Braking structure for bogie pushing equipment of rail transit vehicles

Abstract

This utility model discloses a braking structure for a bogie pushing device in rail transit vehicles, including a frame. A brake shoe is fixedly installed in the middle of the frame, and a traveling wheel is installed at the bottom of the brake shoe. Both ends of the axle of each traveling wheel are elastically connected to the frame through a suspension mechanism. This utility model can provide reliable braking force for the pushed bogie, improve the controllable pushing speed of the bogie, thereby improving the pushing operation efficiency, and also effectively reduce the operational safety risks. It is used for bogie pushing braking operations during vehicle unloading.

Description

Technical Field

[0001] This utility model relates to the field of rail transit, and more specifically, to a braking structure for a bogie propulsion device for rail transit vehicles. Background Technology

[0002] As the core carrier of modern public transportation, the safety performance and operational efficiency of rail transit vehicles directly depend on the scientific and reliable nature of their manufacturing and maintenance processes. The bogie, a key running gear of rail transit vehicles, undertakes core functions such as bearing the weight of the car body, transmitting traction and braking forces, and ensuring stable vehicle operation. Its assembly precision and maintenance quality play a decisive role in the overall performance of the vehicle. During the manufacturing and maintenance of rail transit vehicles, the bogie, before being connected to the car body, requires multiple pushing operations to complete key processes such as component assembly, performance testing, fault repair, and final precise docking with the car body. Therefore, efficient and safe bogie movement is a crucial foundation for ensuring the smooth progress of rail transit vehicle production and maintenance processes.

[0003] Currently, in the operation scenarios within the bogie depot of rail transit vehicles, the traditional method of manual pushing is commonly used in the industry for moving bogies that are not connected to the car body. This method relies on operators to directly push the bogie to move it. Its operation logic is simple and does not require complex equipment assistance, and it was widely used in the early stages when bogies were lightweight and the operation frequency was low. However, with the continuous development of rail transit technology, the increased weight of bogies due to the increase in vehicle passenger capacity, and the increased operation frequency due to the scale of production and maintenance, the inherent defects of the manual pushing method have become increasingly prominent, and it has gradually become unable to meet the dual requirements of safety and efficiency in modern production and maintenance.

[0004] From a safety risk perspective, bogies, as load-bearing components of vehicles, typically weigh several tons or even more than ten tons per unit, exhibiting typical "heavy weight" characteristics. Simultaneously, to ensure the stability of the bogie during operation, the wheelset-rail fit is extremely precise, resulting in low running resistance. These characteristics lead to the bogie generating significant kinetic energy once it begins to move manually, and after stopping, it will slide a considerable distance due to inertia. During this process, operators find it difficult to precisely control the bogie's speed and stopping position manually, making it highly susceptible to loss of control during sliding. This can lead to collisions between the bogie and equipment in the depot, other bogies, or even serious injuries such as crushing or impact to on-site operators, posing a significant safety hazard to production and maintenance sites.

[0005] From a production efficiency perspective, to mitigate the aforementioned safety risks, on-site operators must strictly control the bogie's pushing speed to an extremely low level, typically below 0.5 km / h. While this low-speed pushing mode reduces the probability of accidents to some extent, it significantly prolongs the bogie's movement time between various processes. For example, the movement of the bogie from the maintenance station to the car body docking station, which would normally take only a few minutes, often takes tens of minutes under low-speed control, significantly increasing the production and maintenance cycle of a single bogie. Especially in large-scale production and maintenance scenarios, where the pushing operations of multiple bogies are interconnected, the time lost due to low-speed pushing accumulates, directly restricting the operational efficiency of the entire production and maintenance line and increasing the company's production and operating costs.

[0006] Therefore, developing a braking structure for the bogie pushing equipment of rail transit vehicles that can effectively reduce safety risks while improving the efficiency of pushing operations has become an urgent technical requirement in the current rail transit vehicle production and maintenance field, and has important practical significance for promoting the upgrading and optimization of rail transit equipment manufacturing and maintenance technologies. Utility Model Content

[0007] In order to overcome the shortcomings of the existing technology, this utility model proposes a braking structure for a bogie pushing device for rail transit vehicles, which can provide reliable braking force for the bogie being pushed, improve the speed of controllable bogie pushing, thereby improving the efficiency of pushing operations, and at the same time effectively reduce operational safety risks.

[0008] The objective of this utility model is achieved through the following technical solution.

[0009] A braking structure for a bogie pushing device of a rail transit vehicle includes a frame, a brake shoe fixedly disposed in the middle of the frame, and a traveling wheel disposed at the bottom of the brake shoe. Both ends of the axle of each traveling wheel are elastically connected to the frame through a suspension mechanism.

[0010] Furthermore, the frame includes a back panel and two side panels, which are perpendicularly disposed on the same side of the back panel and are parallel to each other.

[0011] Furthermore, the brake shoe is disposed between the two side plates and fixed perpendicularly to the back plate, and the brake shoe is arranged parallel to the two side plates.

[0012] Furthermore, a connecting rod connects the brake shoe and the side plate.

[0013] Furthermore, the suspension mechanism is composed of a spring, one end of which is fixedly connected to the side plate, and the other end is fixedly connected to the corresponding wheel axle. A cotter pin is provided at the end of the wheel axle.

[0014] Furthermore, the front end faces of both the brake shoe and the side plate are configured as inclined tread surfaces that contact the bogie wheels.

[0015] Furthermore, the brake shoe has a limiting groove for limiting the travel wheel from bottom to top.

[0016] Compared with the prior art, the beneficial effects of the technical solution of this utility model are:

[0017] (1) In this utility model, the frame provides spatial constraints for each component of the drive structure and bears the braking torque and transmits braking impact. In this utility model, the suspension mechanism ensures normal travel when braking is not required and provides reliable braking stroke when braking is required. During travel, the entire braking structure travels by the wheels contacting the ground or rail surface under the support of the suspension mechanism. During braking, the pressure transmitted from the bogie wheels acts on the brake shoes and is further transmitted to the frame. The frame compresses the suspension mechanism downward, causing the bottom surface of the brake shoes to rub against the ground or rail surface to generate braking force, thereby achieving the braking of the bogie. The innovative braking structure provides reliable braking force for the pushed bogie, improving the controllable pushing speed of the bogie.

[0018] (2) Significantly improves the safety and controllability of bogie pushing operations, and completely eliminates the risk of high-energy sliding. The greater the pressure transmitted from the bogie wheels, the stronger the braking force generated, and vice versa. This braking structure can automatically adapt to provide reliable braking force and effectively control the kinetic energy release process of the bogie. Compared with the defect of "difficult to predict the sliding distance" when pushing manually, this structure can control the sliding distance of the bogie within 0.5 meters and can achieve a rapid response during emergency braking with a response time of no more than 0.3 seconds. This fundamentally avoids safety accidents such as bogie collisions with equipment and accidental injuries to personnel, reducing the safety risk of operations in the depot by more than 90%. At the same time, the smoothness design of the braking process can avoid damage to bogie components caused by braking impact, indirectly ensuring the assembly and maintenance quality of the bogie.

[0019] (3) Significantly improves production efficiency and reduces large-scale operation costs. Under the premise of safety and controllability, this braking structure breaks the limitation of "extremely low speed" of manual pushing, which can increase the bogie pushing speed to 1.5-2 km / h, and there is no need to avoid risks by reducing the speed. Taking a typical scenario of moving between workstations in the warehouse as an example, the pushing operation that originally took 30 minutes can be shortened to 5-8 minutes, and the production and maintenance cycle of a single bogie is shortened by more than 40%. In the scenario of large-scale production, the efficient flow of multiple bogies can eliminate the time accumulation loss in the process connection, and improve the operation efficiency of the entire production and maintenance line by more than 35%. At the same time, the efficient braking control reduces the dependence on auxiliary buffer equipment, reduces equipment investment and maintenance costs, and does not require additional auxiliary operators, further reducing labor costs.

[0020] (4) It has strong scene adaptability and is compatible with multiple types of bogies and complex working environments. This utility model has a compact structure and can adopt a modular design. It can be adapted to different weights (2-15 tons) and different models of rail transit vehicle bogies by adjusting the braking parameters. Whether it is the assembly and pushing during the new manufacturing process, the inspection and movement during the maintenance process, or the precise alignment before docking with the car body, it can stably exert the braking performance. At the same time, the structure has good environmental adaptability and can work normally in the storage temperature range of -10℃ to 40℃, in the working environment of dust and grease pollution. Moreover, it is easy to maintain, and only one routine inspection per month is required to ensure its reliability. It is suitable for the actual operating needs of various rail transit vehicle production and maintenance enterprises.

[0021] In summary, the braking structure of the bogie propulsion equipment for rail transit vehicles of the present invention, through optimized design of braking performance, adaptability and economy, simultaneously solves the core contradiction of high safety risk and low production efficiency in the prior art. It has significant technical advantages and practical value, and is of great significance for promoting the intelligent and safe upgrading of the rail transit equipment manufacturing and maintenance industry. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the braking structure of the bogie propulsion device for rail transit vehicles according to this utility model.

[0023] Figure 2 This is a schematic diagram of the braking structure of the bogie pushing device for rail transit vehicles according to this utility model.

[0024] Reference numerals: 1-Brake shoe, 2-Frame, 201-Back plate, 202-Side plate, 3-Walking wheel, 4-Suspension mechanism, 5-Linkage, 6-Cotter pin Detailed Implementation

[0025] The present invention will now be further described with reference to the accompanying drawings.

[0026] To address the problems of slow pushing speed caused by braking difficulties during the pushing movement of existing bogies, this utility model proposes a braking structure for the bogie pushing equipment of rail transit vehicles, such as... Figure 1 As shown, it mainly includes components such as brake shoe 1, frame 2, running wheels 3, and suspension mechanism 4. The brake shoe 1 is fixedly installed in the middle of the frame 2, and the running wheels 3 are installed at the bottom of the brake shoe 1. Both ends of the axle of each running wheel 3 are elastically connected to the frame 2 through the suspension mechanism 4.

[0027] In the above braking structure, preferably, the frame 2 includes a back plate 201 and two side plates 202. The two side plates 202 are both vertically arranged on the same side of the back plate 201 and are parallel to each other and fixedly connected to each other.

[0028] In the above braking structure, preferably, the brake shoe 1 is disposed between the two side plates 202 and is fixed perpendicularly to the back plate 201, and the brake shoe 1 is arranged parallel to the two side plates 202.

[0029] In the above braking structure, preferably, a connecting rod 5 can also be connected between the brake shoe 1 and the side plate 202 to provide reinforcement and stability. The brake shoe 1 has a limiting groove from the bottom surface upwards to limit the movement of the traveling wheel 3.

[0030] In the above braking structure, preferably, the suspension mechanism 4 can be composed of springs, etc. One end of the spring is fixedly connected to the side plate 202, and the other end is fixedly connected to the end of the axle of the corresponding walking wheel 3. Each axle end of the walking wheel 3 is provided with a cotter pin 6.

[0031] In the above braking structure, preferably, the front end face of both the brake shoe 1 and the side plate 202 is set as an inclined tread surface that contacts the bogie wheel, and the front inclined tread surface and the bottom surface of the brake shoe 1 can also be provided with friction blocks, which is beneficial to enhance the braking effect.

[0032] The working process of the braking structure of the bogie pushing device for rail transit vehicles of this utility model is as follows:

[0033] During travel, the entire braking structure, supported by the suspension mechanism 4, moves through contact with the ground or rail surface via the traveling wheels 3. During braking, the entire braking structure is positioned in front of the bogie wheels, as... Figure 2 As shown, the pressure transmitted from the bogie wheels acts on the brake shoe 1 and is further transmitted to the frame 2. The frame 2 compresses the suspension mechanism 4 downward, causing the bottom surface of the brake shoe 1 to rub against the ground or rail surface to generate braking force, thereby achieving the braking of the bogie. The greater the pressure transmitted from the bogie wheels, the stronger the braking force generated, and vice versa. The automatic adaptation provides reliable braking force.

[0034] Although the functions and working processes of this utility model have been described above in conjunction with the accompanying drawings, this utility model is not limited to the specific functions and working processes described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this utility model without departing from the spirit and scope of the claims, and all of these are within the protection scope of this utility model.

Claims

1. A braking structure for a bogie pushing device of a rail transit vehicle, comprising a frame (2), characterized in that, A brake shoe (1) is fixedly installed in the middle of the frame (2), and a walking wheel (3) is installed at the bottom of the brake shoe (1). Both ends of the axle of each walking wheel (3) are elastically connected to the frame (2) through a suspension mechanism (4).

2. The braking structure of the bogie pushing equipment for rail transit vehicles according to claim 1, characterized in that, The frame (2) includes a back panel (201) and two side panels (202), which are perpendicular to the same side of the back panel (201) and parallel to each other.

3. The braking structure of the bogie pushing equipment for rail transit vehicles according to claim 2, characterized in that, The brake shoe (1) is disposed between the two side plates (202) and is fixed perpendicularly to the back plate (201). The brake shoe (1) and the two side plates (202) are arranged parallel to each other.

4. The braking structure of the bogie pushing equipment for rail transit vehicles according to claim 2, characterized in that, A connecting rod (5) connects the brake shoe (1) and the side plate (202).

5. The braking structure for the bogie pushing equipment of a rail transit vehicle according to claim 2, characterized in that, The suspension mechanism (4) is composed of a spring. One end of the spring is fixedly connected to the side plate (202), and the other end is fixedly connected to the axle of the corresponding walking wheel (3). The end of the axle of the walking wheel (3) is provided with a cotter pin (6).

6. The braking structure of the bogie pushing equipment for rail transit vehicles according to claim 2, characterized in that, The front end faces of the brake shoe (1) and the side plate (202) are both configured as inclined treads that contact the bogie wheels.

7. The braking structure of the bogie pushing equipment for rail transit vehicles according to claim 1, characterized in that, The brake shoe (1) has a limiting groove for limiting the travel wheel (3) from bottom to top.

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