A nod-resistant torsion bar device, bogie and vehicle
By using an adjustable-length telescopic rod structure in the anti-nodding torsion bar device, the problem of insufficient adaptability of vehicles under different load conditions is solved, thereby improving the stability of vehicle operation and simplifying the adjustment of the device.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- CHINA RAILWAY NEW COMM INVESTMENT CO LTD (HEFEI)
- Filing Date
- 2025-09-09
- Publication Date
- 2026-06-23
AI Technical Summary
Existing anti-diving torsion bar devices cannot adapt to changes in the vertical relative displacement between the vehicle and the bogie under different load conditions, affecting the vehicle's operational stability.
The structure employs an adjustable telescopic rod, which dynamically adjusts the length of the connecting rod through the engagement of internal and external threads. This ensures that the torsion bar is always within its effective torsional range, generating a reverse elastic torque to suppress vehicle rotation.
It effectively solves the problem of insufficient adaptability of anti-nodding device under different load conditions, significantly improves vehicle operation stability, simplifies the device adjustment process, and ensures accurate correspondence between constraint torque and vibration response.
Smart Images
Figure CN224392606U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of rail transit technology, specifically to an anti-head-diving torsion bar device, a bogie, and a vehicle. Background Technology
[0002] During the operation of rail transit vehicles, head-diving vibration is a common dynamic performance problem, mainly occurring during vehicle acceleration and deceleration, or when traversing slopes or uneven track sections. At these times, the vertical load distribution between the car body and the bogie changes instantaneously, causing the car body to rotate periodically up and down around its lateral axis (i.e., "head-diving"). Anti-head-diving torsion bar devices are widely used as a key component of the suspension system in related technologies. Their core principle is to generate a reverse constraint torque through the torsional elastic deformation of the torsion bar, counteracting the head-diving angular displacement of the car body. However, current mainstream anti-head-diving torsion bar devices still have the following technical shortcomings in structural design and practical application: the connecting rod length of existing devices is a fixed structure. When the vehicle is under different load conditions such as no-load or full-load, or when facing different track irregularities, the fixed-length connecting rod cannot adapt to the changes in the vertical relative displacement between the car body and the bogie. This, in turn, affects the stability of vehicle operation. Utility Model Content
[0003] The purpose of this invention is to enable the anti-nodding torsion bar device to adapt to different vehicle loads and track disturbance conditions, thereby ensuring the stability of vehicle operation.
[0004] To solve the above problems, this utility model provides an anti-diving torsion bar device, a bogie, and a vehicle.
[0005] In a first aspect, this utility model provides an anti-dive torsion bar device applied to the frame of a vehicle bogie; the frame includes a composite beam and a lower curved beam, one end of the lower curved beam is connected to the side wall of the composite beam, and the other end is located on the outside of the composite beam; the anti-dive torsion bar device includes a torsion bar and a pair of connecting rods; the torsion bar is perpendicular to the composite beam, and connecting rods are installed at both ends, with the two connecting rods located on the same side of the torsion bar; one connecting rod is connected to the composite beam at the end away from the torsion bar, and the other connecting rod is connected to the lower curved beam at the end away from the torsion bar; the connecting rods are telescopic rods with adjustable length.
[0006] The beneficial effects of this utility model's anti-nodding torsion bar device are:
[0007] When vertical displacement occurs during vehicle operation, relative movement occurs between the lower curved beam and the composite beam. The telescopic bar compensates for the displacement difference by adjusting its own length, ensuring that the torsion bar remains within its effective torsional range. Driven by the connecting rod, the torsion bar generates an elastic torque opposite to the nodding direction, suppressing the rotation of the vehicle body around its lateral axis. For example, under full load conditions, the telescopic bar can extend to accommodate the vehicle body's sag. The adjustable connecting rod structure ensures the torsion bar system remains within its optimal operating range, preventing performance degradation due to excessive displacement. Simultaneously, the telescopic bar structure simplifies the adjustment process, allowing for length adaptation without disassembly. This effectively solves the problem of insufficient adaptability of anti-nodding devices under different load conditions. The adjustable connecting rod structure enables the torsion bar system to dynamically match the displacement changes between the vehicle body and the bogie, ensuring precise correspondence between constraint torque and vibration response, significantly improving vehicle operational stability.
[0008] Optionally, the telescopic rod includes a first connecting rod and a second connecting rod; the first connecting rod and the second connecting rod are coaxially arranged, and their two ends, which are close to each other, are respectively provided with external threads and internal threaded holes; the external threads and internal threaded holes cooperate with each other.
[0009] Optionally, the torsion bar includes a torsion bar seat and a torsion bar shaft; torsion arms are installed at both ends of the torsion bar shaft; the torsion arms are connected to the connecting rod; and the torsion bar seat is sleeved outside the torsion bar shaft.
[0010] Alternatively, the torsion arm and the connecting rod are connected by a rubber joint or a ball joint.
[0011] Optionally, two torsion bar seats are provided, and the two torsion bar seats are symmetrically arranged along the center of the torsion bar axis.
[0012] Optionally, a dust cover is provided on the surface of the torsion bar shaft located outside the torsion bar seat.
[0013] Optionally, a rubber sleeve is provided between the torsion bar seat and the torsion bar shaft.
[0014] Optionally, the connecting rod and the composite beam or the connecting rod and the lower bending beam are connected by rubber joints or ball joints.
[0015] Secondly, this utility model provides a bogie, including the aforementioned anti-dive torsion bar device.
[0016] Thirdly, this utility model provides a vehicle that includes the aforementioned anti-dive torsion bar device, or that includes the aforementioned bogie. Attached Figure Description
[0017] Figure 1 This is a schematic diagram of the anti-head-diving torsion bar device of this utility model assembled on the bogie according to an embodiment of the present utility model;
[0018] Figure 2 This is a side view of the anti-diving torsion bar device of this utility model assembled on the bogie according to an embodiment of the present invention;
[0019] Figure 3 This is a schematic diagram of the connection layout of the torsion bar and connecting rod according to an embodiment of the present utility model;
[0020] Figure 4 This is a schematic diagram of the torsion bar according to an embodiment of the present invention.
[0021] Explanation of reference numerals in the attached figures:
[0022] 300. Anti-nodding torsion bar device; 310. Torsion bar; 311. Torsion arm; 312. Torsion bar seat; 313. Dust cover; 314. Rubber sleeve; 315. Torsion bar shaft; 320. Connecting rod. Detailed Implementation
[0023] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Although some embodiments of this utility model are shown in the drawings, it should be understood that this utility model can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this utility model. It should be understood that the drawings and embodiments of this utility model are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.
[0024] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies.
[0025] It should be noted that the terms "one" and "multiple" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".
[0026] like Figure 1-4As shown in the figure, an anti-dive torsion bar device 300 provided in this embodiment of the present invention is applied to the frame of a vehicle bogie; the frame includes a composite beam and a lower curved beam, one end of the lower curved beam is connected to the side wall of the composite beam, and the other end is located on the outside of the composite beam; the anti-dive torsion bar device 300 includes a torsion bar 310 and a pair of connecting rods 320; the torsion bar 310 is perpendicular to the composite beam, and connecting rods 320 are installed at both ends, with the two connecting rods 320 located on the same side of the torsion bar 310; one end of one connecting rod 320 away from the torsion bar 310 is connected to the composite beam, and the other end of the connecting rod 320 away from the torsion bar 310 is connected to the lower curved beam; the connecting rods 320 are telescopic rods with adjustable length.
[0027] The anti-nodding torsion bar device 300 refers to a mechanism that generates a reverse torque through the torsional elasticity of the torsion bar 310. Specifically, it can be implemented using a torsion bar 310 structure with connecting rods 320 installed at both ends, transmitting displacement changes to the torsion bar 310 via the connecting rods 320. The telescopic bar refers to a connecting rod 320 with length adjustment function, specifically implemented using a sleeve structure with internal and external threads, changing the total length of the connecting rod 320 by rotating the sleeve. The connection between the composite beam and the lower bending beam refers to one end of the lower bending beam being fixed to the side wall of the composite beam, and the other end extending to the outside of the composite beam. This can be achieved through a welding connection, forming a stable frame structure.
[0028] Specifically, when vertical displacement occurs during vehicle operation, relative movement occurs between the lower curved beam and the composite beam. The telescopic rod compensates for the displacement difference by adjusting its own length, ensuring that the torsion bar 310 remains within its effective torsional range. Driven by the connecting rod 320, the torsion bar 310 generates an elastic torque opposite to the nodding direction, suppressing the rotation of the vehicle body around its lateral axis. For example, under full load conditions, the telescopic rod can extend to accommodate the vehicle body's subsidence; under no-load conditions or on uneven tracks, the length of the connecting rod 320 is shortened to maintain system stiffness. This embodiment, through the adjustable connecting rod 320 structure, ensures that the torsion bar 310 system remains within its optimal operating range, avoiding performance degradation due to excessive displacement. Simultaneously, the telescopic rod structure simplifies the device adjustment process, allowing for length adaptation without disassembly. This effectively solves the problem of insufficient adaptability of the anti-nodding device under different load conditions. The adjustable connecting rod 320 structure enables the torsion bar 310 system to dynamically match the displacement changes between the vehicle body and the bogie, ensuring precise correspondence between the constraint torque and vibration response, significantly improving vehicle operational stability.
[0029] Optionally, the telescopic rod includes a first connecting rod and a second connecting rod; the first connecting rod and the second connecting rod are coaxially arranged, and their two ends, which are close to each other, are respectively provided with external threads and internal threaded holes; the external threads and internal threaded holes cooperate with each other.
[0030] The first connecting rod is a rod-shaped structure constituting the main body of the telescopic rod. It can be formed from metal tubing and has external threads at its end for length adjustment. The second connecting rod is another rod-shaped structure that mates with the first connecting rod. It can be a sleeve-type design and has an internal threaded hole at its end for a threaded connection. The external thread is a helical protrusion on the outer surface of the rod, formed by turning or rolling, used to create a helical drive relationship with the internal threaded hole. The internal threaded hole is a helical groove inside the rod, formed by tapping, and its engagement with the external thread enables axial displacement control.
[0031] Specifically, the external thread of the first connecting rod and the internal thread of the second connecting rod form a threaded connection. The axial overlap length of the two connecting rods can be changed by relative rotation. When the vehicle is unloaded or fully loaded, the operator can rotate the first or second connecting rod to move the external thread axially along the internal thread, thereby precisely adjusting the total length of the telescopic rod. After adjustment, the threaded connection structure can be secured with a lock nut or anti-loosening adhesive to ensure the telescopic rod maintains its set length during vehicle operation. This structure allows for quick adjustments during vehicle maintenance, adapting to vertical displacement changes under different load conditions without replacing parts. This embodiment enables the anti-nodding torsion bar device 300 to always be in optimal working condition by adjusting the telescopic rod length when the vehicle is unloaded, fully loaded, or traversing uneven track areas. This adjustment function effectively compensates for the vertical relative displacement between the car body and the bogie, ensuring that the constraint torque generated by the torsion bar 310 accurately acts on the car body, significantly suppressing nodding vibration under different operating conditions.
[0032] Optionally, the torsion bar 310 includes a torsion bar seat 312 and a torsion bar shaft 315; torsion arms 311 are installed at both ends of the torsion bar shaft 315; the torsion arms 311 are connected to the connecting rod 320; and the torsion bar seat 312 is sleeved on the outside of the torsion bar shaft 315.
[0033] The torsion bar seat 312 is a support component sleeved on the outside of the torsion bar shaft 315, which can be implemented using a split casting structure. Its function is to provide radial constraint and distribute the load for the torsion bar shaft 315. The torsion bar shaft 315 is a rod-shaped component that transmits torsional torque. It can be manufactured from alloy steel through heat treatment. Its function is to generate a reverse constraint torque through its own elastic deformation. The torsion arm 311 is a force transmission component installed at both ends of the torsion bar shaft 315. It can be forged and welded or bolted to the ends of the torsion bar shaft 315. Its function is to convert the torsional torque of the torsion bar shaft 315 into a linear force of the connecting rod 320.
[0034] Specifically, the two ends of the torsion bar shaft 315 are rigidly connected to the connecting rod 320 via torsion arms 311. When the car body and bogie undergo vertical relative displacement, the tension or pressure of the connecting rod 320 drives the torsion arms 311 to rotate around the axis of the torsion bar shaft 315, causing the torsion bar shaft 315 to undergo elastic torsional deformation. The torsion bar seat 312 is assembled with the torsion bar shaft 315 using a clearance fit, providing radial support while allowing the torsion bar shaft 315 to rotate freely. The inner surface of the torsion bar seat 312 can be coated with a lubricating coating to reduce frictional resistance, and the surface of the torsion bar shaft 315 can be treated with rust prevention to improve durability.
[0035] Optionally, the torsion arm 311 and the connecting rod 320 are connected by a rubber joint or a ball joint.
[0036] Rubber joints refer to flexible connecting components made of elastic materials, specifically using a composite structure of vulcanized rubber and metal inserts. The internal rubber layer absorbs vibration energy through elastic deformation and allows for deflection at a certain angle. Ball joints refer to movable connecting structures with a spherical contact surface, specifically using a hinged component with a ball joint and a socket. The ball joint can rotate in multiple directions within the socket to compensate for displacement deviations.
[0037] Specifically, during vehicle operation, when vertical relative displacement occurs between the vehicle body and the bogie, the rubber joint at the connection between the torsion arm 311 and the connecting rod 320 buffers the impact load during the transmission of torsional torque through elastic deformation, while allowing angular displacement between the torsion arm 311 and the connecting rod 320. The ball joint, through the free rotation characteristics of its spherical contact structure, allows the connection between the torsion arm 311 and the connecting rod 320 to adapt to displacement changes in three-dimensional space. Both connection methods effectively reduce stress concentration caused by rigid connections, preventing fatigue cracks in metal components due to repeated alternating loads. This embodiment, by introducing rubber joints or ball joints, enables the connection to have multi-directional displacement compensation capabilities, significantly reducing mechanical wear under dynamic loads. It effectively solves the stress concentration problem caused by rigid constraints at the connection between the torsion arm 311 and the connecting rod 320, extending the service life of key components. Simultaneously, the flexible connection adapts to dynamic displacement changes of the vehicle under different load conditions, improving the stability and reliability of the anti-nodding torsion bar device 300 in complex operating environments.
[0038] Optionally, two torsion bar seats 312 are provided, and the two torsion bar seats 312 are symmetrically arranged along the center of the torsion bar axis 315.
[0039] The torsion bar seat 312 refers to the support structure sleeved on the outside of the torsion bar shaft 315. It can be made of metal casting or welding, with its inner wall forming a clearance fit or interference fit with the outer surface of the torsion bar shaft 315. Centrally symmetrical arrangement means that two torsion bar seats 312 are arranged on either side of the torsion bar shaft 315, with the vertical plane of the torsion bar shaft 315 as the symmetrical reference. This can be achieved through equidistant positioning or mirror installation.
[0040] Specifically, the torsion bar shaft 315 is supported by two symmetrically distributed torsion bar seats 312, forming a double-point fixing structure. When the torsion bar shaft 315 twists during vehicle operation, the symmetrically arranged torsion bar seats 312 can synchronously transmit the load, constraining the bending deformation of the torsion bar shaft 315 within the plane of symmetry. Thus, the contact stress between the torsion bar shaft 315 and the torsion bar seats 312 is evenly distributed, avoiding structural fatigue caused by localized stress concentration. Through the symmetrically arranged double torsion bar seats 312, the torsion bar shaft 315 generates symmetrical constraint reaction forces during torsion, significantly reducing asymmetrical wear between the shaft and the supporting structure.
[0041] Optionally, a dust cover 313 is provided on the surface of the torsion bar shaft 315 located outside the torsion bar seat 312.
[0042] The dust cover 313 refers to the protective structure covering the exposed portion of the torsion bar shaft 315. It can be made of rubber or polyurethane and forms a sealed connection with the surface of the torsion bar shaft 315 via elastic clips or heat-shrink sleeves. This structure effectively prevents contaminants such as track dust and moisture from entering the mating clearance between the torsion bar shaft 315 and the torsion bar seat 312. The outer surface of the torsion bar shaft 315 refers to the exposed area not covered by the torsion bar seat 312. This area is directly exposed to the external environment during vehicle operation and is susceptible to foreign matter adhesion, leading to abnormal wear of the friction pair.
[0043] Specifically, the dust cover 313 is fitted to both ends of the torsion bar shaft 315 extending from the torsion bar seat 312. Its inner diameter is interference-fitted with the outer diameter of the torsion bar shaft 315, and the ends of the cover are axially fixed using clamps or heat shrinking technology. When the vehicle passes through a dusty environment or wet road section, the elastic material of the dust cover 313 can undergo slight deformation with the torsion bar shaft 315 while maintaining a tight fit with the shaft surface, preventing contaminants from entering the torsion bar seat 312 axially. For example, an annular groove is provided at the connection between the torsion bar shaft 315 and the torsion arm 311, and the edge of the dust cover 313 can be embedded in the groove to achieve a double seal. By adding the dust cover 313 to form a physical isolation layer, the erosion of the torsion bar shaft 315 moving pair by external contaminants is significantly reduced.
[0044] Optionally, a rubber sleeve 314 is provided between the torsion bar seat 312 and the torsion bar shaft 315.
[0045] Among them, the rubber sleeve 314 refers to an elastic annular sealing component, which can be made of vulcanized rubber or polyurethane material. By wrapping in the gap between the torsion bar shaft 315 and the torsion bar seat 312, it can buffer the rigid contact between the two.
[0046] Specifically, the rubber sleeve 314 is press-fitted between the inner wall of the torsion bar seat 312 and the outer surface of the torsion bar shaft 315, forming an elastic isolation layer. When the torsion bar shaft 315 twists during vehicle operation, the rubber sleeve 314 absorbs the vibration energy between the torsion bar shaft 315 and the torsion bar seat 312 through its own elastic deformation, while allowing the torsion bar shaft 315 to rotate at a small angle within the area enclosed by the rubber sleeve 314. This structure avoids frictional noise generated by direct contact between the torsion bar shaft 315 and the torsion bar seat 312, and reduces the transmission of vibration to the frame.
[0047] Optionally, the connecting rod 320 is connected to the composite beam or the lower bending beam via rubber joints or ball joints.
[0048] Specifically, when the vehicle body and bogie experience relative displacement during operation, the rubber joints compensate for the displacement deviation through elastic deformation, while the ball joints adapt to angular changes through the rotation of the spherical contact pairs. Both connection methods effectively eliminate the additional stress generated by rigid connections, preventing bending deformation of the connecting rod 320° due to displacement mismatch. The flexible characteristics of the connecting joints allow the torsion bar device to maintain the stability of the force transmission path when subjected to vertical loads, while reducing wear between moving parts.
[0049] This utility model provides a bogie including the anti-dive torsion bar device 300 as described above. This utility model also provides a vehicle including the anti-dive torsion bar device 300 as described above, or a bogie as described above.
[0050] The beneficial effects of the vehicle in this embodiment compared to the prior art are the same as those of the anti-nodding torsion bar device 300 described above, and will not be repeated here.
[0051] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.
Claims
1. An anti-diving torsion bar device (300) applied to the frame of a vehicle bogie; the frame includes a composite beam and a lower bending beam, one end of the lower bending beam being connected to the side wall of the composite beam, and the other end being located outside the composite beam; characterized in that, The anti-nodding torsion bar device (300) includes a torsion bar (310) and a pair of connecting rods (320); the torsion bar (310) is perpendicular to the composite beam, and the connecting rods (320) are installed at both ends, with the two connecting rods (320) located on the same side of the torsion bar (310); one end of the connecting rod (320) away from the torsion bar (310) is connected to the composite beam, and the other end of the connecting rod (320) away from the torsion bar (310) is connected to the lower bending beam; the connecting rod (320) is a telescopic rod with adjustable length.
2. The anti-nodding torsion bar device (300) according to claim 1, characterized in that, The telescopic rod includes a first connecting rod and a second connecting rod; the first connecting rod and the second connecting rod are coaxially arranged, and their two ends, which are close to each other, are respectively provided with external threads and internal threaded holes; the external threads and the internal threaded holes cooperate with each other.
3. The anti-nodding torsion bar device (300) according to claim 1, characterized in that, The torsion bar (310) includes a torsion bar seat (312) and a torsion bar shaft (315); torsion arms (311) are installed at both ends of the torsion bar shaft (315); the torsion arms (311) are connected to the connecting rod (320); the torsion bar seat (312) is sleeved on the outside of the torsion bar shaft (315).
4. The anti-nodding torsion bar device (300) according to claim 3, characterized in that, The torsion arm (311) and the connecting rod (320) are connected by a rubber joint or a ball joint.
5. The anti-nodding torsion bar device (300) according to claim 3, characterized in that, Two torsion bar seats (312) are provided, and the two torsion bar seats (312) are symmetrically arranged along the center of the torsion bar axis (315).
6. The anti-nodding torsion bar device (300) according to claim 3, characterized in that, The surface of the torsion bar shaft (315) located outside the torsion bar seat (312) is provided with a dust cover (313).
7. The anti-nodding torsion bar device (300) according to claim 3, characterized in that, A rubber sleeve (314) is provided between the torsion bar seat (312) and the torsion bar shaft (315).
8. The anti-nodding torsion bar device (300) according to claim 1, characterized in that, The connecting rod (320) is connected to the composite beam via a rubber joint or a ball joint, or the connecting rod (320) is connected to the lower curved beam via a rubber joint or a ball joint.
9. A bogie, characterized in that, Includes the anti-nodding torsion bar device (300) as described in any one of claims 1 to 8.
10. A vehicle, characterized in that, It includes the anti-sway bar device (300) as described in any one of claims 1 to 8, or the bogie as described in claim 9.