SUSPENSION SYSTEM AND RUNNING DEVICE FOR RAILWAY FREIGHT WAGONS

Abstract

The present invention relates to the technical field of rail transport, in particular a suspension system and a running device for railway freight wagons.The suspension system comprises a vertical spring to reduce vertical loads on the vehicle body, wherein the vertical spring is connected at each end to a spring shackle at one end, and the other end of the spring shackle is connected to the vehicle body via a spring bracket, and wherein the vertical spring is connected at its lower end to a wheelset via a connecting spacer; a lateral damper arranged between the vehicle body and the wheelset, being positioned perpendicular to the vertical spring, connected at one end to the vehicle body and at the other end rigidly to the connecting spacer to provide lateral damping to the wheelset; when the vehicle oscillates vertically, the vertical spring can reduce the vertical loads on the vehicle body; when the running gear travels a curve and experiences a large lateral wheel-rail force, the lateral damper provides lateral damping by compression or extension.The increased lateral and vertical damping reduces the impact of the rail on the wheels, eliminates the resonance phenomenon of the vehicle body, and minimizes damage to the cargo caused by rail transport.

Description

[0001] The present invention claims priority from a Chinese patent application filed with the Chinese Patent Office on August 3, 2023, under application number 202310980309.0, entitled “Suspension system and running device for railway freight cars,” the entire contents of which are incorporated by reference into the present invention. Technical area

[0002] The present invention relates to the technical field of rail transport, in particular to a suspension system and a running device for railway freight wagons. State of the art

[0003] Rail transport is characterized by its environmental friendliness, safety, and low cost, but the running gear of conventional railway wagons has poor damping properties, high noise levels, and a short service life. Especially in railway wagons used to transport certain high-value goods (e.g., cars, CNC machine tools, mechanical equipment, precision instruments, etc.), high-frequency vibrations between the wheels and rails during transport can cause resonance in the goods being transported, resulting in damage.

[0004] The main reason for high-frequency vibrations is the poor dynamic performance of the running gear of conventional railway cars. The lateral and vertical stiffness is excessive at certain points, causing the cars to frequently rock back and forth when negotiating curves, thus generating high-frequency vibrations. Furthermore, the unevenness of the track directly affects the vertical vibrations of the vehicles. Contents of the present invention

[0005] To remedy the deficiencies in the prior art, the object of the present invention is to provide a suspension system and a running gear for railway freight cars. By improving the suspension system and the running gear equipped with it, the lateral and vertical damping of the vehicle are increased, the impact of the rail on the wheels is reduced, and the resonance phenomenon of the vehicle body is eliminated. The object of the present invention is achieved by the following embodiments:

[0006] In a first aspect, the present invention provides a suspension system comprising: a vertical spring prefabricated according to the loading characteristics of a vehicle with a stiffness to reduce a vertical load from the vehicle body of the vehicle, wherein the vertical spring is connected at both ends to a spring bracket at one end, and the other end of the spring bracket is connected to the vehicle body via a spring bracket, and wherein the vertical spring is connected at the bottom to a wheel set via a connecting spacer; a transverse damper arranged between the vehicle body and the wheelset, the transverse damper being arranged perpendicular to the vertical spring, being fixedly connected at one end to the vehicle body and at the other end to the connecting spacer to provide transverse damping to the wheelset.

[0007] In another implementation, the transverse damper is an oil-hydraulic damper with a sealed cavity.

[0008] In another implementation, the connecting spacer is embedded at its bottom by a flange boss structure in a wheelset bearing housing at one end of the wheelset to provide a fail-safe for the transverse damper.

[0009] In a further implementation, the spring shock absorber is connected at both ends to the vehicle body and the vertical spring in order to generate a frictional force through deflection and thus provide damping.

[0010] In a further implementation, the spring jack is provided at each end with a cylindrical pin, wherein the cylindrical pin is connected at each end to a sliding piece arranged on the spring jack, wherein a gap is present between the sliding piece and the spring jack to allow friction, and wherein the spring jack is suspended at one end by one of the cylindrical pins at the end of the vertical spring and is rotatably connected to the spring bracket at the other end by the other cylindrical pin.

[0011] In a second aspect, the present invention provides a running device for railway freight wagons comprising a wheelset, a wheelset guide frame, a spring bracket and a suspension system according to the first aspect.

[0012] In another implementation, the wheelset consists of wheels, a wheelset axle, and axle bearing housings; the wheelset axle is connected to one of the wheels at each end, the axle bearing housings are each press-fitted to one end of the wheelset axle, and the axle bearing housings are each connected to the suspension system described above by an upper interface.

[0013] In a further implementation, the wheelset guide frame comprises guide frame plates and a wheelset bearing housing carrier, wherein the guide frame plates are arranged on the two sides of the wheelset shaft, welded at their upper sides to the vehicle floor and connected to each other at their lower sides by the wheelset bearing housing carrier, wherein the wheelset bearing housing carrier is arranged below the wheelset bearing housing.

[0014] In a further implementation, the guide frame plates are each equipped with a protective plate, wherein the protective plate is U-shaped and, after being snapped into place on the upper side of the guide frame plate, is welded at both ends to a longitudinal member of an underframe of the vehicle body, and the main load area of ​​the protective plate lies closely against the guide frame plate but is not connected to it.

[0015] In another implementation, a wear plate is attached to the side of the guide frame plate closest to the wheelset, with the wear plate located between the guide frame plate and the wheelset bearing housing.

[0016] The advantageous effects of the present invention are as follows: 1. When the vehicle swings vertically, the vertical spring in the present invention can reduce the vertical load on the vehicle body. When the running gear negotiates a curve and experiences a large lateral wheel-rail force, the transverse damper provides transverse damping through compression or extension. The increased transverse and vertical damping can reduce the impact of the rail on the wheels, eliminate the resonance phenomenon of the vehicle body, and minimize damage to freight during railway transportation. 2. By increasing the lateral and vertical damping of the vehicle, the present invention can extend the service life of the running mechanism of railway freight cars, especially the wheels, reduce fatigue defects and tread damage caused by long-term high-frequency vibration of the wheels, reduce noise, and reduce the maintenance cost of the vehicle. 3. In the present invention, the guide frame plates are arranged on the two sides of the wheelset axle, welded at their upper sides to the vehicle floor, and connected to each other at their lower sides by the wheelset bearing housing carrier, thereby preventing the wheelset from slipping out of the wheelset guide frame during lifting or rerailing work. 4. In the present invention, the guide frame plates are each provided with a protection plate, wherein the protection plate is welded at both ends to a longitudinal member of an underframe of the vehicle body, and the main load area of ​​the protection plate is closely adjacent to the guide frame plate but is not welded to it, which prevents the welds from cracking due to the large deformation of the guide frame plate when driving on curves with a small radius. 5. In the present invention, a wear plate made of wear-resistant material is arranged between the guide frame plate and the axle. When the vehicle travels on a curve with a small radius, pressure and friction occur between the axle box and the wear plate made of wear-resistant material, providing a lateral limiting function. Short description of the drawing

[0017] The drawings, which are part of the present invention, serve to further understand the present invention. The schematic embodiments of the present invention and their descriptions serve to illustrate the invention and do not represent an undue limitation of the invention. Fig. 1 is a schematic diagram showing the overall structure of a running device for railway freight cars according to embodiments of the present invention; Fig. 2 shows a side view of the running device for railway freight cars according to embodiments of the present invention; Fig. 3 shows a schematic representation of a wheel set according to embodiments of the present invention; Fig. 4 shows a schematic representation of a wheelset guide frame according to embodiments of the present invention; Fig. 5 shows a schematic representation of a suspension system according to embodiments of the present invention; Fig. 6 shows a side view of the suspension system according to embodiments of the present invention; Fig. 7 shows a plan view of a partial structure according to embodiments of the present invention; Fig. 8 shows a schematic diagram of the structure of a spring jack according to embodiments of the present invention; Fig. 9 shows an axonometric schematic representation of the overall structure of the running device for railway freight cars according to embodiments of the present invention.

[0018] In the illustrations, distances or dimensions have been exaggerated to show the position of individual parts, and the schematic representations are for illustrative purposes only.

[0019] List of reference symbols: 1, wheelset; 2, wheelset guide frame; 3, suspension system; 4, spring bracket; 5, wheel; 6, wheelset shaft; 7, wheelset bearing housing; 8, guide frame plate; 9, wheelset bearing housing support; 10, wear plate; 11, protection plate; 12, spring shock absorber; 13, sliding piece; 14, vertical spring; 15, connecting spacer; 16, transverse damper; 17, mounting seat. Detailed embodiments

[0020] It should be understood that the following detailed descriptions are all exemplary and are intended to further clarify the present invention. Unless otherwise specified, all technical and scientific terms used in the present invention have the same meaning as commonly understood by one of ordinary skill in the art. Example I

[0021] In a typical embodiment of the present invention, a suspension system comprises a vertical spring 14 and a transverse damper 16, as shown in Fig. 1 to 9 shown.

[0022] The vertical spring 14 is prefabricated according to the loading characteristics of a vehicle with a stiffness to reduce a vertical load from the vehicle body of the vehicle, wherein the vertical spring 14 is slidably connected at both ends to a spring bracket 12, is provided at the middle bottom with a connecting spacer 15 and is connected to a wheel set 1 via the connecting spacer 15. As shown in Fig. 5 and Fig. As shown in Figure 6, the connecting spacer 15 is fixedly connected to the vertical spring at the middle position at the top, and the connecting spacer 15 is embedded in a wheelset bearing housing 7 at the bottom by a flange projection structure. The wheelset bearing housing 7 is arranged at one end of the axle shaft, so that the connecting spacer 15 and the inner wall of the wheelset bearing housing 7 fit tightly together. Due to the flange projection structure, greater friction can be formed in the event of a tendency of relative movement of the connecting spacer 15 and the wheelset bearing housing 7, so that during the vehicle travel, the connecting spacer 15 is always embedded in the wheelset bearing housing 7 by the flange projection structure, which provides wear protection and fail-safe protection.

[0023] The transverse damper 16 is arranged between the vehicle body and the wheelset 1 and serves to transversely dampen the wheelset 1. The transverse damper 16 is connected at one end to the connecting spacer 15, with a connection interface provided at the end of the connecting spacer, the transverse damper being firmly connected to the end of the transverse damper 16 via the connection interface. The transverse damper 16 acts directly on the connecting spacer 15, so that the connecting spacer 15 represents a connection interface and a pull-out protection for the transverse damper 16.

[0024] When the vehicle swings vertically, the vertical spring 14 can reduce the vertical load on the vehicle body. The transverse damper 16 is connected at one end to the connecting spacer 15 and at the other end to a mounting seat 17 welded to the vehicle body. The transverse damper is arranged perpendicular to the vertical spring 14. When the running device negotiates a curve and experiences a large lateral wheel-rail force, the transverse damper 16 provides transverse damping through compression or extension.

[0025] The increased lateral and vertical damping in this embodiment reduces the impact of the rail on the wheels, eliminates the resonance phenomenon of the vehicle body, and minimizes damage to freight during rail transport. This not only improves the overall dynamic performance of the vehicle but also increases the vehicle's ability to negotiate curves and its anti-roll stability during straight-line travel.

[0026] The transverse damper 16 of this embodiment is an oil-hydraulic damper with a sealed cavity. It is understood that other types of dampers may be used in other embodiments as long as they have a damping function and meet the requirements.

[0027] The spring shock absorber 12 of this embodiment is connected at one end to a vehicle body spring bracket 4 and at the other end to the vertical spring 14. The spring shock absorber 12 generates a frictional force through deflection when the vehicle is moving, providing damping.

[0028] Specifically, each spring jack 12 includes two jack bodies located on either side of one end of the vertical spring 14 and connected at each end by a cylindrical pin. One of the cylindrical pins rests against the end of the vertical spring 14, so that one end of the spring jack 12 is suspended from the end of the vertical spring. Sliders are attached to the ends of the cylindrical pin and embedded in the ends of the jack bodies of the spring jack 12. A gap is provided between the sliders 13 and the jack bodies to allow the sliders to generate friction with the spring jack 12 when the vehicle swings, thus providing damping and achieving a buffering effect.

[0029] The end of the spring bracket 12 remote from the vertical spring 14 is connected to the spring bracket 4 at its bottom by the other cylindrical pin. The spring bracket 4 is welded to the vehicle body at its top. During swinging, the spring brackets and the sliders rub against each other, providing damping and achieving a buffering effect. Each set of spring brackets 12 is connected to the vertical spring 14 by the cylindrical pins. The vertical spring is provided with a projection at both ends to prevent the cylindrical pins of the spring brackets 12 from detaching from the vertical spring. Example II

[0030] This embodiment provides a running device for railway freight wagons comprising a wheelset 1, a wheelset guide frame 2, a spring bracket 4 and a suspension system 3 described in the first embodiment, as shown in Fig. 1 and Fig. 2. The running device of this embodiment is mainly used for single-axle railway freight cars with an axle load of not more than 20 t and a structural weight of about 1.5 t.

[0031] During use, wheelset 1 is placed on the rails, i.e., both wheels 5 of the wheelset are placed on the rail surface. Wheelset 1 bears the entire weight and load of the vehicle, transmits traction and braking torques, ensures the adhesion of wheels 5 to the rail surface, and simultaneously reduces and absorbs vibrations and shocks of the vehicle while driving. Wheelset guide frame 2 is connected to a spring bracket 4 and the vehicle body. The vehicle body is connected to wheelset 1 via suspension system 3. Suspension system 3 can provide limitation and damping for wheelset 1, ensuring vehicle safety when cornering and stability when traveling in a straight line.

[0032] A vertical spring 14 connects a spring shock absorber 12 to the wheel 5 and serves to reduce the vertical load on the vehicle body; a transverse damper 16 provides transverse damping to the vehicle; the spring shock absorber 12 generates a greater frictional force by deflecting the vehicle when cornering, thus providing damping.

[0033] As in Fig. 3, the wheelset 1 consists of wheels 5, a wheelset shaft 6 and wheelset bearing housings 7. A wheel 5 is attached to each of the two ends of the wheelset shaft 6, and wheelset bearing housings 7 are press-fitted to the ends of the wheelset shaft 6, each of which is connected to the suspension system 3 by an upper interface, wherein a recess is provided on the upper side of the wheelset bearing housing in the axial direction, in which a flange projection structure is embedded on the underside of a connecting spacer.

[0034] The wheel guide frame 2 is provided with a certain lateral and longitudinal clearance at the contact points between the wheelset 1 and the vehicle body during vehicle operation, according to the geometric relationship between the wheelset 1 and the vehicle body, which not only ensures operational safety but also fulfills a lateral and longitudinal limitation and limits potential lateral movements of the wheelset 1.

[0035] The wheelset guide frame 2 is arranged on the outside of the wheel 5, more precisely between the wheelset bearing housing and the wheel 5. The wheelset guide frame 2 consists of two guide frame plates 8 and an axle housing support 9. Two guide frame plates 8 are arranged on each side of the wheelset axle 6, wherein the two guide frame plates are arranged on the two sides of the wheelset bearing housing 7, welded to the vehicle floor at their upper sides, and connected to each other at their lower sides by the wheelset bearing housing support 9. The wheelset bearing housing support 9 is located below the wheelset bearing housing and serves to support the wheelset bearing housing 7. It is used in particular to prevent the wheelset 1 from slipping out of the wheelset guide frame 2 during lifting or rerailing work.

[0036] The two guide frame plates 8 are each provided with a protective plate 11 on the inside near the top, which is snapped onto the guide frame plate. The protective plate 11 is U-shaped, and after snapping onto the guide frame plate 8, its ends are directed towards the outside of the guide frame plate 8. The two ends of the protective plate 11 are welded to a longitudinal member of an underframe of the vehicle body. The main load area of ​​the protective plate 11 fits closely against the guide frame plate 8 but is not welded to it. This can prevent the weld seams from cracking due to the large deformation of the guide frame plate 8 when driving on curves with a small radius. Thus, the protective plate 11 has the function of limiting the deformation of the guide frame plate 8, thereby effectively protecting the guide frame plate 8.

[0037] As in Fig. As shown in Figure 7, the two guide frame plates 8 are each provided with a wear plate 10 on the mutually facing sides, wherein the wear plate 10 is made of wear-resistant material. When the vehicle travels on a curve with a small radius, pressure and friction occur between the axle box bearing housing 7 and the wear plates 10 made of wear-resistant material, which provides a lateral limiting function. When the vehicle travels on a curve with a small radius, the pressure between the axle box bearing housing 7 and the guide frame of the wheelset can provide lateral damping to the vehicle, thereby reducing the deviation of the wheelset due to centrifugal forces.

[0038] In Fig. 9 is a schematic representation of the running device of this embodiment in the operating state.

[0039] The above statements represent merely preferred embodiments of the present invention and are not intended to be limiting. Various changes and modifications to the invention may be made by those skilled in the art. Any changes, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be within the scope of this invention.

Claims

[1] Suspension system, characterized by that it includes: a vertical spring prefabricated according to the loading characteristics of a vehicle with a stiffness to reduce a vertical load from the vehicle body of the vehicle, wherein the vertical spring is connected at both ends to a spring bracket at one end, and the other end of the spring bracket is connected to the vehicle body via a spring bracket, and wherein the vertical spring is connected at the bottom to a wheel set via a connecting spacer; a transverse damper arranged between the vehicle body and the wheel set, the transverse damper being arranged perpendicular to the vertical spring, being connected at one end to the vehicle body and at the other end fixed to the connecting spacer to provide lateral damping to the wheelset. [2] Suspension system according to claim 1, characterized bythat the transverse damper is an oil-hydraulic damper with a sealed cavity. [3] Suspension system according to claim 1 and running device for railway freight wagons, characterized by that the connecting spacer is embedded at its underside by a flange boss structure in a wheelset bearing housing at one end of the wheelset to provide a fail-safe for the transverse damper. [4] Suspension system according to claim 1, characterized by that the spring shock absorber is connected at both ends to the vehicle body and the vertical spring in order to generate a frictional force through deflection and thus provide damping. [5] Suspension system according to claim 4, characterized bythat the spring jack is provided at each end with a cylindrical pin, wherein the cylindrical pin is connected at each end to a sliding piece which is arranged on the spring jack, wherein there is a gap between the sliding piece and the spring jack to allow friction, and wherein the spring jack is suspended at one end by one of the cylindrical pins at the end of the vertical spring and is rotatably connected to the spring bracket at the other end by the other cylindrical pin. [6] Running gear for railway freight wagons, characterized by that it comprises a wheelset, a wheelset guide frame, a spring bracket and a suspension system according to one of claims 1 to 5. [7] Running device for railway freight wagons according to claim 6, characterized bythat the wheelset consists of wheels, a wheelset axle and wheelset bearing housings; the wheelset axle is connected at both ends to one of the wheels, the wheelset bearing housings are each fastened to one end of the wheelset axle by means of a press fit, and the wheelset bearing housings are each connected to the suspension system according to one of claims 1 to 5 by an upper interface. [8] Running device for railway freight wagons according to claim 7, characterized by that the wheelset guide frame comprises guide frame plates and a wheelset bearing housing support, wherein the guide frame plates are arranged on the two sides of the wheelset shaft, welded at their upper sides to the vehicle floor and connected to one another at their lower sides by the wheelset bearing housing support, wherein the wheelset bearing housing support is arranged below the wheelset bearing housing. [9] Running device for railway freight wagons according to claim 6, characterized bythat the guide frame plates are each equipped with a protective plate, wherein the protective plate is U-shaped and, after being snapped into place on the upper side of the guide frame plate, is welded at both ends to a longitudinal member of an underframe of the vehicle body, and the main load area of ​​the protective plate lies closely against the guide frame plate but is not connected to it. [10] Running device for railway freight wagons according to claim 6, characterized by that a wear plate is attached to the side of the guide frame plate closest to the wheelset, the wear plate being located between the guide frame plate and the wheelset bearing housing.

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