Novel anti-side-rolling torsion bar device for railway vehicle

Abstract

The utility model relates to a novel anti-side-rolling torsion bar device for railway vehicles, which belongs to the technical field of railway vehicles and comprises a torsion bar body, two ends of the torsion bar body are fixedly connected with torsion arms, the top ends of the torsion arms are rotatably connected with insertion barrels, and the inner walls of the insertion barrels are fixedly connected with damping rods. The anti-side-rolling damper has the advantages that the piston rods of the electric telescopic rods stretch out to drive the sliding blocks to slide in the corresponding sliding grooves, then the height of the sleeves can be adjusted, and therefore the position of the damper can be adjusted to be matched with different anti-side-rolling dampers in trains with different train speeds; when the sleeve is pressed downwards, the buffer spring plays an important role in buffering the sleeve and the damper, and meanwhile, the piston block slides in the sleeve, so that air in the sleeve is extruded, the piston block is in a slow pressing state, and the buffering effect of the sleeve and the damper is further improved.

Description

Technical Field

[0001] The utility model relates to the technical field of rail vehicles, in particular to a novel anti-roll torsion bar device for rail vehicles. Background Art

[0002] As train speeds continue to increase, higher requirements are placed on the performance of vehicle bogies. Anti-roll torsion bars must be installed on bogies, especially for high-speed vehicles to prevent excessive roll angles.

[0003] After searching, a Chinese patent discloses a vehicle anti-roll damping torsion bar device (authorization announcement number CN216805443U), including a torsion bar, two sets of supports are mounted on the torsion bar, both ends of the torsion bar are mounted with torsion arms, one end of the torsion arm is provided with a fixed rod, a first ring is mounted on the fixed rod, one side of the first ring is connected to a connecting rod, a damper is installed on the top of the connecting rod, a second ring is connected to the top of the damper, a mounting plate is provided on the top of the second ring, a movable seat is installed on the bottom of the mounting plate, the second ring is movably connected to the movable seat, both sides of the support are connected with fixed plates, and a number of mounting holes are opened on the mounting plate and the fixed plate. Although this patented technology can solve the problem that the current anti-roll torsion bar can only provide anti-roll stiffness, it can provide anti-roll in addition to anti-roll stiffness.

[0004] However, the above device still has some shortcomings in actual use. The most obvious one is that although anti-roll damping can be provided by the damper, the damping is not adjustable. Therefore, the accuracy of providing anti-roll damping for trains with different speeds is low, and the optimal use effect of the device cannot be achieved. Utility Model Content

[0005] In view of the above-mentioned problem existing in the prior art: although anti-roll damping can be provided by the damper, the damping is not adjustable, so the accuracy is low when providing anti-roll damping for trains with different speeds, thereby failing to achieve the best use effect of the device. The main purpose of the utility model is to provide a new anti-roll torsion bar device for rail vehicles.

[0006] The technical solution of the utility model is as follows: a new anti-roll torsion bar device for rail vehicles, including a torsion bar body, both ends of the torsion bar body are fixedly connected with torsion arms, the top ends of the torsion arms are rotatably connected with insert cylinders, the inner walls of the insert cylinders are fixedly connected with shock-absorbing rods, the top ends of the shock-absorbing rods are fixedly connected with piston blocks, the outer sides of the shock-absorbing rods are sleeved with buffer springs, and the interior of the insert cylinders is provided with a telescopic buffer mechanism.

[0007] As a preferred embodiment, the telescopic buffer mechanism includes sliding grooves opened on both sides of the inner wall of the insert tube, electric telescopic rods are fixedly installed inside the sliding grooves, the inner walls of the sliding grooves are slidably connected with sliders, the piston rods of the electric telescopic rods are fixedly connected to the corresponding sliders, the interior of the insert tube is slidably connected with a sleeve, the piston block is slidably connected to the inner wall of the sleeve, the two sliders are fixedly connected to the two sides of the sleeve respectively, and the top and bottom ends of the sleeve are equidistantly provided with air holes.

[0008] As a preferred implementation manner, a damper is fixedly mounted on the top end of the sleeve, and a fixing plate is fixedly mounted on a side of the damper away from the sleeve.

[0009] As a preferred implementation, both ends of the outer side of the torsion bar body are fixedly connected with supports, a bottom plate is fixedly connected between the two supports, and a controller is fixedly installed on the top of the bottom plate.

[0010] As a preferred implementation, batteries are embedded at both ends of the insert.

[0011] As a preferred implementation, a shock-absorbing pad is fixedly connected to the bottom end of the insert.

[0012] Compared with the prior art, the advantages and positive effects of the utility model are:

[0013] In the utility model, by extending the piston rod of the electric telescopic rod, the slider can be driven to slide in the corresponding slide groove, and then the height of the sleeve can be adjusted, so that the position of the damper can be adjusted to cooperate with the use of different anti-roll damping in trains with different speeds. When the sleeve is pressed downward, the buffer spring will play an important buffering role on the sleeve and the damper. At the same time, the piston block will slide in the sleeve, and then the air in the sleeve will be squeezed, so that the piston block is in a slowly pressed state, further improving the buffering effect of the sleeve and the damper. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 The utility model provides an overall stereogram of a novel anti-roll torsion bar device for rail vehicles;

[0015] Figure 2 The utility model provides a schematic diagram of the internal structure of the insert cylinder of a novel anti-roll torsion bar device for rail vehicles;

[0016] Figure 3 The utility model provides a new type of anti-roll torsion bar device for rail vehicles Figure 2 The enlarged view of point A in the middle;

[0017] Figure 4The utility model provides a new type of anti-roll torsion bar device for rail vehicles Figure 2 Enlarged view of point B in the middle.

[0018] Legend: 1. Torsion bar body; 2. Support; 3. Bottom plate; 4. Controller; 5. Torsion arm; 6. Insert cylinder; 7. Damper; 8. Fixed plate; 9. Shock-absorbing pad; 10. Slider; 11. Shock-absorbing rod; 12. Buffer spring; 13. Piston block; 14. Sleeve; 15. Battery; 16. Slide; 17. Electric telescopic rod; 18. Air hole. DETAILED DESCRIPTION

[0019] The following will clearly and completely describe the technical solutions in the embodiments of the present application in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0020] Reference Figure 1-4 A new type of anti-roll torsion bar device for rail vehicles includes a torsion bar body 1, both ends of the torsion bar body 1 are fixedly connected with torsion arms 5, the top of the torsion arm 5 is rotatably connected with an insert tube 6, the inner wall of the insert tube 6 is fixedly connected with a shock-absorbing rod 11, the top of the shock-absorbing rod 11 is fixedly connected with a piston block 13, the outer side of the shock-absorbing rod 11 is sleeved with a buffer spring 12, and a telescopic buffer mechanism is arranged inside the insert tube 6.

[0021] By setting the telescopic buffer mechanism, the position of the damper 7 can be adjusted, and different anti-roll damping coefficients can be provided for trains with different speeds, so as to achieve the best use effect of the device.

[0022] Reference Figure 2 The telescopic buffer mechanism includes a slide groove 16 opened on both sides of the inner wall of the insert tube 6, an electric telescopic rod 17 is fixedly installed inside the slide groove 16, and a slider 10 is slidably connected to the inner wall of the slide groove 16. The piston rod of the electric telescopic rod 17 is fixedly connected to the corresponding slider 10. The inside of the insert tube 6 is slidably connected to the sleeve 14, the piston block 13 is slidably connected to the inner wall of the sleeve 14, the two sliders 10 are fixedly connected to the two sides of the sleeve 14 respectively, and the top and bottom ends of the sleeve 14 are equidistantly provided with air holes 18.

[0023] By extending the piston rod of the electric telescopic rod 17, the slider 10 can be driven to slide in the corresponding slide groove 16, and then the height of the sleeve 14 can be adjusted, so that the position of the damper 7 can be adjusted to match the use of different anti-roll damping in trains with different speeds. When the sleeve 14 is pressed downward, the buffer spring 12 will play an important buffering role for the sleeve 14 and the damper 7. At the same time, the piston block 13 will slide in the sleeve 14, and then the air in the sleeve 14 will be squeezed, so that the piston block 13 is in a slowly pressed state, further improving the buffering effect of the sleeve 14 and the damper 7.

[0024] Reference Figure 1 A damper 7 is fixedly installed on the top of the sleeve 14, and a fixing plate 8 is fixedly installed on the side of the damper 7 away from the sleeve 14. Through the use of the damper 7, a certain buffering effect can be played on the fixing plate 8.

[0025] Reference Figure 1 Both ends of the outer side of the torsion bar body 1 are fixedly connected with supports 2, a base plate 3 is fixedly connected between the two supports 2, and a controller 4 is fixedly installed on the top of the base plate 3. Through the setting of the supports 2, the torsion bar body 1 can be fixed, and the electronic equipment can be controlled by the controller 4.

[0026] Reference Figure 3 Both ends of the insert tube 6 are embedded with batteries 15 to power the electric telescopic rod 17.

[0027] Reference Figure 2 A shock-absorbing pad 9 is fixedly connected to the bottom end of the insert tube 6 to cooperate with the insert tube 6 to achieve a shock-absorbing effect.

[0028] Working principle: By extending the piston rod of the electric telescopic rod 17, the slider 10 can be driven to slide in the corresponding slide groove 16, and then the height of the sleeve 14 can be adjusted, so that the position of the damper 7 can be adjusted to match the use of different anti-roll damping in trains with different speeds. When the sleeve 14 is pressed downward, the buffer spring 12 will play an important buffering role for the sleeve 14 and the damper 7. At the same time, the piston block 13 will slide in the sleeve 14, and then the air in the sleeve 14 will be squeezed, so that the piston block 13 is in a slowly pressed state, further improving the buffering effect of the sleeve 14 and the damper 7.

[0029] The above are only preferred embodiments of the present application and are not intended to limit the present application. Although the present application has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments, or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A novel anti-roll torsion bar device for a railway vehicle, comprising a torsion bar body (1), characterized in that: Both ends of the torsion bar body (1) are fixedly connected to torsion arms (5), the top end of the torsion arm (5) is rotatably connected to an insert tube (6), the inner wall of the insert tube (6) is fixedly connected to a damping rod (11), the top end of the damping rod (11) is fixedly connected to a piston block (13), the outer side of the damping rod (11) is sleeved with a buffer spring (12), and the interior of the insert tube (6) is provided with a telescopic buffer mechanism.

2. The novel anti-roll torsion bar device for rail vehicles according to claim 1 is characterized in that: The telescopic buffer mechanism comprises a slide groove (16) provided on both sides of the inner wall of the insert cylinder (6), an electric telescopic rod (17) is fixedly installed inside the slide groove (16), the inner wall of the slide groove (16) is slidably connected with a slider (10), the piston rod of the electric telescopic rod (17) is fixedly connected with the corresponding slider (10), the interior of the insert cylinder (6) is slidably connected with a sleeve (14), the piston block (13) is slidably connected with the inner wall of the sleeve (14), the two sliders (10) are respectively fixedly connected with the two sides of the sleeve (14), and the top and bottom ends of the sleeve (14) are equidistantly provided with air holes (18).

3. The novel anti-roll torsion bar device for rail vehicles according to claim 2 is characterized in that: A damper (7) is fixedly mounted on the top end of the sleeve (14), and a fixing plate (8) is fixedly mounted on the side of the damper (7) away from the sleeve (14).

4. The novel anti-roll torsion bar device for rail vehicles according to claim 1 is characterized in that: Both ends of the outer side of the torsion bar body (1) are fixedly connected to supports (2), a base plate (3) is fixedly connected between the two supports (2), and a controller (4) is fixedly installed on the top of the base plate (3).

5. The novel anti-roll torsion bar device for rail vehicles according to claim 1 is characterized in that: Both ends of the insert tube (6) are inlaid with storage batteries (15).

6. The novel anti-roll torsion bar device for rail vehicles according to claim 1 is characterized in that: A shock-absorbing pad (9) is fixedly connected to the bottom end of the insert tube (6).

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