Elastic bushing, anti-side-rolling device and rail transit vehicle

Abstract

The utility model discloses an elastic bushing, anti-roll device and rail transit vehicle, the elastic bushing includes skeleton inner ring, skeleton shell and multi-layer rubber layer, the radial direction of rubber layer is provided with the gap, makes its radial rigidity present gradient change, in addition integrates the hardness and strength difference of multi-layer rubber, and the elastic bushing is more flexible. The radial rigidity during initial deformation is in a low level; and the radial displacement of the elastic bushing is controlled and a deformation space is provided in a manner of increasing a rubber gap or avoiding. The anti-side-rolling device using the elastic bushing has low anti-side-rolling rigidity under low load, the flexibility coefficient of a vehicle body is high at the moment, and the running comfort is high; the anti-side-rolling device has high anti-side-rolling rigidity under the high side-rolling load, at the moment, the anti-side-rolling capacity of the vehicle body is good, and operation is stable and safe.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicle anti-roll devices, and more specifically, relates to an elastic bushing, an anti-roll device and a rail transit vehicle. Background Art

[0002] At present, the bogies of rail transit vehicles usually use secondary suspensions, and elastic components are used to provide degrees of freedom in multiple directions and to damp vibrations. Usually, air springs and anti-roll torsion bar devices are used in combination, which not only ensures the degrees of freedom of vehicle turning, vertical movement, and nodding, but also has a high anti-roll stiffness. The anti-roll assembly is between the car body and the bogie, and is a key component for improving the anti-roll stiffness of the car body. It is a device that uses a metal elastic torsion bar to generate torsional deformation when subjected to a torque to provide an anti-torsion reaction moment, and is used to suppress the car body from rolling around the longitudinal axis when the vehicle is turning, in a side wind, etc.

[0003] The anti-roll stiffness of a conventional anti-roll device remains unchanged within the elastic torsional working range, and due to the use of a high-strength metal torsion bar, its anti-roll stiffness is relatively large. When passing through a small-curve bend or in a strong side wind, a large anti-roll stiffness can effectively prevent the vehicle from tilting excessively sideways and improve the running safety of the vehicle. However, at the same time, a high anti-roll stiffness will reduce the flexibility coefficient of the vehicle and decrease the vehicle's ability to filter high-frequency vibrations. That is, when the vehicle is passing through a large-curve bend, going uphill or downhill, or traveling on a straight section, the passengers in the car will obviously feel the vibration and bump of the vehicle, and the operation experience will decline. During the operation of the train, the elastic bushing of the anti-roll torsion bar of a high-quality train bogie can assist the train in turning, sound insulation and vibration damping, and ensure the flexibility of the vehicle structure. For example, in CN102398616B, an elastic bushing for an anti-roll torsion bar of a train bogie is disclosed. It includes two symmetric and unconnected semi-circular bushing components. Each semi-circular bushing component from the outside to the inside is an outer sleeve, rubber layer I, inner sleeve, and rubber layer II in sequence. Wall holes are opened on the outer circle of the outer sleeve, and after a cylindrical pin is installed in the wall holes, it is welded to the outer sleeve. The outer sleeve and the inner sleeve are integrally vulcanized and fixed by the rubber of rubber layer I. A layer of rubber layer II is vulcanized and fixed on the inner circle of the inner sleeve. Although this elastic bushing can provide a certain degree of flexibility for the vehicle structure, the reduction in the stiffness of this bushing is limited, and its ability to filter high-frequency vibrations is insufficient, and the passengers in the car will still obviously feel the vibration and bump of the vehicle, and the operation experience will decline. Summary of the Utility Model

[0004] The utility model provides an elastic bushing to overcome the problems that the existing anti-roll device has a high stiffness, the reduction in the bushing stiffness is limited, and it cannot meet the operation comfort requirements when the vehicle is traveling on large curves, uphill or downhill, or straight sections.

[0005] The utility model also provides an anti-roll device and a rail transit vehicle including the elastic bushing.

[0006] The present utility model is realized through the following technical solutions:

[0007] An elastic bushing, comprising a skeleton inner ring, a skeleton outer shell and a rubber layer located between the skeleton inner ring and the skeleton outer shell, wherein the rubber layer comprises multiple rubber layers, and voids are provided in the radial direction of the rubber layer.

[0008] Furthermore, the voids are provided between the rubber layer and the skeleton inner ring, or between the rubber layer and the skeleton outer shell, or between the layers of the multiple rubber layers.

[0009] Furthermore, the height of the voids is not less than the thickness of a single layer of rubber and is less than the distance between the metal skeleton inner ring and the metal skeleton outer shell. When the height of the voids is lower than the thickness of a single layer of rubber, the radial deformation space of the low-hardness rubber is limited, and when it cannot avoid displacement, it may axially squeeze outside the elastic bushing skeleton.

[0010] Furthermore, the hardness of the rubber layer decreases in the direction from the skeleton inner ring to the skeleton outer shell.

[0011] Furthermore, the rubber layer comprises an inner layer rubber and an outer layer rubber, and the hardness of the inner layer rubber is higher than that of the outer layer rubber.

[0012] Furthermore, the hardness of the inner layer rubber is 70-90 HA, the elongation at break is ≥150%, and the resilience is ≥39%; the hardness of the outer layer rubber is 40-60 HA, the elongation at break is ≥180%, and the resilience is ≥45%.

[0013] Furthermore, the skeleton inner ring and the skeleton outer shell are made of metal materials.

[0014] An anti-roll device, comprising the above-mentioned elastic bushing.

[0015] Furthermore, the anti-roll device comprises a tension-compression rod, a bearing seat, an elastic bushing, a torsion bar and a rocker arm. The torsion bar is connected to the inner hole of the bearing seat through the elastic bushing, and both ends of the torsion bar are connected to the tension-compression rod through the rocker arm.

[0016] A rail transit vehicle, comprising the above-mentioned anti-roll device. There are two connection methods between the anti-roll device and the frame and the car body: one is that the bearing seat base is connected to the frame, and the other end of the tension-compression rod is connected to the car body; the other is that the bearing seat base is connected to the car body, and the other end of the tension-compression rod is connected to the frame.

[0017] Compared with the prior art, the beneficial effects are:

[0018] The utility model provides a void with a height of H in the radial direction of the rubber of the elastic bushing. In combination with the multi-layer rubber-metal structure, the radial stiffness shows a gradient change. The different hardness and strength of the multi-layer rubber result in a relatively low radial stiffness at the initial deformation stage. By increasing the rubber void or avoiding position, the radial displacement of the elastic bushing is controlled and a deformation space is provided. After the elastic bushing receives the radial load transmitted by the torsion bar, at the initial stage of deformation (deformation height ≤ H), only the outer rubber participates in the deformation. The entire torsion bar and the inner rubber move radially as a whole within the metal skeleton. The deformation of the elastic bushing will greatly affect the torsional deformation of anti-roll. At this time, the anti-roll stiffness is low. When the radial load is applied to a certain amount and the radial deformation of the elastic bushing > H, the inner rubber of the elastic bushing crosses the void and begins to contact the skeleton shell. Since the hardness of the inner rubber is extremely high, it only provides a buffering effect. At this time, the radial stiffness of the elastic bushing increases rapidly, and the torsion bar cannot overcome the displacement required for the vehicle body roll through the deformation of the rubber. At this time, the high-strength torsion bar participates in the torsional deformation, and the anti-roll immediately returns to a high anti-roll stiffness to ensure the safe operation of the vehicle.

[0019] The utility model combines an elastic bushing with a gradient change in radial stiffness and a torsion bar, so that the radial displacement of the elastic bushing and the torsional displacement of the torsion bar are combined and transformed into the roll displacement of the entire anti-roll device. Due to the gradient stiffness of the elastic bushing and its parallel connection with the torsional stiffness of the torsion bar, the system stiffness of the entire anti-roll device shows a curve change. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is a schematic structural diagram of the elastic bushing;

[0021] Figure 2 is a schematic sectional structural diagram of the elastic bushing;

[0022] Figure 3 is an exploded structural diagram of the elastic bushing;

[0023] Figure 4 is a schematic structural diagram of the anti-roll device;

[0024] Figure 5 is a schematic structural diagram of the anti-roll device;

[0025] Figure 6 is Figure 5 a schematic sectional structural diagram of A-A in;

[0026] Wherein, 1 is the inner ring of the metal skeleton, 2 is the outer shell of the metal skeleton, 3 is the inner rubber, 4 is the outer rubber, 5 is the first void notch, 6 is the second void notch, 7 is the bearing seat, 8 is the rocker arm, 9 is the torsion bar, 10 is the tension-compression bar, and 11 is the elastic bushing. DETAILED IMPLEMENTATION MANNER

[0027] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0028] It should be noted that if there are directional indications (such as up, down, left, right, front, back) involved in the embodiments of the present utility model, then the directional indications are only used to explain the relative position relationship and movement conditions between components in a specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indications will also change accordingly. If there are descriptions such as "first" and "second" involved in the embodiments of the present utility model, then the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one such feature.

[0029] In the description of the present utility model, it should be noted that unless otherwise clearly specified and limited, terms such as "installation", "provided with", "connection", etc. should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.

[0030] Embodiment 1

[0031] This embodiment provides an elastic bushing, which includes a metal skeleton inner ring 1, a metal skeleton outer shell 2, and a rubber layer located between the metal skeleton inner ring 1 and the metal skeleton outer shell 2. The rubber layer includes multiple rubber layers, and the hardness of the rubber layer decreases in the direction from the skeleton inner ring to the skeleton outer shell, and there are voids in the radial direction of the rubber layer. The voids are notches provided on the rubber layer, the height of the voids is H, and the height H is not less than the thickness of a single rubber layer and less than the distance between the metal skeleton inner ring 1 and the metal skeleton outer shell 2.

[0032] The hardness and strength of the multiple rubbers of the elastic bushing 10 in this embodiment are different, so that the radial stiffness during initial deformation presents a relatively low level; the radial displacement amount of the elastic bushing 10 is controlled and a deformation space is provided by cooperating with the method of increasing the rubber voids or avoiding positions.

[0033] Embodiment 2

[0034] This embodiment provides an elastic bushing, such as Figures 1 to 3 , which includes a metal skeleton inner ring 1, a metal skeleton outer shell 2, and a rubber layer located between the metal skeleton inner ring 1 and the metal skeleton outer shell 2.

[0035] The rubber layer includes an inner rubber layer 3 and an outer rubber layer 4. The hardness of the inner rubber layer 3 is higher than that of the outer rubber layer 4. The metal skeleton inner ring 1 and the inner rubber layer 3, the inner rubber layer 3 and the outer rubber layer 4, and the outer rubber layer 4 and the metal skeleton outer shell 2 are fixed by vulcanization. At 90° and 270° of the inner rubber layer 3 and the outer rubber layer 4, there is a gap notch 5 with a height of H, which is used to correct the rubber deformation on one side of the rubber after being extruded. The inner rubber layer 3 is provided with a gap notch 6 at 180° and 360° positions, so that there is a deformation height between the inner ring and the outer ring skeletons, which is used to prevent the inner ring rubber from participating in the early deformation.

[0036] This elastic bushing 10 provides a lower anti-roll stiffness under low loads. At this time, the flexibility coefficient of the vehicle body is higher and the running comfort is high; it has a higher anti-roll stiffness under high roll loads. At this time, the anti-roll ability of the vehicle body is good and the operation is stable and safe.

[0037] Embodiment 3

[0038] This embodiment provides an elastic bushing 10, which includes a metal skeleton inner ring 1, a metal skeleton outer shell 2, and a rubber layer located between the metal skeleton inner ring 1 and the metal skeleton outer shell 2.

[0039] The rubber layer includes an inner rubber layer 3 and an outer rubber layer 4. The metal skeleton inner ring 1 and the inner rubber layer 3, the inner rubber layer 3 and the outer rubber layer 4, and the outer rubber layer 4 and the metal skeleton outer shell 2 are fixed by vulcanization. The hardness of the inner rubber layer 3 is higher than that of the outer rubber layer 4. Specifically, the hardness of the inner rubber layer 3 is 70-90 HA, the elongation at break is ≥150%, and the resilience is ≥39%. The hardness of the outer rubber layer 4 is 40-60 HA, the elongation at break is ≥180%, and the resilience is ≥45%.

[0040] At 90° and 270° of the inner rubber layer 3 and the outer rubber layer 4, there is a gap notch 5 with a height of H, which is used to correct the rubber deformation on one side of the rubber after being extruded. The inner rubber layer 3 is provided with a gap notch 6 at 180° and 360° positions, so that there is a deformation height between the inner ring and the outer ring skeletons, which is used to prevent the inner ring rubber from participating in the early deformation.

[0041] In this embodiment, the outer rubber 4 of the elastic bushing 10 has a low hardness, and the inner rubber 3 has a high hardness. A gap notch with a height of H is provided in the radial direction of the rubber. After the elastic bushing 10 receives the radial load transmitted by the torsion bar 9, only the outer rubber participates in the deformation in the initial stage of deformation (deformation height ≤ H). The entire torsion bar 9 and the inner rubber move radially as a whole within the metal skeleton. The deformation of the elastic bushing 10 will greatly affect the torsional deformation of anti-roll, and at this time, the anti-roll stiffness is low. When the radial load is loaded to a certain amount (such as in the case of a small-radius turn or a strong lateral wind), when the radial deformation of the elastic bushing 10 > H, the inner rubber 3 of the elastic bushing 10 crosses the gap and begins to contact the metal skeleton housing 2. Since the hardness of the inner rubber is extremely high, it only provides a buffering effect. At this time, the radial stiffness of the elastic bushing 10 increases rapidly, and the torsion bar 9 cannot overcome the displacement required for the vehicle body to roll through the deformation of the rubber. At this time, the high-strength torsion bar 9 participates in the torsional deformation, and the anti-roll immediately returns to a high anti-roll stiffness to ensure the safe operation of the vehicle.

[0042] Embodiment 4

[0043] This embodiment provides an anti-roll device, such as Figures 4 to 6 , including a tension-compression rod 10, a bearing seat 7, an elastic bushing 11, a torsion bar 9, and a rocker arm 8. The torsion bar 9 is connected to the inner hole of the bearing seat 7 through the elastic bushing 11, and both ends of the torsion bar 9 are connected to the tension-compression rod 10 through the rocker arm 8.

[0044] The elastic bushing 11 includes a metal skeleton inner ring 1, a metal skeleton outer shell 2, and a rubber layer located between the metal skeleton inner ring 1 and the metal skeleton outer shell 2. The rubber layer includes an inner rubber 3 and an outer rubber 4. The metal skeleton inner ring 1 and the inner rubber 3, the inner rubber 3 and the outer rubber 4, and the outer rubber 4 and the metal skeleton outer shell 2 are fixed by vulcanization. The hardness of the inner rubber 3 is higher than that of the outer rubber 4. Specifically, the hardness of the inner rubber 3 is 70-90 HA, the elongation at break ≥ 150%, and the resilience ≥ 39%. The hardness of the outer rubber 4 is 40-60 HA, the elongation at break ≥ 180%, and the resilience ≥ 45%.

[0045] A gap notch 5 with a height of H is provided at 90° and 270° between the inner rubber 3 and the outer rubber 4 to correct the rubber deformation on one side of the rubber after being squeezed. A gap notch 6 is provided at the 180° and 360° positions of the inner rubber 3 to provide a deformation height between the inner and outer ring skeletons to avoid the inner ring rubber from participating in the initial deformation.

[0046] In this embodiment, the combination of the elastic bushing 10 with a radially varying stiffness gradient and the torsion bar 9 converts the radial displacement of the elastic bushing 10 and the torsional displacement of the torsion bar into the roll displacement of the entire anti-roll device. Due to the gradient stiffness of the elastic bushing 10 and its parallel connection with the torsional stiffness of the torsion bar 9, the system stiffness of the entire anti-roll device shows a curve change. The curve change of the system stiffness of the anti-roll device follows the following rules: at low loads, the system stiffness remains at a low level and is close to a constant value. After the load exceeds a certain value, the system stiffness increases rapidly. After reaching the rated load, the system stiffness can reach the theoretical design value. When the load continues to increase, the system stiffness continues to increase slowly.

[0047] Embodiment 5

[0048] This embodiment provides a rail transit vehicle, including an anti-roll device. The anti-roll device includes a tension-compression rod 10, a bearing seat 7, an elastic bushing 11, a torsion bar 9, and a rocker arm 8. The torsion bar 9 is connected to the inner hole of the bearing seat 7 through the elastic bushing 11, and both ends of the torsion bar 9 are connected to the tension-compression rod 10 through the rocker arm 8. The anti-roll device has two connection methods with the frame and the car body: one is that the base of the bearing seat 7 is connected to the frame, and the other end of the tension-compression rod 10 is connected to the car body; the other is that the base of the bearing seat 7 is connected to the car body, and the other end of the tension-compression rod 10 is connected to the frame.

[0049] The elastic bushing 11 includes a metal skeleton inner ring 1, a metal skeleton outer shell 2, and a rubber layer located between the metal skeleton inner ring 1 and the metal skeleton outer shell 2. The rubber layer includes an inner rubber layer 3 and an outer rubber layer 4. The metal skeleton inner ring 1 and the inner rubber layer 3, the inner rubber layer 3 and the outer rubber layer 4, and the outer rubber layer 4 and the metal skeleton outer shell 2 are fixed by vulcanization. The hardness of the inner rubber layer 3 is higher than that of the outer rubber layer 4. Specifically, the hardness of the inner rubber layer 3 is 70-90 HA, the elongation at break is ≥150%, and the resilience is ≥39%. The hardness of the outer rubber layer 4 is 40-60 HA, the elongation at break is ≥180%, and the resilience is ≥45%.

[0050] At 90° and 270° of the inner rubber layer 3 and the outer rubber layer 4, there is a gap notch 5 with a height of H, which is used to correct the rubber deformation on one side of the rubber after being squeezed. The inner rubber layer 3 is provided with a gap notch 6 at 180° and 360° positions, so that there is a deformation height between the inner and outer ring skeletons, which is used to avoid the inner ring rubber from participating in the early deformation.

[0051] Obviously, the above embodiments of the present utility model are merely examples for clearly illustrating the present utility model, rather than limitations on the implementation manners of the present utility model. For those of ordinary skill in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to enumerate all the implementation manners here. Any modifications, equivalent substitutions, and improvements made within the spirit and principle of the present utility model shall be included within the protection scope of the claims of the present utility model.

Claims

1. An elastic bushing, characterized in that, It includes a skeleton inner ring, a skeleton outer shell, and a rubber layer located between the skeleton inner ring and the skeleton outer shell. The rubber layer includes multiple rubber layers, and voids are provided in the radial direction of the rubber layer.

2. The elastic bushing according to claim 1, wherein The voids are provided between the rubber layer and the skeleton inner ring, or between the rubber layer and the skeleton outer shell, or between the layers of the multiple rubber layers.

3. The elastic bushing according to claim 1, characterized in that, The height of the voids is not less than the thickness of a single rubber layer and less than the distance between the metal skeleton inner ring and the metal skeleton outer shell.

4. The elastic bushing according to claim 1, wherein The hardness of the rubber layer decreases in the direction from the skeleton inner ring to the skeleton outer shell.

5. The elastic bushing according to claim 1, wherein, The rubber layer includes an inner rubber layer and an outer rubber layer, and the hardness of the inner rubber layer is higher than that of the outer rubber layer.

6. The elastic bushing according to claim 5, wherein The hardness of the inner rubber layer is 70 - 90 HA, the elongation at break is ≥ 150%, and the resilience is ≥ 39%. The hardness of the outer rubber layer is 40 - 60 HA, the elongation at break is ≥ 180%, and the resilience is ≥ 45%.

7. The elastic bushing according to claim 1, characterized in that, The skeleton inner ring and the skeleton outer shell are made of metal materials.

8. An anti-roll device, characterized in that, It includes the elastic bushing according to any one of claims 1 - 7.

9. The anti-roll device according to claim 8, characterized in that, The anti-roll device includes a tension-compression rod, a bearing seat, an elastic bushing, a torsion bar, and a rocker arm. The torsion bar is connected to the inner hole of the bearing seat through the elastic bushing, and both ends of the torsion bar are connected to the tension-compression rod through the rocker arm.

10. A rail transit vehicle, characterized in that, It includes the anti-roll device according to claim 8 or 9.

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