End connection structure for rubber-tired train

Abstract

An end connection structure for a rubber-tired train, comprising a through channel (2), an articulated bogie (3) and a buffering device (1) located above the through channel (2). Two ends of the buffering device (1) are connected to ends of a carriage; the upper portion of the through channel (2) is rotatably suspended on the buffering device (1) by means of a suspension device (4), and the lower portion of the through channel (2) is rotatably supported on the articulated bogie (3) by means of a supporting device (12); and the rotation center of the suspension device (4), the rotation center of the supporting device (12) and the rotation center of the articulated bogie (3) are collinear. According to the end connection structure, the through channel is constrained by means of the upper buffering device and the lower supporting device, so as to achieve regular compression and stretching of the through channel and positioning constraint of the through channel in the longitudinal direction and the transverse direction of a train during running and steering of the train, and reduce the movement amplitude of the through channel, thereby achieving safe and reliable connection of ends of the train.

Description

Rubber-tyred train vehicle end connection structure Technical Field

[0001] The invention relates to a vehicle end connection technology for an electronically guided rubber-wheeled train running on a highway, and belongs to the technical field of rubber-wheeled trains. Background Art

[0002] Currently, urban rail transit primarily includes subways, light rail, trams, and intercity trains. Couplers and gangways are commonly used for vehicle-end connections, without any lateral vibration damping measures between the two vehicles. This vehicle-end connection method is a mature technology in the rail transit sector and aligns with the operational characteristics of mechanically guided steel wheels and rails. Rubber-tyred trains generally utilize articulated vehicle bodies with integrated buffer structures within the articulation mechanism.

[0003] The couplers provide longitudinal mechanical connection and buffer energy absorption, while the gangway provides a safe passage for passengers between the two cars. Thanks to the application of steel wheel and rail mechanical guidance technology, each car travels along a fixed track, eliminating the need for constraints other than longitudinal mechanical transmission.

[0004] A search revealed that Chinese utility model patent CN213109335U discloses a vehicle-end connection structure for a rail vehicle and its articulated body. This solution effectively controls the structure's deadweight and dimensions through structural optimization, achieving a favorable stress-bearing state while reducing the amount of welding required. Chinese invention patent CN111661093A discloses an articulated bogie for a rail vehicle, which boasts low noise, low operating resistance, excellent tight curve performance, lightweight design, and minimal wheel flange wear, and has broad application prospects.

[0005] By analyzing the above-mentioned vehicle-end connection structure, it is found that the basic application scope is traditional rail transit wheels with steel wheels and steel rails, which cannot be applied to the vehicle-end connection structure requirements of rubber-wheeled trains. The constraints on the freedom of movement, shock absorption and buffering measures, and support structures of the through-passage are all different. Summary of the Invention

[0006] The technical problem to be solved by this patent is: to overcome the deficiencies of the above-mentioned prior art and provide a vehicle end connection structure for a rubber-wheeled train, which realizes vehicle end connection through an upper buffer device, a through-passage and an articulated bogie.

[0007] The technical solution adopted by this patent to solve its technical problems is: a rubber-wheeled train vehicle end connection structure, including a through-tunnel and an articulated bogie, characterized in that it also includes a buffer device located above the through-tunnel, both ends of the buffer device are connected to the end of the car, the through-tunnel is rotatably suspended on the buffer device through a suspension device above, and is rotatably supported on the articulated bogie through a support device below the through-tunnel, and the rotation centers of the suspension device and the support device are coaxial with the rotation center of the articulated bogie.

[0008] Furthermore, the buffer device comprises a first bracket and a second bracket respectively fixed to the ends of the two carriages, a pair of longitudinal shock absorbers and a pair of lateral shock absorbers are arranged between the first bracket and the second bracket, and the suspension device (4) is arranged below the first bracket.

[0009] Furthermore, the first bracket has a first crossbeam fixed to the end of the car body and a suspension beam fixed to the first crossbeam and extending obliquely upward toward the rear of the car body, the far end of the suspension beam has a suspension box, and the suspension device is rotatably arranged under the suspension box; the second bracket has a second crossbeam fixed to the end of the car body, and two longitudinal beams fixed to the end of the second crossbeam, the pair of lateral shock absorbers are arranged between the two longitudinal beams and the suspension box; the pair of longitudinal shock absorbers are symmetrically arranged between the first crossbeam and the second crossbeam.

[0010] The vehicle end connection structure of a rubber-wheeled train consists of three parts: an upper buffer device, a gangway, and an articulated bogie with rubber wheels as the running part. The articulated bogie can form a reliable mechanical connection between the two cars and provide a center of rotation between the two cars. The two ends of the upper buffer device are connected to the ends of the car to achieve longitudinal and lateral shock absorption and buffering during the relative movement between the two cars. The upper part of the gangway is suspended by a suspension device, and the lower part is supported by a support device to provide a safe passage for passengers. The present invention constrains the gangway through the upper buffer device and the lower support device, which can achieve regular compression and stretching of the gangway during vehicle operation and steering, as well as longitudinal and lateral positioning constraints of the gangway in the vehicle, reduce the movement amplitude of the gangway, and thus achieve a safe and reliable connection of the vehicle ends. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] FIG1 is a schematic diagram of the vehicle end connection structure of a rubber-wheeled train according to the present invention.

[0012] FIG2 is a schematic diagram of the buffer device of the vehicle end connection structure of the rubber-tyred train according to the present invention.

[0013] FIG3 is a schematic diagram of an articulated bogie according to the present invention.

[0014] FIG4 is a schematic diagram of the through-channel suspension of the present invention.

[0015] FIG5 is a schematic diagram of a through-channel support according to the present invention.

[0016] The numbers in the figure are as follows:

[0017] 1-Buffer device; 2-Thru-tunnel; 3-Articulated bogie; 31-First axle; 32-Second axle; 33-First frame; 34-Second frame; 4-Suspension device; 5-Longitudinal shock absorber; 6-First bracket; 61-First crossbeam; 62-Suspension beam; 63-Suspension box; 7-Transverse shock absorber; 8-Second bracket 2; 81-Second crossbeam; 82-Longitudinal beam; 9-Longitudinal tie rod; 10-Hinge; 11-Hinged plate; 12-Support device; 13-Shaped tie rod. DETAILED DESCRIPTION

[0018] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0019] As shown in Figures 1 to 5, the vehicle-end connection structure of the rubber-wheeled train of the present invention includes a tunnel 2, an articulated bogie 3, a buffer device 1 located above the tunnel 2, and a support device 12 located below the tunnel 2. The tunnel 2 has a profile frame and a double-layer tarpaulin fixed between the profile frames. The end of the tunnel 2 is connected to the vehicle end, and the middle profile frame is connected to the vehicle-end connection structure of the present invention to achieve positioning constraint. The upper part of the profile frame of the tunnel 2 is connected to the suspension device 4 integrated on the upper buffer device 1 to achieve suspension and rotational movement. The lower part of the profile frame of the tunnel 2 is connected to the support device 12 integrated on the articulated bogie 3 to achieve support and rotational movement of the tunnel 2. The rotation center of the suspension device 4, the rotation center of the support device 12, and the rotation center of the articulated bogie 3 are collinear. In this way, the vehicle-end connection structure constrains the through-passage through the upper buffer device and the lower support device, which can achieve regular compression and stretching of the through-passage during vehicle operation and steering, as well as positioning constraints of the through-passage in the longitudinal and lateral directions of the vehicle, reducing the movement amplitude of the through-passage, and thus achieving a safe and reliable connection of the vehicle ends.

[0020] The buffer device 1 is connected to the ends of the train car at both ends, and the upper portion of the tunnel 2 is rotatably suspended from the buffer device 1 via a suspension device 4. Specifically, the upper portion of the profile frame is rotatably connected to the buffer device 1 via the suspension device 4. In the illustrated embodiment, the buffer device 1 comprises a first bracket 6 and a second bracket 8, respectively fixed to the ends of the train cars. A pair of longitudinal shock absorbers 5 and a pair of transverse shock absorbers 7 are positioned between the first bracket 6 and the second bracket 8, providing longitudinal and transverse shock absorption for the train. The first bracket 6 comprises a first crossbeam 61 fixed to the end of the train car, and a suspension beam 62 fixed to the first crossbeam 61 and extending diagonally upward toward the rear of the train car. The distal end of the suspension beam 62 comprises a suspension box 63, below which the suspension device 4 is rotatably mounted. The second bracket 8 comprises a second crossbeam 81 fixed to the end of the train car, and two longitudinal beams 82 fixed to the ends of the second crossbeam 81. The first crossbeam 61 of the first bracket 6 and the second crossbeam 81 of the second bracket 8 are each secured to the end of the corresponding train car by bolts or welding. The transverse shock absorber 7 is positioned between the two longitudinal beams 82 and the suspension box 63; the longitudinal shock absorber 5 is symmetrically positioned between the first crossbeam 61 and the second crossbeam 81. The suspension device 4 also includes a ball-jointed center rod, which is bolted to the suspension box 63, enabling multi-dimensional rotational movement between the tunnel 2 and the suspension box 63.

[0021] The lower part of the through tunnel 2 is rotatably supported on the articulated bogie 3 by a support device 12. The articulated bogie 3 has an articulation plate 11, and the support device 12 is rotatably set on the articulation plate 11. The lower part of the profile frame is rotatably connected to the articulated bogie 3 through the support device 12. The articulated bogie 3 has a first axle 31 and a second axle 32, and a first frame 33 and a second frame 34 respectively connected to the first axle 31 and the second axle 32 by hinges 10, and the first frame 33 and the second frame 34 are hinged by the articulation plate 11. The support device 12 is connected to the articulation plate 11 by bolts, and the upper part of the support device 12 is connected to the profile frame of the through tunnel 2 by a metal ball joint, so as to realize multi-dimensional rotational movement between the through tunnel 2 and the support device 12.

[0022] The lower sections of the two carriages of a rubber-tire train are connected by an articulated bogie 3. This bogie is equipped with longitudinal tie rods 9 and splayed tie rods 13, which connect to the underframes of the two carriages, constraining relative motion between the axles and carriages. A vertical damping system, comprising air springs, anti-roll torsion bars, and hydraulic shock absorbers, provides vertical vibration damping between the bogie and carriages. A bogie capstan 11 and bogie hinge 10 are located between the two axles, enabling longitudinal force transmission and facilitating the three degrees of freedom (nodal, pitch, and roll) between the two trains, adapting to varying road conditions.

[0023] The functions of the various parts of the vehicle-end connection mechanism of the present invention are as follows:

[0024] The suspension device 1 provides longitudinal and lateral acceleration buffering functions for the two carriages, thereby improving the running comfort of the vehicle.

[0025] The through-passage 2 is connected to the ends of the two carriages by fasteners, and a ferry is provided to provide a safe passage between the two carriages.

[0026] The articulated bogie 3 is connected to the ends of the two carriages; the articulated plate 11 provides mechanical connection and three degrees of freedom for the bogie, ensuring smooth movement of the two carriages. The hinge 10 can release the stress generated by the vertical relative displacement between the two carriages, thereby improving the adaptability to uneven road surfaces.

[0027] The support device 12 is connected to the articulated bogie 3 through fasteners, providing lower support and lower rotational motion center constraint for the gangway.

[0028] The rotation centers provided by the suspension device 4 and the support device 12 for the through-tunnel 2 are coaxial in the vehicle height direction.

[0029] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A rubber-tyred train vehicle end connection structure, comprising a through-passage (2) and an articulated bogie (3), characterized in that: The invention also comprises a buffer device (1) located above the through-passage (2), wherein both ends of the buffer device (1) are connected to the ends of the carriage, the through-passage (2) is rotatably suspended on the buffer device (1) via a suspension device (4) above, and is rotatably supported on the articulated bogie (3) via a support device (12) below the through-passage (2), wherein the rotation center of the suspension device (4), the rotation center of the support device (12) and the rotation center of the articulated bogie (3) are collinear.

2. The vehicle end connection structure of a rubber-tyred train according to claim 1, characterized in that: The buffer device (1) comprises a first bracket (6) and a second bracket (8) respectively fixed to the ends of two carriages, a pair of longitudinal shock absorbers (5) and a pair of transverse shock absorbers (7) are arranged between the first bracket (6) and the second bracket (8), and the suspension device (4) is arranged below the first bracket (6).

3. The vehicle end connection structure of a rubber-tyred train according to claim 2, characterized in that: The first bracket (6) comprises a first cross beam (61) fixed to the end of the carriage and a suspension beam (62) fixed to the first cross beam (61) and extending obliquely upward toward the rear of the carriage, the far end of the suspension beam (62) comprises a suspension box (63), and the suspension device (4) is rotatably arranged below the suspension box (63); the second bracket (8) comprises a second cross beam (81) fixed to the end of the carriage, and two longitudinal beams (82) fixed to the ends of the second cross beam (81), the pair of transverse shock absorbers (7) being arranged between the two longitudinal beams (82) and the suspension box (63); and the pair of longitudinal shock absorbers (5) being symmetrically arranged between the first cross beam (61) and the second cross beam (81).

4. The vehicle end connection structure of a rubber-tyred train according to claim 3, characterized in that: The through passage (2) comprises a profile frame and a tarpaulin, and the upper portion of the profile frame is rotatably connected to the buffer device (1) via a suspension device (4).

5. The vehicle end connection structure of a rubber-tyred train according to claim 4, characterized in that: The articulated bogie (3) has an articulated disc (11), the support device (12) is rotatably arranged on the articulated disc (11), and the lower part of the profile frame is rotatably connected to the articulated bogie (3) via the support device (12).

6. The vehicle end connection structure of a rubber-tyred train according to claim 1, characterized in that: The articulated bogie (3) comprises a first axle (31) and a second axle (32), and a first frame body (33) and a second frame body (34) respectively connected to the first axle (31) and the second axle (32) via hinges (10); the first frame body (33) and the second frame body (34) are articulated via an articulated plate (11).

7. The vehicle end connection structure of a rubber-tyred train according to claim 3, characterized in that: The first cross beam (61) of the first bracket (6) and the second cross beam (81) of the second bracket (8) are respectively fixed to the ends of the corresponding carriages by bolts or welding.

8. The vehicle end connection structure of a rubber-tyred train according to claim 3, characterized in that: The suspension device (4) has a ball joint center rod, and the ball joint center rod is connected to the suspension box (63) via bolts, thereby realizing multi-dimensional rotational movement between the through passage (2) and the suspension box (63).

9. The vehicle end connection structure of a rubber-tyred train according to claim 1, characterized in that: The support device (12) is connected to the hinge plate (11) via bolts, and the upper part of the support device (12) is connected to the profile frame of the through passage (2) via a metal ball joint, thereby achieving multi-dimensional rotational movement between the through passage (2) and the support device (12).

10. A rubber-tyred train, characterized in that: A rubber-tyred train vehicle end connection structure as claimed in any one of claims 1 to 9.

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