Light rail vehicle type traction rubber joint

Abstract

The utility model discloses a light rail car type traction rubber joint, include: connecting frame, a plurality of connecting frame's inner wall is equipped with mounting hole, its characterized in that: a plurality of connecting frame between fixed connection has the creep compensation component, the surface fixed connection of creep compensation component has the edge stress optimization component, the inner wall size of edge stress optimization component with the surface size of creep compensation component matches, through connecting frame and mounting hole whole installation device is in two light rail car type junction, and after installing, utilize the structure of the creep compensation component of intermediate junction, to solve the positioning deviation caused by rubber creep, realize multidirectional stiffness decoupling design, prolong the fatigue life, cooperate the structure of edge stress optimization component simultaneously, the stress optimization dispersion of edge place is carried out, realizes the smooth transition of elastic modulus, and the functionality and safety of device whole connection are further strengthened by bottom limiting plate.

Description

Technical Field

[0001] This utility model relates to the field of light rail vehicle traction technology, specifically a light rail vehicle traction rubber joint. Background Technology

[0002] The light rail vehicle is a modern rail vehicle specifically designed for medium-capacity urban transportation. It adopts modular formation (flexible configuration of 1-4 cars) and features core technologies such as 100% low floor (platform height 350mm±50mm), independently rotating wheel bogies, and regenerative braking energy recovery. The vehicle's core features include a lightweight aluminum alloy car body (axle load ≤13 tons) and articulated through-cars. It supports 750V / 1500V dual-mode power supply, a maximum speed of 70-80km / h, a curve clearance of R25m, and a single train capacity of 150-300 passengers. Its innovation lies in integrating Automatic Driver Assistance (ATO) with a low-noise rubber joint suspension system (in-car noise ≤65dB(A)), achieving "zero-emission" operation and energy savings of over 30%, making it an ideal solution for medium-capacity passenger transport in densely populated urban areas.

[0003] The traction rubber joint of a light rail vehicle refers to a key elastic element installed on the bogie of a light rail vehicle to connect the bogie (frame) and the car body (or bolster). While transmitting the longitudinal traction and braking forces of the train, it allows necessary relative movement between the bogie and the car body. However, after long-term exposure to alternating loads, the rubber is prone to irreversible creep, leading to a decrease in pre-compression force and misalignment of the traction rod. Therefore, we propose a traction rubber joint for light rail vehicles. Utility Model Content

[0004] The purpose of this invention is to provide a traction rubber joint for light rail vehicles to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] A light rail vehicle traction rubber joint includes: a connecting frame, wherein the inner walls of a plurality of connecting frames are provided with mounting holes, characterized in that: a creep compensation component is fixedly connected between the plurality of connecting frames, and an edge stress optimization component is fixedly connected to the surface of the creep compensation component, wherein the inner wall size of the edge stress optimization component matches the surface size of the creep compensation component.

[0007] Preferably, the creep compensation component includes a rubber shell, vertical carbon fiber cords, helical spring-shaped metal wires, a metal mandrel, an annular wedge groove, and a pre-compression shape memory alloy ring. The rubber shell is fixedly connected between multiple connecting frames, the multiple vertical carbon fiber cords are fixedly connected to the inner wall of the rubber shell, and the multiple helical spring-shaped metal wires are disposed between the vertical carbon fiber cords. The helical spring-shaped metal wires are embedded in a rubber matrix.

[0008] Preferably, the metal mandrel is fixedly connected to the inner wall of the rubber shell, and a plurality of the annular wedge grooves are formed on the surface of the metal mandrel.

[0009] Preferably, a plurality of the pre-compression memory alloy rings are fixedly connected to the inner wall of the annular wedge groove, and the pre-compression memory alloy rings are made of nickel-titanium alloy.

[0010] Preferably, the edge stress optimization component includes a rubber-metal composite layer and a metal powder layer, wherein the rubber-metal composite layer is fixedly connected to the surface of the rubber shell.

[0011] Preferably, the metal powder layer is fixedly connected to the inner wall of the rubber-metal composite layer, and the material of the metal powder layer is the same metal material as that of the metal mandrel.

[0012] Preferably, a bottom limiting plate is fixedly connected to the bottom of the connecting frame, and the size of the bottom limiting plate matches the mounting hole.

[0013] Compared with the prior art, the beneficial effects of this utility model are:

[0014] 1. The device is installed at the junction of two light rail vehicles using a connecting frame and mounting holes. After installation, the creep compensation component at the junction is used to solve the positioning misalignment caused by rubber creep, achieve multi-directional stiffness decoupling design, and extend fatigue life. At the same time, the edge stress optimization component optimizes and disperses the stress at the edge, achieving a smooth transition of elastic modulus. The bottom limiting plate further enhances the functionality and safety of the device after overall connection.

[0015] 2. The positioning misalignment caused by rubber creep is solved by the structure of the creep compensation component. An annular wedge groove is machined on the outer surface of the metal mandrel, and a pre-compression shape memory alloy made of nickel-titanium alloy is embedded in the groove. The shape memory alloy ring is in an expanded state at room temperature, continuously applying radial pre-pressure to the rubber body to compensate for the loss of pre-tightening force caused by rubber creep. Vertical carbon fiber cords improve longitudinal (X-direction) stiffness, and helical spring-shaped metal wires are embedded in the rubber matrix to enhance transverse (Y-direction) elasticity, thereby further eliminating stress abrupt changes. Attached Figure Description

[0016] The accompanying drawings are provided to further understand the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the present invention and do not constitute a limitation thereof.

[0017] In the attached diagram:

[0018] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0019] Figure 2 This is a bottom view of the overall structure of this utility model;

[0020] Figure 3 This is a schematic diagram of the creep compensation component in the structure of this utility model;

[0021] Figure 4 This is a schematic diagram of the internal structure of the creep compensation component in this utility model.

[0022] Figure 5 This is a schematic diagram of the back of the edge stress optimization component in the structure of this utility model.

[0023] In the diagram: 1. Connecting frame; 2. Mounting hole; 3. Creep compensation component; 301. Rubber shell; 302. Vertical carbon fiber cord; 303. Helical spring-shaped metal wire; 304. Metal mandrel; 305. Annular wedge groove; 306. Pre-compression memory alloy ring; 4. Edge stress optimization component; 401. Rubber-metal composite layer; 402. Metal powder layer; 5. Bottom limiting plate. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] Please see Figures 1-5 This utility model provides a technical solution:

[0026] A light rail vehicle traction rubber joint includes: a connecting frame 1, with mounting holes 2 on the inner walls of multiple connecting frames 1. The connecting frames 1 are characterized by: creep compensation components 3 fixedly connected between them; an edge stress optimization component 4 fixedly connected to the surface of the creep compensation component 3; the inner wall dimensions of the edge stress optimization component 4 matching the surface dimensions of the creep compensation component 3; and a bottom limiting plate 5 fixedly connected to the bottom of the connecting frame 1, the dimensions of which match the mounting holes 2.

[0027] In this embodiment, the connecting frame 1 can help to install two light rail vehicles together with the mounting holes 2. At the same time, during use, the structure of the creep compensation component 3 is used to solve the positioning offset caused by rubber creep, realize multi-directional stiffness decoupling design, and extend fatigue life. In conjunction with the edge stress optimization component 4, the overall safety of the device is further improved. The bottom limiting plate 5 can reinforce and fix the installation of the connecting frame 1 from the bottom.

[0028] The creep compensation component 3 includes a rubber shell 301, vertical carbon fiber cords 302, helical spring-shaped metal wires 303, a metal mandrel 304, an annular wedge groove 305, and a pre-compression memory alloy ring 306. The rubber shell 301 is fixedly connected between multiple connecting frames 1, multiple vertical carbon fiber cords 302 are fixedly connected to the inner wall of the rubber shell 301, and multiple helical spring-shaped metal wires 303 are disposed between the vertical carbon fiber cords 302. The helical spring-shaped metal wires 303 are embedded in a rubber matrix.

[0029] In this embodiment, the creep compensation component 3 utilizes the rubber shell 301 for basic rubber traction function, while installing vertical carbon fiber cords 302 and helical spring-shaped metal wires 303 inside. The vertical carbon fiber cords 302 improve longitudinal (X-direction) stiffness, and the helical spring-shaped metal wires 303 are embedded in the rubber matrix to enhance lateral (Y-direction) elasticity, thereby eliminating stress abrupt changes.

[0030] The metal mandrel 304 is fixedly connected to the inner wall of the rubber housing 301, and multiple annular wedge grooves 305 are formed on the surface of the metal mandrel 304.

[0031] In this embodiment, the metal mandrel 304 can provide an internal stable support center for the creep compensation assembly 3 as a whole, and the annular wedge groove 305 opened on the surface can provide a mounting base for the pre-compressed shape memory alloy ring 306, thereby further improving the overall safety and stability of the creep compensation assembly 3.

[0032] Multiple pre-compression shape memory alloy rings 306 are fixedly connected to the inner wall of the annular wedge groove 305. The pre-compression shape memory alloy rings 306 are made of nickel-titanium alloy.

[0033] In this embodiment, the pre-compressed shape memory alloy ring 306 is cooled to below the phase change temperature before assembly, so that its diameter is reduced and it is embedded in the annular wedge groove (305). After the temperature returns to room temperature, the alloy ring expands and generates continuous radial compressive stress (≥2MPa), which compensates for the loss of pre-tightening force caused by rubber creep and further improves the overall safety of the device.

[0034] The edge stress optimization component 4 includes a rubber-metal composite layer 401 and a metal powder layer 402, with the rubber-metal composite layer 401 fixedly connected to the surface of the rubber shell 301.

[0035] In this embodiment, the edge stress optimization component 4 reinforces the surface of the creep compensation component 3 through the rubber-metal composite layer 401, and further reinforces the connection traction point using its own material.

[0036] The metal powder layer 402 is fixedly connected to the inner wall of the rubber-metal composite layer 401. The material of the metal powder layer 402 is the same metal material as that of the metal mandrel 304.

[0037] In this embodiment, the metal powder layer 402 can work in conjunction with the rubber-metal composite layer 401 to disperse the stress it receives during activity by utilizing its own dispersion design. This disperses the stress on the edge surface of the creep compensation component 3, thereby further improving the overall service life of the device.

[0038] Working Principle: This joint achieves efficient traction force transmission and long service life through a dual synergistic mechanism. The pre-compression memory alloy ring 306 is embedded into the annular wedge groove 305 during assembly after low-temperature shrinkage. After the phase change at room temperature, it generates a continuous radial expansion force. When the rubber shell 301 creeps due to long-term load, the expansion force of the pre-compression memory alloy ring 306 automatically increases, offsetting the loss of pre-tightening force and ensuring the positioning accuracy of the traction rod. The vertical carbon fiber cord 302 is oriented longitudinally (X direction), significantly improving tensile stiffness (multiple times that of the base rubber), accurately transmitting traction / braking force. The helical spring-shaped metal wire 303 is distributed in a spring-like manner in the transverse direction (Y direction), providing controllable elastic deformation (stiffness adjustable range ±15%), ensuring the smoothness of curve passage, thereby improving the overall performance of the device.

[0039] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A traction rubber joint for a light rail vehicle, comprising a connecting frame (1), wherein mounting holes (2) are provided on the inner walls of a plurality of the connecting frames (1), characterized in that: Creep compensation components (3) are fixedly connected between multiple connecting frames (1), and edge stress optimization components (4) are fixedly connected to the surface of the creep compensation components (3). The inner wall size of the edge stress optimization components (4) matches the surface size of the creep compensation components (3). The creep compensation component (3) includes a rubber shell (301), vertical carbon fiber cords (302), helical spring-shaped metal wires (303), a metal mandrel (304), an annular wedge groove (305), and a pre-compression memory alloy ring (306). The rubber shell (301) is fixedly connected between multiple connecting frames (1), the multiple vertical carbon fiber cords (302) are fixedly connected to the inner wall of the rubber shell (301), and the multiple helical spring-shaped metal wires (303) are disposed between the vertical carbon fiber cords (302). The helical spring-shaped metal wires (303) are embedded in a rubber matrix. The metal mandrel (304) is fixedly connected to the inner wall of the rubber shell (301), and a plurality of annular wedge grooves (305) are formed on the surface of the metal mandrel (304); Multiple pre-compression memory alloy rings (306) are fixedly connected to the inner wall of the annular wedge groove (305), and the pre-compression memory alloy rings (306) are made of nickel-titanium alloy.

2. The traction rubber joint for a light rail vehicle according to claim 1, characterized in that: The edge stress optimization component (4) includes a rubber-metal composite layer (401) and a metal powder layer (402), wherein the rubber-metal composite layer (401) is fixedly connected to the surface of the rubber shell (301).

3. The traction rubber joint for a light rail vehicle according to claim 2, characterized in that: The metal powder layer (402) is fixedly connected to the inner wall of the rubber-metal composite layer (401), and the material of the metal powder layer (402) is the same metal material as that of the metal mandrel (304).

4. The traction rubber joint for a light rail vehicle according to claim 1, characterized in that: The bottom of the connecting frame (1) is fixedly connected to a bottom limiting plate (5), the size of which matches the mounting hole (2).

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