Railway vehicle bogie damping structure

Abstract

This utility model discloses a vibration damping structure for a railway vehicle bogie. Relating to the field of railway vehicle technology, it includes an integrally formed frame and a support base. Both ends of the support base are welded with buffer seats, and both ends of the bottom of the buffer seats are equipped with vibration damping structures. The advantages of this utility model are: by setting up an integrally formed frame with a smooth, rounded transition, the number of parts is reduced, greatly simplifying the assembly process. The overall structure avoids welding defects and the risk of loose connections, resulting in better reliability. The damping spring shock absorbers of the installed vibration damping structure can be detachably replaced, allowing for the removal and replacement of worn or faulty damping spring shock absorbers without large-scale disassembly of the bogie. It only requires using tools to drive the transmission components to disengage the moving parts at both ends from the locking grooves and to remove the mounting plate, thus removing the damping spring shock absorbers from the bogie. This improves maintenance efficiency and the stability and reliability of the bogie during operation.

Description

Technical Field

[0001] This utility model relates to the field of rail vehicle technology, specifically to a rail vehicle bogie shock absorption structure. Background Technology

[0002] The bogie of a rail vehicle is the core component that supports the car body, transmits loads, and guides the vehicle to travel along the track. It consists of wheelsets, axle boxes, suspension devices, frames, and braking systems. The vibration damping structure installed on the bogie ensures smooth train operation through vibration reduction design. The applicant found through a search that a Chinese patent discloses "a bogie with vibration damping function for heavy vehicles", with publication number "CN221809762U". This patent mainly strengthens the structure by adding additional support components (first support component, second support component and diagonal brace assembly) to cope with concentrated stress. However, this makes the structure complex, the assembly cumbersome, and the stress transmission path not smooth, which will generate new stress concentration points. Therefore, we propose a vibration damping structure for a rail vehicle bogie. Utility Model Content

[0003] The purpose of this invention is to provide a shock-absorbing structure for a railway vehicle bogie.

[0004] To achieve the above objectives, this utility model provides the following technical solution: a vibration damping structure for a rail vehicle bogie, comprising an integrally formed frame and a support base, characterized in that: buffer seats are welded to both ends of the support base, and vibration damping structures are installed at both ends of the bottom of the buffer seats; The shock absorption structure includes a base and a damping spring shock absorber. The base has slots at both ends, and the damping spring shock absorber has rods fixedly connected to both ends at the bottom. The two rods have locking grooves on opposite sides. A locking assembly is installed inside the base at the bottom. The locking assembly passes through the slots and is locked in the locking grooves at both ends. The shock absorption structure is used to disassemble and replace the damping spring shock absorber.

[0005] As a further embodiment of this utility model: both ends of the frame are designed with smooth arc transitions, and both ends of the bottom side of the middle part of the frame are provided with through slots, and the bases are installed above the through slots.

[0006] As a further embodiment of this utility model: buffer pads are arranged on the upper part of the top side of the frame, the buffer pads are made of flexible material, and the buffer pads are located above the buffer seat.

[0007] As a further embodiment of this utility model, the support base is in the shape of a "bridge".

[0008] As a further embodiment of this utility model: the top of the damping spring shock absorber passes through the bottom of the buffer seat, and a mounting plate is bolted between the top of the damping spring shock absorber and the buffer seat.

[0009] As a further embodiment of this utility model: the locking assembly includes a mounting frame, and a transmission assembly is mounted on the inner side of the middle of the mounting frame, with the input end of the transmission assembly passing through the bottom of the base.

[0010] As a further embodiment of this utility model: both ends of the mounting frame are provided with screws via bearings, one end of each screw is connected to the output end of the transmission component, and the outer wall of each screw is threaded with a movable part, which is limited within the locking groove.

[0011] Compared with the prior art, the beneficial effects of this utility model by adopting the above technical solution are as follows: 1. This utility model, by setting up an integrally formed frame and designing a smooth arc transition, is better at eliminating stress concentration compared to the right-angle connection used in the prior art. By reducing the number of parts, the assembly process is greatly simplified, and the overall structure avoids welding defects and the risk of loosening of connecting parts, resulting in better reliability. 2. By installing a shock-absorbing structure, the damping spring shock absorber can be detachably replaced, thereby enabling the removal and replacement of damping spring shock absorbers that have deteriorated or failed. This eliminates the need for large-scale disassembly of the bogie. The damping spring shock absorber can be removed from the bogie simply by using a tool to drive the transmission assembly so that the moving parts at both ends disengage from the locking groove and by removing the mounting plate. This improves maintenance efficiency and enhances the stability and reliability of the bogie during operation.

[0012] Other advantages, objectives and features of this invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination or study, or may be taught from the practice of this invention. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the overall structure in an embodiment of this utility model; Figure 2 This is a schematic diagram showing the disassembly of the frame and support base in an embodiment of this utility model; Figure 3 This is a schematic diagram of the shock-absorbing structure in an embodiment of the present invention; Figure 4 This is an enlarged view of Figure A in the embodiment of this utility model; Figure 5 This is a schematic diagram of the interior of the mounting frame in an embodiment of this utility model.

[0014] In the diagram: 1. Frame; 11. Buffer pad; 2. Support base; 3. Buffer base; 4. Shock absorption structure; 41. Base; 411. Slot; 42. Damping spring shock absorber; 421. Insert rod; 422. Locking groove; 43. Mounting top plate; 44. Locking assembly; 441. Mounting frame; 442. Transmission assembly; 443. Screw; 444. Moving part. Detailed Implementation

[0015] The specific embodiments of this utility model will be further described below with reference to the accompanying drawings. It should be noted that the description of these embodiments is for the purpose of helping to understand this utility model, but does not constitute a limitation on this utility model.

[0016] Furthermore, the technical features involved in the various embodiments of this utility model described below can be combined with each other as long as they do not conflict with each other.

[0017] Please see the appendix Figure 1 -Appendix Figure 5 This utility model discloses a shock-absorbing structure for a bogie of a rail vehicle, comprising an integrally formed frame 1 and a support seat 2. Both ends of the support seat 2 are welded with buffer seats 3. The support seat 2 is in the shape of a "bridge". Both ends of the bottom of the buffer seat 3 are equipped with shock-absorbing structures 4.

[0018] In embodiment 1, the shock absorption structure 4 includes a base 41 and a damping spring shock absorber 42. The base 41 has slots 411 at both ends. The damping spring shock absorber 42 has rods 421 fixedly connected to both ends of its bottom. The two rods 421 have locking grooves 422 on their opposite sides. A locking assembly 44 is installed inside the base 41 at the lower part. The locking assembly 44 passes through the slots 411 and is locked in the locking grooves 422. The shock absorption structure 4 is used to disassemble and replace the damping spring shock absorber 42. Specifically, buffer pads 11 are arranged on the upper side of the top side of the frame 1. The buffer pads 11 are made of flexible material and are located above the buffer seat 3. In this embodiment, a buffer pad made of flexible material is provided above the buffer seat 3 to reduce the damage to the buffer seat 3 caused by impact; Specifically, the top of the damping spring shock absorber 42 passes through the bottom of the buffer seat 3, and a mounting plate 43 is bolted between the top of the damping spring shock absorber 42 and the buffer seat 3. In this embodiment, the damping spring shock absorber 42 and the buffer seat 3 can be detached by removing the bolts on the mounting plate 43; Specifically, the locking assembly 44 includes a mounting frame 441, a transmission assembly 442 is mounted on the inner side of the middle of the mounting frame 441, the input end of the transmission assembly 442 passes through the bottom of the base 41, and both ends of the mounting frame 441 are provided with screws 443 through bearings. One end of each screw 443 is connected to the output end of the transmission assembly 442. The outer wall of each screw 443 is threaded with a movable part 444, wherein the upper and lower outer walls of the movable part 444 are slidably connected to the inner wall of the mounting frame 441 to improve the stability of the transmission of the screw 443. The movable part 444 is limited within the locking groove 422. In this embodiment, the transmission assembly 442 consists of a rotating head, a driving bevel gear, and two symmetrically arranged driven bevel gears. The user rotates the rotating head with a tool to drive the driving bevel gear to rotate, which in turn drives the driven bevel gears at both ends to rotate, thereby causing the screws 443 at both ends to rotate, causing the movable parts 444 at both ends to move towards or away from each other, so that the movable parts 444 move closer to or away from the locking groove 422.

[0019] In embodiment 2, both ends of the frame 1 are designed with smooth arc transitions, and both ends of the bottom side of the middle part of the frame 1 are provided with through slots, and the base 41 is installed above the through slots. Specifically, by setting up an integrated frame with smooth, rounded transitions, the assembly process is greatly simplified by reducing the number of parts. The overall structure avoids welding defects and the risk of loose connectors, resulting in better reliability.

[0020] Working principle: The vertical and lateral impact loads generated during vehicle operation are transmitted to the damping spring shock absorber 42 through the wheelset and axle box. The internal springs deform to absorb energy, and the impact load is buffered and attenuated through hydraulic damping. The support seat 2 acts as a rigid bridge spanning both sides of the bogie frame 1, effectively dispersing and converting it into distributed force. To replace the damping spring shock absorber 42 that has worn out or is faulty, the user uses a tool to pass through the slot on the bottom side of the frame 1 to rotate the rotating head, which drives the active bevel gear to rotate. Through meshing, the driven bevel gears at both ends rotate, which in turn causes the screws 443 at both ends to rotate. This causes the moving parts 444 at both ends to move towards or away from each other, disengaging the moving parts 444 from the locking groove 422. Then, the bolts on the mounting plate 43 are removed, and the damping spring shock absorber 42 can be removed and replaced.

[0021] The terms "front," "back," "left," "right," "top," and "bottom" all refer to the figures in the accompanying drawings. Figure 1 Based on.

[0022] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the scope of protection of this utility model.

[0023] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to the described embodiments.

[0024] For those skilled in the art, various changes, modifications, substitutions, and alterations to these embodiments without departing from the principles and spirit of this utility model will still fall within the protection scope of this utility model.

Claims

1. A vibration damping structure for a railway vehicle bogie, comprising an integrally formed frame (1) and a support base (2), characterized in that: Both ends of the support base (2) are welded with buffer seats (3), and both ends of the bottom of the buffer seats (3) are equipped with shock-absorbing structures (4). The shock-absorbing structure (4) includes a base (41) and a damping spring shock absorber (42). The base (41) has slots (411) at both ends. The damping spring shock absorber (42) has rods (421) fixedly connected to both ends at the bottom. The two rods (421) have locking grooves (422) on opposite sides. A locking assembly (44) is installed inside the base (41) at the lower end. The locking assembly (44) passes through the slots (411) and is locked in the locking grooves (422). The shock-absorbing structure (4) is used to disassemble and replace the damping spring shock absorber (42).

2. The vibration damping structure for a railway vehicle bogie according to claim 1, characterized in that: Both ends of the frame (1) are designed with smooth arc transitions. Both ends of the bottom side of the middle part of the frame (1) are provided with through slots. The base (41) is installed above the through slots.

3. The vibration damping structure for a railway vehicle bogie according to claim 1, characterized in that: The frame (1) has a buffer pad (11) arranged on the upper side of the top side. The buffer pad (11) is made of flexible material and is located above the buffer seat (3).

4. The vibration damping structure for a railway vehicle bogie according to claim 1, characterized in that: The support base (2) is in the shape of a "bridge".

5. The vibration damping structure for a railway vehicle bogie according to claim 1, characterized in that: The top of the damping spring damper (42) passes through the bottom of the buffer seat (3), and a mounting plate (43) is bolted between the top of the damping spring damper (42) and the buffer seat (3).

6. The vibration damping structure for a railway vehicle bogie according to claim 1, characterized in that: The locking assembly (44) includes a mounting frame (441), on the inner side of the middle part of the mounting frame (441) a transmission assembly (442) is mounted, and the input end of the transmission assembly (442) passes through the bottom of the base (41).

7. A vibration damping structure for a rail vehicle bogie according to claim 6, characterized in that: Both ends of the mounting frame (441) are provided with screws (443) via bearings. One end of each screw (443) is connected to the output end of the transmission assembly (442). The outer wall of each screw (443) is threaded with a movable part (444), and the movable part (444) is limited in the locking groove (422).

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