CN113501024A - Composite plate spring for primary suspension of train bogie - Google Patents
Composite plate spring for primary suspension of train bogie Download PDFInfo
- Publication number
- CN113501024A CN113501024A CN202110952931.1A CN202110952931A CN113501024A CN 113501024 A CN113501024 A CN 113501024A CN 202110952931 A CN202110952931 A CN 202110952931A CN 113501024 A CN113501024 A CN 113501024A
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- CN
- China
- Prior art keywords
- plate spring
- bogie
- thickness
- leaf spring
- layers
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
- B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F1/00—Springs
- F16F1/02—Springs made of steel or other material having low internal friction; Wound, torsion, leaf, cup, ring or the like springs, the material of the spring not being relevant
- F16F1/021—Springs made of steel or other material having low internal friction; Wound, torsion, leaf, cup, ring or the like springs, the material of the spring not being relevant characterised by their composition, e.g. comprising materials providing for particular spring properties
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F1/00—Springs
- F16F1/02—Springs made of steel or other material having low internal friction; Wound, torsion, leaf, cup, ring or the like springs, the material of the spring not being relevant
- F16F1/18—Leaf springs
- F16F1/185—Leaf springs characterised by shape or design of individual leaves
- F16F1/187—Leaf springs characterised by shape or design of individual leaves shaped into an open profile, i.e. C- or U-shaped
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2224/00—Materials; Material properties
- F16F2224/02—Materials; Material properties solids
- F16F2224/0241—Fibre-reinforced plastics [FRP]
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Springs (AREA)
Abstract
The invention discloses a composite plate spring for primary suspension of a train bogie, wherein a plate spring body is made of carbon fiber reinforced composite materials and is in a U-shaped single-piece type laminated structure, an axle box below a bogie frame is positioned at the inner side of the plate spring, mounting holes are formed in two ends of the plate spring, the upper end of the plate spring is connected to the bogie through a bolt, and the other end of the plate spring is connected with a groove in the bottom of the axle box. The width direction of the plate spring is the same as the axial direction of a wheel shaft in the axle box, the thickness direction of the plate spring is vertical to the axial direction of the wheel shaft, the thickness of the plate spring is the largest at the center along the radian direction, and the thickness of the plate spring is gradually reduced along with the approach of the thickness of two ends of the spring body, so that the integral vertical rigidity value of the plate spring is constant. The composite plate spring has a U-shaped overall structure, the thickness of the composite plate spring is gradually increased from two ends to the middle, the variable-thickness section is adopted, the thickness of the composite plate spring is gradually increased from two ends to the middle, the change is continuous, and stress concentration can be reduced.
Description
Technical Field
The invention relates to the technical field of suspensions of railway vehicles, in particular to a composite plate spring for primary suspension of a train bogie.
Background
Nowadays, the world is facing serious crisis of energy shortage and crisis of environmental pollution, greenhouse gas emission and the like, and people pay more and more attention to the problem of energy consumption. The traditional structure train made of the existing metal material has the problems of vibration, impact, resistance and noise which are increased continuously while the speed and the load are increased. And the existing materials are increasingly attentive when dealing with complicated and changeable service environments such as plateaus, deserts, high temperature, high cold, high altitude and the like. Meanwhile, in order to adapt to the development trend of the new generation of rail trains, the rail trains must be lightened to a certain extent and make room for installation of new equipment.
Since the 20 th century and the 60 th century, the rail transportation industry has made new requirements on safety, comfort and green energy conservation of rail passenger cars, and great britain, japan and germany have made certain progress in trying to apply fiber composite materials to structures and non-structural members of trains. Due to the advantages of high specific strength and rigidity, heat insulation, fatigue resistance, flame retardance, corrosion resistance, strong designability and the like of the fiber composite material, the fiber composite material has great potential market and development prospect in the field of rail transit. Although composite materials are used in large quantities in non-load bearing structural parts such as railway vehicle interior equipment and finishing materials, their use in load bearing structural members and large structural members is not deep and widespread enough.
The bogie is used as a main bearing component of the railway vehicle and provides sufficient safety and stability for bearing vehicle body load and load. The traditional metal bogie is generally very thick and heavy, so that the proportion of the bogie in the total mass of a vehicle is very large, and a series of problems of high maintenance cost, poor curve running capability, high noise, insufficient energy conservation, environmental protection and the like are caused. As the train speed of a railway train increases, the impact force on the railway increases, and therefore, it is desired to reduce the weight of the train, particularly the weight of a train bogie, and to reduce the energy consumption and the damage to the rails during the running of the train. At present, the dead weight of a metal steel spring adopted on a high-speed rail is large, the rigidity curve of the metal steel spring is shown in figure 1, the load is in direct proportion to the displacement, and the requirement of further lightening the high-speed rail train cannot be met. In addition, considering the narrow space between the train bogie and the axle box, most of the current common composite material leaf springs need to have extra space to release the displacement generated by deformation, and are difficult to be directly applied to the train bogie.
Therefore, if a composite plate spring is provided, the occupied space can be reduced, the required strength can be met to realize the light weight of the train bogie, and the composite plate spring has important significance for green energy conservation in the rail transit industry.
Disclosure of Invention
The invention aims to overcome the defects in the prior art, and provides a composite plate spring for primary suspension of a train bogie.
The technical scheme adopted by the invention for solving the technical problems is as follows: the utility model provides a train bogie primary suspension uses combined material leaf spring, this leaf spring body uses carbon-fibre composite, is U-shaped monolithic formula lamellar structure, and the axle box under the bogie framework is located the leaf spring inboard, is provided with the installation locating hole at the leaf spring both ends, and the upper end of leaf spring is connected to the bogie framework, and the other end is connected with the recess of train axle box, the width direction of leaf spring is the same with the shaft axial direction in the axle box, and leaf spring thickness direction is perpendicular with the axial direction of shaft, and leaf spring thickness is in the central department the biggest along radian direction, and along with approaching leaf spring body both ends thickness and progressively diminishing, the vertical rigidity value of whole of leaf spring is invariable.
Preferably, the layered structure is made of unidirectional prepreg in which carbon fibers are compounded with epoxy resin.
Preferably, the layered structure is formed by overlapping layers, the layers are symmetrically paved with a plurality of layers along the thickness direction of the plate spring, the layering angles are respectively 0 degrees, 45 degrees and 45 degrees, and the layering proportion of each angle is respectively 3:1: 1.
Preferably, the upper surface and the lower surface of the plate spring body are provided with 3 layers of 0-degree layers.
The layers are gradually changed along the radian direction, and the layers are symmetrical along the thickness center layer and gradually increase in length from the middle to the two ends.
Preferably, the two ends of the plate spring, the bearing and the bogie are respectively positioned by holes and connected by bolts, and the conventional connection mode in the field can be adopted on the premise of not influencing the use effect.
In order to meet the requirement of train operation on vibration parameters, the integral vertical rigidity value of the plate spring is set to be 1000N/mm, and the error is plus or minus 3 percent.
Has the advantages that:
1. the invention utilizes the characteristic of low density of the fiber composite material to greatly reduce the primary suspension weight of the bogie.
2. The invention releases deformation displacement by utilizing the horizontal space of the self-deformation composite plate spring, and does not need to additionally occupy the vertical space.
3. The overall structure of the composite plate spring is U-shaped, the thickness is gradually increased from two ends to the middle, a variable thickness section is adopted, the thickness is gradually increased from two ends to the middle, the change has continuity, and stress concentration can be reduced.
Drawings
Fig. 1 is a structure view of a conventional train bogie.
Description of the drawings: 1-a bogie frame; 2-axle boxes; 3-primary suspension (leaf spring or steel spring); 4-a wheel axle; 5-wheel: 6-secondary suspension (air spring).
Fig. 2 is a graph showing stiffness curves of a metal spring steel used in the prior art.
Fig. 3 is a schematic view showing the installation of the leaf spring for a train bogie of the present invention.
Description of the drawings: 1-a bogie frame; 2-axle boxes; 7-composite leaf spring.
Fig. 4 is a schematic view showing the installation of the leaf spring for a train bogie of the present invention.
Description of the drawings: 1-a bogie frame; 2-axle boxes; 7-composite leaf spring.
Fig. 5 is a schematic view showing the installation of the leaf spring for a train bogie of the present invention.
FIG. 6 is a schematic view of a composite leaf spring lay-up.
Detailed Description
The invention is described in further detail below with reference to the accompanying drawings.
As shown in figures 1-6, the composite plate spring for the train bogie primary suspension provided by the invention does not need an extra space to release the displaced composite plate spring, has an overall rigidity value of 1000N/mm and an error of plus or minus 3 percent, is U-shaped in overall structure, gradually increases in thickness from two ends to the middle and has continuity. The carbon fiber prepreg has variable thickness sections, the thickness of the carbon fiber prepreg is gradually increased from two ends to the middle, the change is continuous, and stress concentration can be reduced. The composite material plate spring is connected with the axle box and the bogie frame by bolts.
The laminated structure is made of unidirectional prepreg compounded by carbon fiber and epoxy resin.
In the schematic view of the installation of the leaf spring for a train bogie, the leaf spring 3 has a U-shaped single-piece layered structure, the axle box under the bogie frame is located inside the leaf spring 5, and the axle box center is 400mm from the leaf spring 3. Mounting holes are provided at both ends of the plate spring 3, the upper end is connected to the bogie frame 1, and the other end is connected to a bottom recess of the axle box 2. The width direction of the plate spring is the same as the axial direction of the axle in the axle box, the thickness direction of the plate spring is vertical to the axial direction of the axle, the thickness of the plate spring is maximum at the center along the radian direction, and the thickness of the plate spring is gradually reduced along with the approach of the two ends of the plate spring body.
The installation diagram of the leaf spring of fig. 4 is essentially the same as that of fig. 3, except that two leaf springs 3 are symmetrically arranged to improve the load-bearing capacity of the suspension system, and the axle box centre is 300mm from the leaf spring 3.
The structure of fig. 5 is an indication that directions and angles are added to the installation structure diagram of fig. 3 in order to facilitate understanding of the connection relationship of the leaf spring to the box axle, the bogie frame, and the like. The plate spring body is of a layered structure formed by overlapping layers, the layers are symmetrically paved with a plurality of layers along the thickness direction of the plate spring, the layering angles are respectively 0 degrees, 45 degrees and 45 degrees, and the layering proportion of each angle is respectively 3:1: 1. The upper surface and the lower surface of the plate spring body are at least provided with 3 layers of 0-degree layers.
The leaf spring is the combined material leaf spring that does not need extra vertical space release displacement, consequently can effectively reduce the shared space of leaf spring between bogie framework and axle box, and can greatly alleviate the holistic weight of bogie, be favorable to reducing the energy resource consumption and reduce wheelset wearing and tearing. With the lifting of the load, the invention can be symmetrically arranged, and the bearing capacity of the suspension system is further improved.
Fig. 6 is a schematic view of a plate spring body laid symmetrically in the thickness direction, having a maximum thickness at the center in the arc direction, with the thickness gradually decreasing toward both ends of the plate spring.
It should be understood that the above description of specific embodiments is not intended to limit the invention, and any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (7)
1. The utility model provides a train bogie primary suspension uses combined material leaf spring which characterized in that: the plate spring body is made of carbon fiber reinforced composite materials and is of a U-shaped single-piece type layered structure, the axle box below the bogie frame is located on the inner side of the plate spring, mounting holes are formed in two ends of the plate spring, the upper end of the plate spring is connected to the bogie through a bolt, and the other end of the plate spring is connected with a groove in the bottom of the axle box.
2. The composite leaf spring for train bogie primary suspension according to claim 1, wherein: the laminated structure is made of unidirectional prepreg compounded by carbon fibers and epoxy resin.
3. The composite leaf spring for train bogie primary suspension according to claim 2, wherein: the laminated structure is formed by overlapping layers, the layers are symmetrically paved with a plurality of layers along the thickness direction of the plate spring, the layering angles are respectively 0 degree, 45 degrees and 45 degrees, and the layering proportion of each angle is respectively 3:1: 1.
4. The composite leaf spring for train bogie-train suspension according to claim 1 or 3, wherein: the upper surface and the lower surface of the plate spring body are provided with 3 layers of 0-degree layers.
5. The composite leaf spring for train bogie primary suspension according to claim 3, wherein: the layers are gradually changed along the radian direction, and the layers are symmetrical along the thickness center layer and gradually increase in length from the middle to the two ends.
6. The composite leaf spring for train bogie primary suspension according to claim 1, wherein: the lower end of the axle box body is designed into a special groove structure, and two ends of the plate spring, the axle box and the bogie are respectively positioned through screw holes and are connected through bolts.
7. The composite leaf spring for train bogie primary suspension according to claim 1, wherein: the integral vertical rigidity value of the plate spring is 1000N/mm, and the error is plus or minus 3%.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110952931.1A CN113501024B (en) | 2021-08-19 | 2021-08-19 | Composite plate spring for primary suspension of train bogie |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110952931.1A CN113501024B (en) | 2021-08-19 | 2021-08-19 | Composite plate spring for primary suspension of train bogie |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113501024A true CN113501024A (en) | 2021-10-15 |
| CN113501024B CN113501024B (en) | 2022-06-17 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110952931.1A Active CN113501024B (en) | 2021-08-19 | 2021-08-19 | Composite plate spring for primary suspension of train bogie |
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| Country | Link |
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| CN (1) | CN113501024B (en) |
Citations (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB190914501A (en) * | 1908-10-15 | 1909-11-18 | James Angus Munro | Improvements in Springs for Carriages, Vehicles and the like. |
| GB191515182A (en) * | 1916-03-03 | 1916-10-26 | George Barker Bowles | Improvements in or relating to Bearing Spring Arrangements for Railway Vehicles. |
| DE377108C (en) * | 1923-06-11 | Heinrich Augsburger | Leaf spring arrangement, especially for axle springs of railroad cars | |
| DE757245C (en) * | 1937-08-07 | 1954-11-15 | Ludwig Haerter | Cushioning of the wheel sets of rail vehicles, in which a rubber pressure body is provided at each leaf spring end |
| EP0038252A1 (en) * | 1980-04-08 | 1981-10-21 | Societe Nouvelle Des Ateliers De Venissieux | Chain-link suspension for railway vehicle |
| NL1010504C1 (en) * | 1998-11-06 | 2000-05-09 | Delft Thermoplastic Composites | U shaped leaf spring made from fibre reinforced composite material, for e.g. bicycle fork or nose wheel, provides torsion resistant connection between two telescopic axles |
| CN2617624Y (en) * | 2003-04-09 | 2004-05-26 | 陈秋田 | Double damper of small reel vehicle |
| US20130241168A1 (en) * | 2012-03-16 | 2013-09-19 | Audi Ag | Suspension system for a wheel suspension of a motor vehicle |
| US20150000553A1 (en) * | 2011-09-15 | 2015-01-01 | Kawasaki Jukogyo Kabushiki Kaisha | Railcar bogie plate spring |
| CN204354757U (en) * | 2014-04-02 | 2015-05-27 | 陈茹 | C shape leaf spring bumper and composite shock-absorbing device thereof |
| US20160200328A1 (en) * | 2013-10-09 | 2016-07-14 | Kawasaki Jukogyo Kabushiki Kaisha | Method of producing plate spring for railcar bogie |
| CN112046534A (en) * | 2020-09-25 | 2020-12-08 | 中车长春轨道客车股份有限公司 | Primary suspension system of railway vehicle adopting composite plate spring |
-
2021
- 2021-08-19 CN CN202110952931.1A patent/CN113501024B/en active Active
Patent Citations (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE377108C (en) * | 1923-06-11 | Heinrich Augsburger | Leaf spring arrangement, especially for axle springs of railroad cars | |
| GB190914501A (en) * | 1908-10-15 | 1909-11-18 | James Angus Munro | Improvements in Springs for Carriages, Vehicles and the like. |
| GB191515182A (en) * | 1916-03-03 | 1916-10-26 | George Barker Bowles | Improvements in or relating to Bearing Spring Arrangements for Railway Vehicles. |
| DE757245C (en) * | 1937-08-07 | 1954-11-15 | Ludwig Haerter | Cushioning of the wheel sets of rail vehicles, in which a rubber pressure body is provided at each leaf spring end |
| EP0038252A1 (en) * | 1980-04-08 | 1981-10-21 | Societe Nouvelle Des Ateliers De Venissieux | Chain-link suspension for railway vehicle |
| NL1010504C1 (en) * | 1998-11-06 | 2000-05-09 | Delft Thermoplastic Composites | U shaped leaf spring made from fibre reinforced composite material, for e.g. bicycle fork or nose wheel, provides torsion resistant connection between two telescopic axles |
| CN2617624Y (en) * | 2003-04-09 | 2004-05-26 | 陈秋田 | Double damper of small reel vehicle |
| US20150000553A1 (en) * | 2011-09-15 | 2015-01-01 | Kawasaki Jukogyo Kabushiki Kaisha | Railcar bogie plate spring |
| US20130241168A1 (en) * | 2012-03-16 | 2013-09-19 | Audi Ag | Suspension system for a wheel suspension of a motor vehicle |
| US20160200328A1 (en) * | 2013-10-09 | 2016-07-14 | Kawasaki Jukogyo Kabushiki Kaisha | Method of producing plate spring for railcar bogie |
| CN204354757U (en) * | 2014-04-02 | 2015-05-27 | 陈茹 | C shape leaf spring bumper and composite shock-absorbing device thereof |
| CN112046534A (en) * | 2020-09-25 | 2020-12-08 | 中车长春轨道客车股份有限公司 | Primary suspension system of railway vehicle adopting composite plate spring |
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| Publication number | Publication date |
|---|---|
| CN113501024B (en) | 2022-06-17 |
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