed in the mounting groove 102 at the upper part of the longitudinal beam 101 of the frame 100, and its compression direction is vertical. As an alternative embodiment, the upper or lower rubber vibration damping mechanism 202 can be in the form of stacked rubber to increase the vertical deformation capacity, or hollow rubber springs can be used to adjust the stiffness characteristics. The stiffness ratio of the two-stage rubber springs can be adjusted according to the load requirements, such as the lower system being stiffer to bear the load and the upper system being softer to isolate vibration. An auxiliary anti-fall-off structure can also be added between the frame 100 and the bolster beam 300 to prevent excessive displacement when the rubber springs fail. The 300 sleeper beam can adopt a "Z-shaped" three-dimensional box structure, which is formed by welding or casting a bottom plate, vertical plate, top plate and reinforcing mounting plate. The projections of the bottom plate and the top plate in the horizontal direction are staggered to form a low center of gravity bearing surface. The purpose of this setting is to reduce the connection height of the car body while ensuring strength, and to provide space for multi-layer sequential formation.
[0030] When the rail vehicle is running, the vertical excitation generated by track irregularities or impact loads first acts on the wheelset assembly 400. The wheelset assembly 400 transmits the impact force to the lower rubber damping mechanism 202. During the compression deformation of the lower rubber spring, the kinetic energy of the wheelset is converted into the elastic potential energy of the rubber spring. At the same time, the relative slippage and internal friction of the rubber material molecular chains convert some of the elastic potential energy into heat energy, completing the first stage of energy dissipation. The remaining vibration after the first stage of attenuation is transmitted to the frame 100 through the connection path between the wheelset assembly 400 and the frame 100. The frame 100, as a rigid intermediate load-bearing component, continues to transmit the vibration to the upper rubber damping mechanism 201. The upper rubber spring also undergoes compression deformation, again dissipating the remaining energy through rubber internal friction, completing the second stage of energy dissipation. The vibration, after being attenuated step by step through two stages, is finally transmitted to the sleeper beam 300 and the upper car body. By connecting two independent rubber damping mechanisms, upper and lower, in series, two independent damping dissipations are achieved. The total damping ratio is approximately the sum of the damping ratios of the two stages, thus solving the core defect of insufficient single-system rubber damping.
[0031] Furthermore, the frame 100 includes two longitudinal beams 101, at least one transverse beam 104, and two auxiliary beams 105; Two longitudinal beams 101 are spaced apart, and the two longitudinal beams 101 are fixedly connected by a crossbeam 104. Two auxiliary beams 105 are spaced apart, and the two ends of each auxiliary beam 105 are fixedly connected to the ends of the two longitudinal beams 101 respectively. The upper part of the longitudinal beam 101 has a downwardly recessed mounting groove 102, and the upper rubber damping mechanism 201 is disposed in the mounting groove 102; the lower part of the longitudinal beam 101 has an upwardly recessed assembly groove 103, and the lower rubber damping mechanism 202 is disposed in the assembly groove 103. The crossbeam 104 is located below the bolster beam 300, which is connected to the frame 100 via the upper rubber damping mechanism 201.
[0032] In this embodiment, the longitudinal beam 101 can be formed by bending or casting a variable cross-section steel plate to create an M-shaped cross-section, i.e., low in the middle and high at both ends. The downwardly recessed mounting groove 102 can be naturally formed by utilizing the central groove of the M-shape. A single crossbeam 104 is typically located in the middle of the longitudinal beam 101 to transmit vertical loads and provide lateral stiffness. Two auxiliary beams 105 are welded to both ends of the longitudinal beam 101, with their ends welded to the ends of the two longitudinal beams 101 respectively, forming a closed "figure-eight" horizontal frame. As an alternative embodiment, the crossbeam 104 can be made of two parallel beams instead of a single beam to enhance torsional resistance; the auxiliary beam 105 can also be integrally formed from cast steel and bolted to the end of the longitudinal beam 101 for easy disassembly and maintenance; metal bushings or wear-resistant plates can be embedded in the mounting groove 102 and assembly groove 103 to reduce wear between the rubber spring and the groove wall; a 3-10mm gap can be reserved between the crossbeam 104 and the bolster beam 300 and an elastic buffer pad can be provided to prevent rigid collisions under extreme working conditions. The mounting groove 102 and assembly groove 103 are staggered in the height direction, and their depth and width are determined according to the size and compression of the rubber spring, so as to make the compression deformation paths of the upper and lower systems independent of each other and avoid stress superposition and spatial interference.
[0033] In the vibration transmission path, the lower rubber damping mechanism 202 first bears the impact force from the wheelset assembly 400. Its bottom is embedded in the mounting groove 103 at the bottom of the longitudinal beam 101. The groove wall provides lateral restraint to the rubber spring, preventing it from expanding and being squeezed out laterally during compression, thereby ensuring the stability of vertical stiffness. The force after compression deformation is transmitted to the longitudinal beam 101 through the mounting groove 103. The longitudinal beam 101, as the main load-bearing component, distributes the force along its length to the crossbeam 104 and the auxiliary beam 105. The crossbeam 104 connects the left and right longitudinal beams 101 into a whole, so that the vibration of the two wheelsets can be balanced and attenuated. At the same time, the crossbeam 104 is located directly below the bolster beam 300. When the upper rubber damping mechanism 201 transmits the load from the bolster beam 300, the crossbeam 104 acts as a support point to bear the load and redistribute the force to the two longitudinal beams 101. The bottom of the upper rubber damping mechanism 201 is installed in the mounting groove 102 on the upper part of the longitudinal beam 101, which also provides lateral restraint. By staggering the mounting groove 102 and the assembly groove 103 in the vertical direction, the compression deformation paths of the upper and lower systems are independent of each other, ensuring that the two-stage damping systems can work independently without affecting each other.
[0034] Furthermore, a V-shaped support block is provided in the assembly slot 103, and the lower rubber damping mechanism 202 is provided in the V-shaped support block, and the lower rubber damping mechanism 202 is connected to the wheelset assembly 400.
[0035] In this embodiment, the lower tire rubber damping mechanism 202 is not a single large-volume rubber block, but rather consists of two independent rubber damping springs. These two springs are respectively located on both radial sides of the axle of the wheelset assembly 400 and mounted on a V-shaped support block. The V-shaped support block has two symmetrical side plates, and the two rubber damping springs are respectively situated on the V-shaped side plates, with their compression direction along the radial direction of the axle. The V-shaped support block can be made of cast steel integral molding and fixed in the assembly groove 103 of the longitudinal beam 101 by welding or bolting, with its V-angle being 90°~120°. The lower ends of the two lower tire rubber springs are connected to the axle box of the wheelset assembly 400 via pressure plates or directly. As an alternative embodiment, the included angle of the V-shaped support block can be adjusted between 90° and 120° to change the radial stiffness characteristics of the lower rubber damping spring; the two lower rubber springs can be made of rubber materials with different hardness to match the different load distributions on both sides of the wheel set; an adjustment shim can be set between the V-shaped support block and the mounting groove 103 to adjust the installation height and angle of the V-shaped support block; anti-slip teeth or a layer of vulcanized rubber can be set on the inner side of the support block to increase the friction between it and the rubber spring.
[0036] Specifically, the V-shaped support block has the following advantages: First, the V-shaped side plate decomposes the vertical and lateral vibration components transmitted from the wheelset into a resultant force along the spring compression direction, allowing the two rubber springs to absorb vibration energy in different directions, thus achieving multi-directional absorption of wheelset vibration; Second, the V-shaped structure provides a self-centering function. When the wheelset shifts laterally, the deformation difference between the two springs generates a lateral restoring force, ensuring that the wheel axle remains centered; Third, the inclined surfaces on both sides of the V-shape restrict the lateral and longitudinal displacement of the rubber springs, preventing the springs from deflecting within the mounting groove 103; Fourth, the V-shaped structure increases the contact area between the rubber spring and the support, reducing contact stress and extending the life of the rubber spring.
[0037] When the rail vehicle is running, the vertical and lateral excitations generated by track irregularities or impact loads first act on the wheelset assembly 400. The wheelset assembly 400 generates vertical sway and lateral oscillation, and these vibrations are transmitted to the two lower-stage rubber damping springs through the axle box. Since the two springs are arranged symmetrically in a V-shape on both sides of the axle, the vertical movement of the wheelset will simultaneously compress or stretch both springs, while the lateral movement of the wheelset will cause one spring to be compressed and the other to be stretched. Specifically: when the wheelset is subjected to a vertical impact and moves upward, the axle pushes the rubber springs on the two V-shaped side plates upward, and both springs are compressed simultaneously. The internal friction of the rubber converts some of the mechanical energy into heat energy and dissipates it. When the wheelset is subjected to a lateral impact, the axle shifts laterally relative to the frame 100. The rubber spring on one side of the V-shaped support block is further compressed, while the other side is released and stretched. The deformation difference between the two springs generates a lateral restoring force, and at the same time, the rubber damping absorbs the lateral vibration energy. The residual vibration after the first stage of attenuation is transmitted to the frame 100 through the connection path between the wheelset assembly 400 and the frame 100. In principle, the two lower rubber springs arranged in a V-shape form a "radial damping system". The compression direction of each spring is towards the center of the wheel axle, which allows the vibration energy of the wheel set to be absorbed efficiently, while providing lateral stiffness without the need for additional lateral stops.
[0038] Furthermore, it also includes a lateral elastic limiting mechanism 500. There are four sets of lateral elastic limiting mechanisms 500. The four sets of lateral elastic limiting mechanisms 500 are respectively set at the four connecting angles between the bolster beam 300 and the longitudinal beam 101. The axis of each set of lateral elastic limiting mechanisms 500 is arranged at an angle relative to the vertical center line, so as to abut and limit the movement against the side wall of the bolster beam 300.
[0039] In this embodiment, four sets of lateral elastic limiting mechanisms 500 are symmetrically arranged in the four quadrants of the bogie (front left, rear left, front right, and rear right), with an inclination angle of typically 15° to 45° relative to the inner plane of the longitudinal beam 101. As an alternative embodiment, the four sets of mechanisms can be replaced with two or six sets, but the symmetrical arrangement of four sets is optimal. The projection of the bolster beam 300 on the horizontal plane is rectangular, and the triangular or trapezoidal gaps formed by its four lateral protrusions and the inner wall of the longitudinal beam 101 precisely accommodate the lateral elastic limiting mechanisms 500. The purpose of the inclined arrangement is to enable the limiting mechanisms to simultaneously provide lateral elastic constraint and anti-roll function. When the bolster beam 300 undergoes lateral displacement relative to the frame 100, the inclined elastic element 503 simultaneously generates lateral restoring force and anti-roll moment, limiting the lateral displacement and tilt of the bolster beam 300, while increasing the system's anti-roll stiffness.
[0040] Specifically, four sets of tilted lateral elastic limiting mechanisms 500 achieve flexible lateral limiting between the bolster beam 300 and the frame 100, avoiding the impact noise and component damage caused by traditional rigid stops. The tilt angle design enables the mechanism to have both lateral limiting and anti-roll functions, eliminating the need for additional anti-roll torsion bars and simplifying the structure.
[0041] Furthermore, the lateral elastic limiting mechanism 500 includes a limiting seat 501, a connecting seat 502, and an elastic element 503. The limiting seat 501 is disposed on the inner side of the longitudinal beam 101, the connecting seat 502 is disposed on the side plate of the bolster beam 300, and the two ends of the elastic element 503 are respectively connected to the limiting seat 501 and the connecting seat 502.
[0042] In this embodiment, the limiting seat 501 can be a steel boss with an internal threaded hole, welded to the inner side of the longitudinal beam 101 at a suitable height; the connecting seat 502 is welded to the side plate of the pillow beam 300; the elastic element 503 is preferably a rubber spring, fixed to the limiting seat 501 and the connecting seat 502 by bolts. As an alternative embodiment, the elastic element 503 can be a cylindrical rubber spring with inner and outer sleeves; the connection method between the limiting seat 501 and the connecting seat 502 and the corresponding components can be welding, riveting or bolting; the elastic element 503 can also be designed to be replaceable, that is, to be quickly disassembled and assembled with the limiting seat 501 / connecting seat 502 via a flange for easy maintenance.
[0043] When the bolster beam 300 moves laterally, the connecting seat 502 moves along with the bolster beam 300, creating a relative displacement with one end of the elastic element 503. The elastic element 503 is compressed or stretched, causing shear and tensile deformation of its internal rubber molecular chains, converting mechanical energy into internal energy. Since the two ends of the elastic element 503 are rigidly connected by the limiting seat 501 and the connecting seat 502 respectively, the deformation of the elastic element 503 is equal to the relative displacement between the bolster beam 300 and the frame 100. When the relative displacement reaches a preset limit, the deformation of the elastic element 503 enters the nonlinear hardening region, and its stiffness increases sharply, providing a limiting and protective function to prevent a metal-to-metal collision between the bolster beam 300 and the frame 100.
[0044] Furthermore, an eccentric mounting seat 600 is fixedly installed on the auxiliary beam 105. The eccentric mounting seat 600 is offset from the center line of the auxiliary beam 105 in the horizontal plane. It also includes a traction beam 601. One end of the traction beam 601 is connected to the sleeper beam 300, and the other end of the traction beam 601 is connected to the eccentric mounting seat 600, which is used to achieve flexible constraint in the longitudinal direction.
[0045] In this embodiment, each of the two auxiliary beams 105 is provided with an eccentric mounting seat 600. The offset distance of the two eccentric mounting seats 600 is the same, both offset towards the center line of the bogie; that is, the mounting seat on the left auxiliary beam 105 is offset to the right, and the mounting seat on the right auxiliary beam 105 is offset to the left. Each is connected to a traction beam 601. When transmitting longitudinal force, the two traction beams 601 form a push-pull force system in opposite directions, generating an anti-torsional moment. The two ends of the traction beams 601 are connected by ball joints 604, allowing angular displacement during vertical vibration and achieving longitudinal flexible constraint.
[0046] When the vehicle is towing, the traction force is transmitted from the bolster beam 300 to the auxiliary beam 105 and the frame 100 via the traction beam 601. Since the connection points of the left and right traction beams 601 are offset from the centerline of the auxiliary beam 105 and are arranged symmetrically, the longitudinal forces generated by the traction beams 601 on both sides form a pair of opposing push-pull forces in the horizontal plane: one traction beam 601 is under tension, and the other is under push. This pair of opposing forces generates an anti-torsional moment, the direction of which is opposite to the torsional tendency of the bogie when traveling on curves or under lateral loads, thus effectively restraining the relative torsion between the bolster beam 300 and the frame 100. When the vehicle brakes, a similar opposing push-pull force system is formed, maintaining the anti-torsional effect.
[0047] Furthermore, the traction beam 601 includes a long beam 602, with mounting holes 603 at both ends of the long beam 602. A ball joint 604 is provided in the mounting hole 603, and a flexible rubber body 605 is provided between the ball joint 604 and the inner wall of the mounting hole 603. The ball joint 604 is connected to the sleeper beam 300 and the eccentric mounting seat 600 respectively.
[0048] In this embodiment, the long beam 602 is made of high-strength seamless steel pipe or solid round steel, with mounting holes 603 formed by boring at both ends. The ball joint 604 is a spherical metal part, with a layer of flexible rubber 605 vulcanized or press-fitted between its outer spherical surface and the inner wall of the mounting hole 603. The flexible rubber strip can be neoprene rubber or natural rubber. The ball joint 604 has a threaded hole or through hole machined in its center for connection with the lug on the bolster beam 300 or the eccentric mounting seat 600 by bolts.
[0049] When the traction beam 601 swings due to vertical vibration, the ball joint 604 experiences angular displacement relative to the long beam 602. At this time, the flexible rubber body 605 on the outer surface of the ball joint 604 is compressed and sheared, absorbing the swing energy through the elastic deformation of the rubber, and providing a restoring torque to pull the ball joint 604 back to its neutral position after the swing ends. The flexible rubber body 605 also suppresses high-frequency micro-vibrations of the traction beam 601, preventing vibration from being transmitted to the bolster beam 300 through the traction beam 601. When the vehicle is traction-driven or braking, the long beam 602 bears axial tensile or compressive forces, which are transmitted through the flexible rubber body 605 to the ball joint 604, and then through the connecting bolts of the ball joint 604 to the bolster beam 300 and the eccentric mounting seat 600. During this process, the damping provided by the flexible rubber body 605 effectively absorbs the vibration energy of the traction beam 601, thus achieving flexible constraint on the bolster beam 300.
[0050] Furthermore, a slewing bearing 700 is provided on the top of the bolster beam 300 for connection with the upper body module 800.
[0051] In this embodiment, the slewing bearing 700 enables the bogie to steer flexibly and adapt to curved tracks. Specifically, when the train travels on a curved track, a relative angle needs to be generated between the car body and the bogie. The inner and outer rings of the slewing bearing 700 rotate relative to each other through rolling elements, allowing the upper car body module 800 to rotate freely relative to the lower bogie, thereby adapting to changes in track curvature and reducing wheel flange wear and lateral track forces.
[0052] Secondly, referring to Figure 4 This application provides a rail train, including at least two of the aforementioned rubber-damped sequential vibration-damping bogies, and upper body modules 800 correspondingly disposed above each rubber-damped sequential vibration-damping bogie, with adjacent upper body modules 800 being detachably connected by a docking mechanism.
[0053] In this embodiment, the train can consist of two, three, or more bogie units, each unit comprising a bogie and an upper body module 800 directly mounted above it. Adjacent modules are connected by a docking mechanism, which can be a quick-assembly and disassembly form such as a ball joint, hook, flange, or tapered sleeve. Specifically, firstly, two bogies are assembled with two upper body modules 800 respectively to form a standard heavy-load transport unit; then, multiple standard heavy-load transport units are longitudinally connected in series via a ball joint mechanism 801. The ball joint allows for adaptive swinging between adjacent modules, avoiding wear on rigid connections. Finally, if double-layer transport is required, an upper body module can be installed on the upper surface of the lower module to form a double-layer sequence.
[0054] Furthermore, the docking mechanism is a ball joint mechanism 801, which is fixedly connected to two adjacent upper body modules 800 respectively.
[0055] In this embodiment, the ball joint mechanism 801 includes a ball head and a ball socket. The ball head is fixed to the end of the first body module, and the ball socket is fixed to the end of the adjacent body module. The ball head is embedded in the ball socket, and a wear-resistant gasket or grease can be provided between them to reduce friction. As an alternative embodiment, the ball joint mechanism 801 can adopt a universal joint structure, or add elastic washers to achieve cushioning; a locking device can be provided to fix the relative angle when rotation is not required.
[0056] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.
[0057] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application 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 of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.
Claims
1. A rubber-damped sequential vibration-damping bogie, characterized in that, include: Framework (100); Vibration damping assembly (200), the vibration damping assembly (200) includes an upper rubber vibration damping mechanism (201) and a lower rubber vibration damping mechanism (202). Pillow beam (300), the pillow beam (300) is connected to the upper part of the frame (100) through the upper rubber damping mechanism (201); A wheelset assembly (400) is connected to the lower part of the frame (100) via the lower rubber damping mechanism (202); The upper rubber vibration damping mechanism (201) and the lower rubber vibration damping mechanism (202) constitute a two-stage series rubber vibration damping path.
2. The rubber-damped sequential vibration-damping bogie as described in claim 1, characterized in that, The frame (100) includes two longitudinal beams (101), at least one transverse beam (104), and two auxiliary beams (105). The two longitudinal beams (101) are spaced apart and are fixedly connected to each other by the crossbeam (104); The two auxiliary beams (105) are spaced apart, and the two ends of each auxiliary beam (105) are fixedly connected to the ends of the two longitudinal beams (101); The upper part of the longitudinal beam (101) has a downwardly recessed mounting groove (102), and the upper rubber vibration damping mechanism (201) is disposed in the mounting groove (102); the lower part of the longitudinal beam (101) has an upwardly recessed assembly groove (103), and the lower rubber vibration damping mechanism (202) is disposed in the assembly groove (103). The crossbeam (104) is located below the pillow beam (300), and the pillow beam (300) is connected to the frame (100) through the upper rubber damping mechanism (201).
3. The rubber-damped sequential vibration-damping bogie as described in claim 2, characterized in that, A V-shaped support block is provided in the assembly groove (103), and the lower rubber damping mechanism (202) is provided in the V-shaped support block, and the lower rubber damping mechanism (202) is connected to the wheelset assembly (400).
4. The rubber-damped sequential vibration-damping bogie as described in claim 2, characterized in that, It also includes a lateral elastic limiting mechanism (500), which is provided in four sets. The four sets of lateral elastic limiting mechanisms (500) are respectively set at the four connecting angles between the bolster beam (300) and the longitudinal beam (101), and the axis of each set of lateral elastic limiting mechanisms (500) is arranged inclined relative to the vertical center line, for abutting and limiting against the side wall of the bolster beam (300).
5. The rubber-damped sequential vibration-damping bogie as described in claim 4, characterized in that, The lateral elastic limiting mechanism (500) includes a limiting seat (501), a connecting seat (502), and an elastic element (503). The limiting seat (501) is disposed on the inner side of the longitudinal beam (101), the connecting seat (502) is disposed on the side plate of the bolster beam (300), and the two ends of the elastic element (503) are respectively connected to the limiting seat (501) and the connecting seat (502).
6. The rubber-damped sequential vibration-damping bogie as described in claim 2, characterized in that, An eccentric mounting seat (600) is fixedly provided on the auxiliary beam (105), and the eccentric mounting seat (600) is offset from the center line of the auxiliary beam (105) in the horizontal plane; It also includes a traction beam (601), one end of which is connected to the bolster beam (300), and the other end of which is connected to the eccentric mounting base (600), for achieving flexible constraint in the longitudinal direction.
7. The rubber-damped sequential vibration-damping bogie as described in claim 6, characterized in that, The traction beam (601) includes a long beam (602), with mounting holes (603) at both ends of the long beam (602). A ball joint (604) is provided in the mounting hole (603), and a flexible rubber body (605) is provided between the ball joint (604) and the inner wall of the mounting hole (603). The ball joint (604) is connected to the pillow beam (300) and the eccentric mounting seat (600) respectively.
8. The rubber-damped sequential vibration-damping bogie as described in claim 1, characterized in that, The top of the bolster beam (300) is provided with a slewing bearing (700) for connection with the upper body module (800).
9. A rail train, characterized in that, It includes at least two rubber-damped sequential vibration-damping bogies as described in any one of claims 1 to 8, and upper body modules (800) correspondingly disposed above each of the rubber-damped sequential vibration-damping bogies, with adjacent upper body modules (800) being detachably connected by a docking mechanism.
10. The railcar according to claim 9, characterized in that, The docking mechanism is a ball joint mechanism (801), which is fixedly connected to two adjacent upper vehicle body modules (800).