Railway vehicle suspension device

Abstract

The utility model discloses a suspension device for a railway vehicle. The suspension device comprises a buckling type plate spring, a rubber spring and a vertical backstop, the oppositely-buckled plate spring comprises two oppositely-arranged plate springs, and the two ends of the two plate springs are connected through end connecting pieces. The vertical backstop is arranged between the two plate springs; when pressed, the oppositely-buckled plate spring gradually deforms from a free state to a limit displacement state, the included angle between the end of the plate spring in the free state and the horizontal line is a, the rotating angle of the end of the plate spring in the state that the plate spring deforms from the free state to the limit displacement state is b, and a is larger than b. The plate spring end connecting structure of the railway vehicle suspension device is reasonable in arrangement and clear in stress, the service life of the end lining is long, the use stability of the suspension device is guaranteed, meanwhile, the size of the plate spring body and the fatigue life of the auxiliary connecting piece are long, the safe stress level can be kept, and light weight of the suspension device is facilitated.

Description

Technical Field

[0001] The utility model relates to the technical field of railway vehicle accessories, and particularly relates to a suspension device for railway vehicles. Background Art

[0002] Fiber-reinforced composite materials have the advantages of high specific strength, corrosion resistance, and high fatigue life, and are increasingly widely used in the lightweighting of railway vehicles.

[0003] With the development of rail transit, the operating speed of railway vehicles is constantly increasing, the axle load requirement is getting smaller and smaller, and it is urgent to realize the lightweighting of train bogies, so as to reduce wheel-rail impact and operating energy consumption. Due to its small lateral space and obvious lightweighting effect, the composite leaf spring has begun to be applied to the primary suspension of bogies.

[0004] The patent with the application number 202111098930.1, a primary suspension spring for an inboard axlebox bogie, provides a primary suspension spring for an inboard axlebox bogie, including a leaf spring assembly and a rubber spring. The rubber spring is fixed at the bottom of the leaf spring assembly, the leaf spring assembly is fixed to the bogie frame, and the rubber spring is mounted above the axlebox, solving the technical problems of high stress of the existing leaf spring, low reliability of the rubber spring, and easy damage of the leaf spring under overload.

[0005] The patent with the application number 202111098478.9, an end connection device of a leaf spring and its installation method and end deformation method, provides an end connection device of a leaf spring, an installation method of the end connection device of the leaf spring, and an end deformation method of the leaf spring, which can connect the upper and lower spring leaves, transfer the vertical bearing capacity, and can eliminate the longitudinal displacement between the upper and lower spring leaves and enable the upper and lower spring leaves to rotate around the two ends through rubber bushings when the leaf spring bears a load.

[0006] The patent with the application number 202211464926.7, a leaf spring protection structure and a suspension system, provides a composite material suspension system with a protection structure. Through the design of filling the gap with elastic materials and the anti-disengagement structure of the end connection device, the leaf spring can be effectively protected from damage.

[0007] The patent with the application number 202211464734.6, a leaf spring and a suspension system with a long service life, provides an elliptical spring system that fixes the end of the composite material leaf spring through three enclosing surfaces. The body of the leaf spring sheet is not grooved, effectively avoiding the cutting of the continuous fibers of the body at the end and improving the service life.

[0008] However, the suspension devices of the above patents still have problems such as complex stress at the end connection of the leaf spring, low service life of the end bushing, and relatively heavy overall weight. Summary of the Utility Model

[0009] The utility model provides a suspension device for rail vehicles with reasonable design and light weight, which is used to solve the technical problems existing in the existing suspension device mentioned in the background technology.

[0010] To solve the above technical problems, the utility model adopts the following technical solutions:

[0011] A suspension device for rail vehicles includes a buckle-type leaf spring, a rubber spring and a vertical stop; a top plate is arranged at the top of the rubber spring, and the buckle-type leaf spring is fixedly installed on the top plate; the buckle-type leaf spring includes an upper leaf spring and a lower leaf spring which are arranged oppositely, and both ends of the upper and lower leaf springs are connected by end connectors; the vertical stop is arranged between the upper leaf spring and the lower leaf spring; when the buckle-type leaf spring is compressed, it will gradually deform from the free state to the extreme displacement state, the angle between the end of the leaf spring in the free state and the horizontal line is a, and the angle rotated by the end of the leaf spring from the free state to the extreme displacement state is b, where a > b. The above design makes the end connector always receive the component force from the outside to the inside of both ends of the leaf spring during the working process of the suspension device, effectively ensuring that the end connector will not pop outwards, avoiding other-directional forces on the leaf spring caused by the outward popping of the end connector, simplifying the force condition at the end connection of the leaf spring, and ensuring the stability of the connection and the overall use of the device.

[0012] As a further preference of the above technical solution, the distances from the two leaf springs to the center line of the end connector are the same. The above design can ensure that during the deformation of the leaf spring, the end bushing will not be subjected to excessive radial force due to inconsistent rotation center distances at both ends of the upper and lower leaf springs, thereby avoiding the failure of the end connection device.

[0013] As a further optimization of the above technical solution, the end connector includes an end support seat, an end outer seat, a bushing, bolts and nuts; the end support seat is provided with a rotation hole for accommodating the bushing mandrel, and the end outer seat is provided with a rotation hole for accommodating the bushing outer sleeve; the end support seat is fixed on the surface of the upper leaf spring, and the end outer seat is fixed on the surface of the lower leaf spring; the mandrel is provided with a bolt hole and is fitted and connected with the rotation holes of the end support seat and the end outer seat and is used to accommodate the bolt, and the bolt fastens the end support seat and the end outer seat through the nut; the length of the bushing is 1 / 2 to 1 times the width of the leaf spring. When the system bears a lateral load, relative displacement will occur between the upper and lower leaf springs. If the length of the bushing is too short, to meet the stiffness requirement, the diameter of the bushing will be too large, resulting in an increase in the size of the end connector, a significant increase in weight and possibly exceeding the overall size limit. Designing the bushing length between 1 / 2 times the leaf spring width and 1 times the leaf spring width can effectively avoid the insufficient vertical space caused by too small a length and too large a bushing diameter to meet the stiffness requirement, as well as the increase in overall weight and lateral space size caused by too large a length.

[0014] As a further optimization of the above technical solution, the bushing is a metal-rubber composite bushing, and its radial stiffness is more than 10 times that of the spring system stiffness. The end bushing is of a metal-rubber composite structure, and the modulus of rubber is much smaller than that of the composite material. If the stiffness of the bushing is too small, the rubber part is prone to damage due to excessive deformation under a large load, and in the system stiffness, the bushing and the leaf spring are in series, and the change in its stiffness after damage will affect the system stiffness; the radial stiffness of the bushing is greater than 10 times that of the spring system stiffness (the stiffness after the combination of two leaf springs), which can effectively ensure the fatigue life of the bushing, and at the same time, the influence of its stiffness change on the assembly stiffness can be ignored.

[0015] As a further optimization of the above technical solution, the leaf spring is composed of curved end segments at both ends and a straight middle segment in the middle. The middle segment of the upper leaf spring is provided with a middle connector, and the middle connector includes a pressing plate and a clamping plate, and the pressing plate and the clamping plate are connected to each other and clamped on the surface of the upper leaf spring; a vertical stop is fixed on the middle segment of the lower leaf spring; the width of the middle connector is the same as the width of the vertical stop. The size distribution of the three segments of the leaf spring body is related to the length of the middle straight segment. If the design of the middle straight segment is too long, the length of the deformation segment will be reduced, and the overall stress of the leaf spring will increase; if the design of the middle straight segment is too short, the width of the middle connector will be reduced accordingly, resulting in local contact between it and the rubber surface of the stop, causing damage to the stop rubber. Designing the width of the middle connector of the upper leaf spring to be the same as the width of the stop can maximize the design of the deformation region length of the upper and lower leaf springs and improve the fatigue life of the leaf spring.

[0016] As a further optimization of the above technical solution, the ratio of the width to the thickness of the middle section of the leaf spring is 1 to 5. On the premise of meeting the length and stiffness, according to the research of the inventor, as the width of the leaf spring body decreases, the width / thickness value gradually increases, the principal direction stress and shear stress decrease accordingly, and the weight of the composite leaf spring gradually increases. When the width / thickness of the composite leaf spring body is 1 to 5, the composite leaf spring body can maintain a relatively safe stress level and a relatively small weight.

[0017] Compared with the prior art, the advantages of the present utility model are as follows:

[0018] The present utility model proposes a design method for the initial angle of the leaf spring end, simplifies the force condition at the connection of the composite leaf spring end, optimizes the bushing design method, improves the service life of the end bushing, optimizes the design of the leaf spring body and the middle connection design, improves the fatigue life of the composite leaf spring body, reduces the total system weight, improves the lightweight effect of the system, and the leaf spring end connection structure of the rail vehicle suspension device is reasonably arranged, with clear force, long service life of the end bushing, ensuring the use stability of the suspension device. At the same time, the leaf spring body size and the fatigue life of the accessory connecting parts are long, and a safe stress level can be maintained, which is beneficial to the lightweight of the suspension device. Description of the Drawings

[0019] Figure 1 It is a schematic structural diagram of the rail vehicle suspension device in Embodiment 1.

[0020] Figure 2 It is a schematic structural diagram of the snap-on leaf spring in Embodiment 1.

[0021] Figure 3 It is a schematic structural diagram of the end connection device in Embodiment 1.

[0022] Figure 4 It is a schematic structural diagram of a single-piece leaf spring in Embodiment 1.

[0023] Figure 5 It is a schematic diagram of the snap-on leaf spring of the rail vehicle suspension device in the free state in Embodiment 1.

[0024] Figure 6 It is a schematic diagram of the end of the snap-on leaf spring of the rail vehicle suspension device in the extreme displacement state in Embodiment 1.

[0025] Legend Explanation:

[0026] 1. Buckle type leaf spring; 2. Rubber spring; 3. Vertical stop; 4. Upper leaf spring; 41. Middle connecting section; 42. Middle equal stress section; 43. End section; 44. End glass fiber board; 5. Pressing plate; 6. Clamping plate; 7. End connecting piece; 71. End support seat; 72. End outer seat; 75. Bushing; 76. Bolt; 77. Gasket; 78. Nut; 8. Lower leaf spring; 9. Base plate. Detailed implementation mode

[0027] The following further elaborates on the present utility model in conjunction with specific embodiments.

[0028] Embodiment 1:

[0029] As Figure 1 shown, the suspension device of the rail vehicle in this embodiment includes a buckle type leaf spring 1, a rubber spring 2 and a vertical stop 3; a top plate is arranged at the top of the rubber spring 2, and the buckle type leaf spring 1 is fixedly installed on the top plate.

[0030] As Figure 2 shown, the buckle type leaf spring 1 includes two relatively arranged leaf springs (upper leaf spring 4 and lower leaf spring 8), end glass fiber boards 44 are arranged at both ends of the two leaf springs, the end connecting piece 7 is fixed on the end glass fiber board 44, the two leaf springs are connected by the end connecting piece 7, and the distances from the two leaf springs to the center line of the end connecting piece 7 are the same.

[0031] As Figure 3 shown, the end connecting piece 7 includes an end support seat 71, an end outer seat 72, a bushing 75, a bolt 76 and a nut 78; the bushing 75 is sleeved on the surface of the bolt 76, the end support seat 71 is provided with a rotation hole for accommodating the core shaft of the bushing 75, the end outer seat 72 is provided with a rotation hole for accommodating the outer sleeve of the bushing 75, the end support seat 71 is fixed on the surface of the upper leaf spring 4, and the end outer seat 72 is fixed on the surface of the lower leaf spring 8; the bolt 76 connects and fastens the end support seat 71 and the end outer seat 72 through the nut 78 and the gasket 77; the length of the bushing 75 is 2 / 3 of the width of the leaf spring, the bushing 75 is a metal-rubber composite bushing, and its radial stiffness is 12 times that of the spring system stiffness. As Figure 5 、 Figure 6 shown, when the buckle type leaf spring 1 is compressed, it will gradually deform from the free state to the extreme displacement state. The angle between the end of the leaf spring in the free state and the horizontal line is a, the distance between the connecting line of the rotation centers of the end connecting piece 7 and the upper leaf spring 4 and the lower leaf spring 8 is h, and the angle rotated by the end of the lower leaf spring 8 from the free state to the extreme displacement state is b, and a > b.

[0032] As Figure 4As shown in the figure, the leaf spring is composed of bent end segments 43 located at both ends and a straight middle segment (including a middle connecting segment 41 and a middle equal stress segment 42) located in the middle. A middle connecting member A is provided in the middle segment of the upper leaf spring 4. The middle connecting member B includes a pressing plate 5 and a clamping plate 6. The pressing plate 5 and the clamping plate 6 are connected to each other and clamped on the surface of the upper leaf spring 4. A middle connecting member B is provided in the middle segment of the lower leaf spring 8. The middle connecting member B includes a pressing plate 5 and a backing plate 9. The pressing plate 5 and the backing plate 9 are connected to each other and clamped on the surface of the lower leaf spring 8. A vertical stop 3 is fixed on the surface of the backing plate 9. The width of the middle connecting member A is the same as the width of the vertical stop 3. The ratio of the width to the thickness of the middle segments of the upper leaf spring 4 and the lower leaf spring 8 is 3.

[0033] The above is only the preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above embodiments. For those skilled in the art of this technology, the improvements and transformations obtained without departing from the technical concept of the present invention should also be regarded as the protection scope of the present invention.

Claims

1. An undercarriage device for a rail vehicle, characterized in that, It includes a snap-in leaf spring (1), a rubber spring (2) and a vertical stop (3); a top plate is provided at the top of the rubber spring (2), and the snap-in leaf spring (1) is fixedly installed on the top plate; the snap-in leaf spring (1) includes an upper leaf spring (4) and a lower leaf spring (8) arranged oppositely, and both ends of the upper and lower leaf springs (8) are connected by an end connector (7); the vertical stop (3) is arranged between the upper leaf spring (4) and the lower leaf spring (8); when the snap-in leaf spring (1) is compressed, it will gradually deform from the free state to the extreme displacement state, the angle between the end of the leaf spring in the free state and the horizontal line is a, and the angle rotated by the end of the leaf spring (8) from the free state to the extreme displacement state is b, where a > b.

2. The rail vehicle suspension device according to claim 1, characterized in that, The distances from the upper leaf spring (4) and the lower leaf spring (8) to the center line of the end connector (7) are the same.

3. The rail vehicle suspension device according to claim 1, characterized in that, The end connector (7) includes an end support seat (71), an end outer seat (72), a bushing (75), a bolt (76) and a nut (78); the end support seat (71) is provided with a rotation hole for accommodating the core shaft of the bushing (75), and the end outer seat (72) is provided with a rotation hole for accommodating the outer sleeve of the bushing (75); the end support seat (71) is fixed on the surface of the upper leaf spring (4), and the end outer seat (72) is fixed on the surface of the lower leaf spring (8); the bushing (75) is provided with a bolt hole and is in mating connection with the rotation holes of the end support seat (71) and the end outer seat (72) and is used for accommodating the bolt (76), and the bolt (76) tightly connects the end support seat (71) and the end outer seat (72) through the nut (78); the length of the bushing (75) is 1 / 2 to 1 times the width of the upper leaf spring (4) or the lower leaf spring (8).

4. The rail vehicle suspension device according to claim 3, characterized in that, The bushing (75) is a metal-rubber composite bushing, and its radial stiffness is more than 10 times that of the spring system stiffness.

5. The rail vehicle suspension device according to claim 1, characterized in that, Both the upper leaf spring (4) and the lower leaf spring (8) are composed of curved end segments (43) located at both ends and a straight middle segment located in the middle. A middle connector is provided in the middle segment of the upper leaf spring (4), and the middle connector includes a pressing plate (5) and a clamping plate (6), and the pressing plate (5) and the clamping plate (6) are connected to each other and clamped on the surface of the upper leaf spring (4); a vertical stop (3) is fixed in the middle segment of the lower leaf spring (8); the width of the middle connector is the same as the width of the vertical stop (3).

6. The rail vehicle suspension device according to any one of claims 1-5, characterized in that, The ratio of the width to the thickness of the middle segments of the upper leaf spring (4) and the lower leaf spring (8) is 1 to 5.

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