CN111779399A

CN111779399A - Rail vehicle loading door

Info

Publication number: CN111779399A
Application number: CN202010567637.4A
Authority: CN
Inventors: 谷宇; 史翔
Original assignee: Nanjing Kangni Mechanical and Electrical Co Ltd
Current assignee: Nanjing Kangni Mechanical and Electrical Co Ltd
Priority date: 2020-06-19
Filing date: 2020-06-19
Publication date: 2020-10-16
Anticipated expiration: 2040-06-19
Also published as: CN111779399B

Abstract

The invention discloses a loading door of a railway vehicle, which comprises a door leaf, a traction driving locking mechanism, guide rails and a door frame, wherein the door frame on the left side and the right side is provided with the guide rails, rollers on the two sides of the door leaf are embedded into the guide rails, the door leaf is formed by horizontally hinging a door plate, the top of the door frame is provided with the traction driving locking mechanism, and the traction driving locking mechanism is used for controlling the door leaf to lift along the guide rails and lock the turnover door. The opening of the flap gate can reach more than 3 meters, the flap gate can adapt to the operation speed of 350km/h and bear the load of 8000Pa pressure, has good water tightness, simple structure and convenient operation, occupies small space in a vehicle, and simultaneously ensures the safety and reliability of the gate system.

Description

Rail vehicle loading door

Technical Field

The invention relates to a loading door, in particular to a loading door of a railway vehicle.

Background

The existing door system is difficult to completely meet the requirements of freight transportation motor train units on the door system, and has the defects of poor pressure bearing capacity, poor water tightness, low safety and reliability and the like. If the opening degree is small, the automatic loading and unloading machine cannot get on the vehicle to carry out loading and unloading operation, and the cargo loading and unloading efficiency is low.

If adopt and move door or interior stopper sliding door, the aperture can be done very big, but these two kinds of doors or can occupy the side wall inner space more, have reduced the effective use volume of the inside goods of vehicle, or can bulge the automobile body, when the high-speed operation of train, produce great noise.

Disclosure of Invention

The purpose of the invention is as follows: the invention aims to provide the loading door of the railway vehicle, which has the advantages of pressure bearing capacity, good water tightness, simple structure, convenience in operation, small occupied space, safety and reliability.

The technical scheme is as follows: the invention relates to a loading door of a railway vehicle, which comprises a door leaf, a traction driving locking mechanism, guide rails and a door frame, wherein the left and right door frames are provided with the guide rails, rollers on two sides of the door leaf are embedded into the guide rails, the door leaf is formed by horizontally hinging a door plate, the top of the door frame is provided with the traction driving locking mechanism, and the traction driving locking mechanism is used for controlling the door leaf to lift along the guide rails and locking a flap door.

When the door is opened and closed, the rollers on two sides of the door leaf move up and down in the guide rail, and the door leaf also moves up and down along the guide rail. Due to the structural form particularity of the flap door, all the door panels are close to the vertical state when in the closed position. When the door is in the open position, all the door panels are close to the horizontal state. In the process of the door leaves from the vertical closing state to the horizontal opening state, each door leaf enters the roof sequentially and is gradually changed from vertical movement to horizontal movement.

Furthermore, the door leaf comprises door plates, roller assemblies, a lock fork, roller buffers and hinges, wherein the roller assemblies, the roller buffers and the hinges are arranged on two sides of each door plate; the hinge is used for connecting two door plates, and the roller components and the roller buffers are arranged on the same side or different sides of the hinge. The steel wire rope clamping heads are arranged on two sides of the inner side of the door plate, and the lower sliding strip is arranged below the door plate. The door plate main body is composed of a side aluminum profile, an aluminum honeycomb, an inner skin, an outer skin, an upper hinge aluminum profile and a lower hinge aluminum profile.

The hinge comprises a hinge plate, a hinge shaft and a self-lubricating bearing, in order to compensate the parallelism error of the guide rails on two sides, a universal wheel shaft of the roller component penetrates through the hinge shaft and can freely move axially in the hinge shaft, the roller adopts the self-lubricating joint bearing, the self-lubricating joint bearing can well adapt to the installation and manufacturing error of the guide rails, an inner ring of the roller joint bearing is made of self-lubricating materials of IGUS, and an inner ring of the materials is matched with the roller shaft to form a sliding and rotating friction pair, so that the hinge is dust-resistant, water-resistant and oil-resistant. Can withstand high axial and radial loads. The outer ring of the roller knuckle bearing is made of stainless steel, has high wear resistance and hardness, and is suitable for being used in a steel guide rail.

To prevent non-parallel errors of the guide rails, which could damage the roller assembly. Therefore, the universal wheel shaft can axially move in the hinge shaft, but the door leaf does not have enough supporting force along the vehicle length direction, so that in the running process of a vehicle, the swinging of the door leaf is inconsistent with the swinging of the vehicle, the door leaf collides with a door frame and other parts to generate noise, the roller needs to be close to the guide rail, the door leaf applies a supporting force to the universal wheel shaft, the supporting force F needs to be larger than the force F1 generated by the accelerated speed of the swinging of the vehicle on the door leaf, and simultaneously needs to be smaller than the maximum load F2 born by the universal wheel of the universal wheel shaft, so that the supporting force received by the door leaf along the vehicle length direction is enough, and the swinging of the door leaf is consistent with the swinging of the vehicle, and the noise cannot be.

Preferably, the roller buffer comprises a roller buffer support, a pre-tightening screw, a rectangular spring and a pre-tightening nut, the pre-tightening screw sequentially penetrates through the roller buffer support, the spring and the pre-tightening nut, and the pre-tightening screw, the rectangular spring and the pre-tightening nut jointly generate a pre-tightening force F. When the vehicle door is closed, the roller buffer is moved, the pretightening screw pushes the universal wheel shaft to move axially, so that the universal wheel is tightly attached to the guide rail, and the universal wheel shaft and the pretightening screw are in a contact but unstressed state.

When the vehicle rocks, the door leaf has the trend that both sides removed, and at this moment one side door frame passes through the guide rail and uses supporting force F to universal wheel axle, and universal wheel axle transmits pretension screw and pretension nut with power, and pretension screw and pretension nut pass through the rectangle spring and transmit the door leaf with power for the door leaf receives the support, does not take place the displacement, rocks along with the automobile body, thereby the noise abatement.

When the door system meets the guide rails in the door opening and closing process, and the distance between the guide rails on the two sides is reduced, the guide rails on the two sides can extrude universal wheel shafts on the two sides, the universal wheel shafts can transmit extrusion force to the pre-tightening screws and the pre-tightening nuts, and the pre-tightening screws and the pre-tightening nuts transmit force to the roller buffer supports and the door leaves through the rectangular springs. The rectangular spring deforms, so that the increase of the extrusion stress of the universal wheel shaft is limited, and the guide rail cannot crush the universal wheel on the universal wheel shaft as long as the reserved deformation of the rectangular spring is enough and is not completely compressed.

The upper and lower hinges which are mutually buckled are internally provided with inner antifriction strips, and the upper and lower hinges which are mutually buckled are externally provided with outer antifriction strips.

Go up and have outer antifriction strip and interior antifriction strip between the hinge down, play the effect that reduces friction, the buffering is fallen and is fallen, and border department under each door plant outside installs the manger plate adhesive tape for most rainwater can be followed the door plant outside landing.

And a hinge sealing rubber strip is arranged on the upper hinge and is pressed on the tile-shaped water retaining surface of the lower hinge to slide. Further preventing the infiltration of intruding rain water from the profile hinges into the inner side of the door panel. The installation hinges on the two sides of the door panel need to cut the interference part of the hinge section bar, and the tile-shaped water retaining surface of the section bar is designed into a circular arc shape and is concentric with the hinge, so that the tile-shaped water retaining surface of the section bar at the installation hinge parts on the two sides of the door cannot be cut off, and the tile-shaped water retaining surface of the section bar and the middle part of the door panel are integrated, and the sealing performance is good.

The sealing plane of the side edge of the door panel is tangent to the tile-shaped water retaining surface, and the gap between the two surfaces is filled by a hinge sealing rubber strip. So that the sealing surfaces of the door panel sides form a continuous, unbroken surface.

Has the advantages that: compared with the prior art, the invention has the following remarkable advantages:

(1) the opening of the loading door can be made very large and can reach more than 3 meters, so that the high-speed freight train can be loaded and unloaded by using mechanical and automatic loading and unloading machinery, the cargo loading and unloading efficiency is greatly improved, and the requirement of the express freight train is well met;

(2) the redundant space of the train roof is effectively utilized, and the door plate retracts into the train roof when the door is opened, so that the effective space of a container in the train is not occupied;

(3) because the space in the vehicle is occupied a little, the door plate can be made thicker and the strength of the door plate can be made very high, so that the door plate can adapt to the operation speed of 350km/h and bear the load of 8000Pa pressure;

(4) the train door is flush with the outer contour of the train body after being closed, so that the noise generated when the train runs can be greatly reduced;

(5) the door plate roller adopts a special structure of a self-lubricating joint bearing and a bull eye bearing, so that the radial and axial friction coefficients of the roller shaft can be reduced simultaneously, the door plate is prevented from being clamped in the moving process, the door plate can be tightly attached to a vehicle body when being closed in place, the noise is reduced, and the roller volume is reduced;

(6) because the periphery of the door plate is clamped in the train body, even if locking fails, the controller is damaged or the power is cut off, 100% of locking strength can be maintained, the train does not need to slow down, and the safety and the reliability of train service are greatly improved.

Drawings

FIGS. 1(a) - (b) are side views of a loading door shaft of a railway vehicle, a side view of a flap door system in a closed state of FIG. 1(a), and a side view of a flap door system in an open state of FIG. 1 (b);

FIG. 2 is a side view of a door leaf shaft;

fig. 3 a front view and a D-D sectional view of the door leaf a;

FIG. 4 is a sectional view B-B of the door leaf;

FIG. 5 is a sectional view C-C of the door leaf;

FIG. 6 is an assembled view of the hinge assembly and roller assembly;

FIG. 7 is a cross-sectional view E-E of the hinge assembly and roller assembly;

FIG. 8 is a side view of a roller damper shaft.

Detailed Description

The technical solution of the present invention is further illustrated by the following examples.

Referring to fig. 1(a) -1 (b), in the present invention: the flap door system comprises a door frame 1, a traction drive locking mechanism 2, a guide rail 3, a door leaf 4, a doorsill 5 and the like. The door leaf 2 is formed by horizontally hinging 6 door plates, guide rails 3 are arranged on the left and right door frames 1, rolling wheels on two sides of the door leaf 4 are embedded into the guide rails 3, and when the door is opened and closed, the rolling wheels on two sides of the door leaf 4 move up and down in the guide rails 3, and the door leaf 4 also moves up and down along the guide rails 3. The top of the train is provided with a traction driving locking mechanism 2 which is used for controlling the lifting of a door leaf 4 along a guide rail 3 and realizing the locking of a door system.

Due to the structural particularity of the flap door, all the door panels are close to the vertical state in the closed state. In the open position, all the panels are approximately horizontal. In the process of the door leaves 4 from the vertically closed state to the horizontally opened state, the door leaves sequentially move upward into the roof, and gradually change from vertical movement to horizontal movement.

Referring to fig. 2, 3 and 4, the door leaf 4 of the present invention mainly includes a 1 st door panel 401, a 2 nd door panel 402, a 3 rd door panel 403, a 4 th door panel 404, a 5 th door panel 405 and a 6 th door panel 406. The door plate main body is composed of a side aluminum profile 4001, an aluminum honeycomb 4002, an inner skin 4003, an outer skin 4004, an upper hinge aluminum profile 4005 and a lower hinge aluminum profile 4006, and roller assemblies 41, roller buffers 42 and hinges 43 are arranged on two sides of each section of door plate; a water retaining rubber strip 44, a hinge sealing rubber strip 45, an outer antifriction strip 46 and an inner antifriction strip 47 are arranged between the door plates. The upper edge of the 1 st door panel 401 is provided with a locking fork 4011, the two inner sides of the 6 th door panel are provided with a steel wire rope clamping head 4062, and the lower surface of the door panel is provided with a lower sliding strip 4061.

Compare fig. 3 fig. 4 fig. 5: last hinge aluminium alloy 4005 and lower hinge aluminium alloy 4006 lock of two adjacent door plants from top to bottom each other, form a section bar hinge, the hinge 43 of this section bar hinge and door plant both sides installation is concentric, has outer antifriction strip 46 and interior antifriction strip 47 that self-lubricating material made between this section bar hinge, plays and reduces the friction, the effect of making an uproar falls in the buffering, border department under each door plant outside installs manger plate adhesive tape 44 for most rainwater can follow the door plant outside landing.

Referring to FIG. 5: and a hinge sealing rubber strip 45 is further arranged on the upper hinge aluminum profile 4005, the hinge sealing rubber strip 45 is always pressed on the tile-shaped water retaining surface 40061 of the lower hinge aluminum profile 4006 to slide, and therefore the invasion of rainwater is further prevented from permeating into the inner side of the door panel from the profile hinge. The installation of hinges 43 on both sides of the door panel requires cutting the interference part of the hinge section bar, and because the tile-shaped water retaining surface 40061 of the section bar is designed into a circular arc shape and is concentric with the hinge 43, the tile-shaped water retaining surface of the section bar at the installation hinge parts on both sides of the door cannot be cut off, and the tile-shaped water retaining surface is integrated with the tile-shaped water retaining surface of the section bar in the middle of the door panel, so that the sealing performance is good. The sealing plane 40051 of the side edge of the door panel is tangent to the tile-shaped water retaining surface 40061, and a gap between the two surfaces is filled by a hinge sealing rubber strip 45, so that the sealing surface of the side edge of the door panel forms a continuous complete surface, and the sealing of the sealing rubber strip at the periphery of the door is realized.

Referring to fig. 6 and 7, the hinge assembly 43 of the present invention is composed of a hinge plate 431, a hinge shaft 432, and a self-lubricating bearing 433; the roller assembly 41 is composed of a universal wheel shaft 412, a roller 411 and other accessories. In order to compensate the parallelism error of the guide rails 3 on the two sides, the universal wheel shaft 412 of the roller assembly 41 penetrates through the hinge shaft 432 and can freely and axially move in the hinge shaft 432, the roller 411 adopts a self-lubricating joint bearing which can well adapt to the installation and manufacturing error of the guide rails 3, the inner ring of the joint bearing of the roller 411 is made of IGUS self-lubricating materials, and the inner ring of the materials and the roller shaft 412 are matched to form a sliding and rotating friction pair, so that the sliding and rotating friction pair is dust-resistant, water-resistant and oil-resistant. Can withstand high axial and radial loads. The outer ring of the roller 411 knuckle bearing is made of stainless steel, has high wear resistance and hardness, and is suitable for being used in the steel guide rail 3.

To prevent a non-parallel error of the guide rail 3 from damaging the roller assembly 41. Therefore, the universal wheel shaft 412 can axially move in the hinge shaft 432, but this may cause the door leaf 4 to have insufficient supporting force along the vehicle length direction, so that during the vehicle operation, the swinging of the door leaf 4 is inconsistent with the swinging of the vehicle, and the collision between the door leaf 4 and the door frame 1 and other parts generates noise, so that the roller 411 needs to be abutted against the guide rail 3, and the door leaf 4 exerts a supporting force on the universal wheel shaft 412, and this supporting force F needs to be greater than the force F1 generated on the door leaf 4 by the acceleration of the vehicle swinging, and at the same time, needs to be smaller than the maximum load F2 that the universal wheel of the universal wheel shaft 412 can bear, so that the supporting force received by the door leaf 4 along the vehicle length direction is sufficient, and the swinging of the door leaf and the swinging of the vehicle are.

Referring to fig. 2 and 8: a roller damper 42 is provided alongside the hinge assembly 43 to generate this force F. The roller damper 42 is composed of a roller damper bracket 4201, a pretension screw 4202, a rectangular spring 4203, a pretension nut 4204, and the like. The pretension screw 4202, the rectangular spring 4203 and the pretension nut 4204 jointly generate a pretension force F. During installation, the roller damper 42 is moved, and when the vehicle door is in a closed position, the roller damper 42 is moved, and the pretightening screw 4202 is used for pushing the universal wheel shaft 412 to move axially, so that the universal wheel is tightly attached to the guide rail 3, and the universal wheel shaft 412 and the pretightening screw 4202 are in a contact but unstressed state.

When the vehicle shakes, the door leaf 4 tends to move to both sides, at this time, the one-side door frame 1 applies the supporting force F to the universal wheel shaft 412 through the guide rail 3, the universal wheel shaft 412 transmits the force to the pre-tightening screw 4202 and the pre-tightening nut 4204, and the pre-tightening screw 4202 and the pre-tightening nut 4204 transmit the force to the door leaf 4 through the rectangular spring 4203, so that the door leaf 4 is supported, displacement does not occur, and the door leaf 4 shakes together with the vehicle body, thereby eliminating noise.

When the door system encounters the situation that the guide rails 3 are not parallel and the distance between the two side guide rails 3 is reduced in the door opening and closing process, the two side guide rails 3 press the two side universal shafts 412, the universal shafts 412 transmit the pressing force to the pre-tightening screws 4202 and the pre-tightening nuts 4204, and the pre-tightening screws 4202 and the pre-tightening nuts 4204 transmit the force to the roller damper bracket 4201 and the door leaf 4 through the rectangular springs 4203. Due to the deformation of the rectangular spring 4203, the increase of the extrusion stress of the universal wheel shaft 412 is limited, and as long as the reserved deformation of the rectangular spring 4203 is enough and not completely compressed, the universal wheels on the universal wheel shaft 412 cannot be crushed by the guide rail 3.

Claims

1. A rail vehicle loading door characterized by: the door comprises a door leaf (4), a traction driving locking mechanism (2), guide rails (3) and a door frame (1), wherein the guide rails (3) are arranged on the door frame (1) on the left side and the right side, rollers on the two sides of the door leaf (4) are embedded into the guide rails (3), the door leaf (2) is formed by horizontally hinging the door plates, the traction driving locking mechanism (2) is arranged at the top of the door frame (1), and the traction driving locking mechanism (2) is used for controlling the door leaf (4) to lift along the guide rails (3) and locking a panel turnover door.

2. The rail vehicle loading door of claim 1, wherein: the door leaf (4) comprises a door panel (403), roller assemblies (41), roller buffers (42) and hinges (43), wherein the roller assemblies (41), the roller buffers (42) and the hinges (43) are arranged on two sides of the door panel (403); the hinge (43) is used for connecting two door panels (403), and the roller assemblies (41) and the roller buffers (42) are arranged on the same side or different sides of the hinge (43).

3. The rail vehicle loading door of claim 2, wherein: the hinge (43) comprises hinge plates (431), a hinge shaft (432) and self-lubricating bearings (433), wherein the hinge shaft (432) penetrates through shaft holes of the two hinge plates (431), and the self-lubricating bearings (433) are arranged between the hinge shaft (432) and the hinge plates (431).

4. The rail vehicle loading door of claim 2, wherein: the roller assembly (41) comprises a universal wheel shaft (412) and a roller (411), wherein the universal wheel shaft (412) penetrates through a shaft hole of the roller (411), and the universal wheel shaft (412) penetrates through a hinge shaft (432).

5. The rail vehicle loading door of claim 4, wherein: the universal wheel shaft (412) axially moves in the hinge shaft (432).

6. The rail vehicle loading door of claim 2, wherein: the roller damper (42) comprises a roller damper bracket (4201), a pre-tightening screw (4202), a spring (4203) and a pre-tightening nut (4204), wherein the pre-tightening screw (4202) penetrates through the roller damper bracket (4201), the spring (4203) and the pre-tightening nut (4204) in sequence.

7. The rail vehicle loading door of claim 1, wherein: the upper hinge (4005) and the lower hinge (4006) between two adjacent door panels are mutually buckled, and the mutually buckled upper and lower hinges are concentric with the hinges (43) arranged on two sides of the door panels.

8. The rail vehicle loading door of claim 7, wherein: an inner antifriction strip (47) is arranged in the upper hinge and the lower hinge which are mutually buckled, and an outer antifriction strip (46) is arranged outside the upper hinge and the lower hinge which are mutually buckled.

9. The rail vehicle loading door of claim 7, wherein: and a hinge sealing rubber strip (45) is arranged on the upper hinge (4005), and the hinge sealing rubber strip (45) is pressed on the tile-shaped water retaining surface (40061) of the lower hinge (4006) to slide.

10. The rail vehicle loading door of claim 9, wherein: the sealing plane (40051) of the side edge of the door panel is tangent to the tile-shaped water retaining surface (40061), and a gap between the two surfaces is filled up by a hinge sealing rubber strip (45).