TWI761185B - Bolsterless railway bogie frame - Google Patents

Abstract

A bolsterless Railway bogie frame is disclosure, which comprises a pair of load bearing parts and a pair of supporting parts. The two load bearing parts are connected with the carriage unit of the railway bogie and connected with each other by a connecting part. The two supporting parts are respectively connected to the front and rear ends of the bearing part. The head and tail ends of each supporting part are respectively provided with a wheel frame part, which is connected with each wheel axle. Each wheel frame part is provided with an upper plate surface and a lower plate surface. The clamping space is respectively provided with a plurality of ribs in sequence, and the top and bottom opposite ends of each rib are respectively connected with the upper plate surface and the lower plate surface. The ribs include a first rib and a second rib. The first length is formed by a connecting line between the first rib and the second rib of the upper plate surface. The connecting line between the first rib and the second rib of the lower plate surface forms a second length, and the second length is greater than the first length.

Description

Boltless rail vehicle bogie frame

The invention relates to a bolsterless rail vehicle bogie frame, in particular to a bolsterless rail vehicle bogie frame that can effectively reduce weight through structural design and can achieve stable strength.

The bogie is one of the most important components in the structure of railway vehicles. Its main function is to increase the load, length and volume of the vehicle, improve the running speed of the train, and have good performance when running at low speed or high speed under the specified line track conditions. Operational quality to protect vehicles and goods and meet the needs of railway transportation development. There are many ways to reduce weight, mainly material changes and structural design. However, lightweight structural design usually uses computer simulation as a way to reduce the risk of implementation. Improving material structure design technology refers to increasing the simulation design energy, so that the The discrepancy between simulated design results and actual product measurements is reduced. This technology is based on the mastery of material properties (stress-strain relationship and material failure mechanical properties), with appropriate numerical simulation methods, in order to accurately evaluate the force and deformation relationship of the structure from bearing load to structural failure, which can reduce the structural design value. The safety factor during the simulation can achieve the purpose of lightweight structural design.

The current bogie frame is mainly made of a fully welded structure based on A42 FP type steel plate, as described in the French standard NF A36-205. The steel plates are cut, sandblasted, trimmed, folded and prepared, then welded and assembled together to form box-shaped subassemblies, which are constructed in the final assembly work to form the final frame. From this document and from the bogies of the prior art, it can be seen that the research on how to manufacture the bogie frame mainly focuses on the use of steel, especially steel; therefore, it can be seen that the above solution is only carried out in a way of reducing weight, and there is no disclosure at all about the use of steel. The specific structural design method can effectively reduce the weight and achieve the design direction of stable strength.

At present, the traditional structural simulation design and analysis software such as ANSYS, ABAQUS, etc., regard the experimental measurement results (stress and strain curves) of the test specimens as the known physical properties of the material. Based on the known physical properties and possible stress conditions of the structure, through the discretization and numerical calculation of the overall structure, the response of the stress and strain of the overall structure is obtained, and the safety factor (by experimental measurement results or design experience assumptions) is evaluated. bearing capacity of the structure. The structural bearing capacity obtained in this way, because only the material tensile or compression test results are considered in the structural analysis, a large safety factor must be given when evaluating the structural bearing capacity to ensure the safety of the structure. The advanced structural simulation design analysis software technology can analyze each element from the point of view of micro mechanics, and observe whether the element stress reaches the critical condition that all failure criteria (Tsai-Hill, Tsai-Wu, Max Stress, Max Strain, etc.) may fail. . It is not uncommon to arrange reinforcement ribs in the bogie, but the relationship between the reinforcement ribs and the life of the bogie has not been disclosed.

The main purpose of the present invention is to provide a bolsterless rail vehicle bogie frame, which can achieve the best service life by applying the configuration pattern of the reinforcement ribs inside the frame and the support ratio relationship formed by the reinforcement ribs to the frame.

In order to achieve the above object, the technical means of the present invention is to provide a bolsterless rail vehicle bogie frame, comprising: a pair of bearing parts for connecting a carriage unit of the rail vehicle, the pair of bearing parts are connected to each other by a connecting part connection; and a pair of support parts, which are respectively connected to the front and rear of the bearing part At both ends, the head and tail ends of each support part respectively have a wheel frame part to be connected with the axle of each wheel, and each wheel frame part has an upper plate surface and an opposite lower plate surface, the upper plate surface is connected with the axle of each wheel. A plurality of reinforced fins are arranged between the lower plate surfaces in sequence, and opposite ends of the top and bottom of each rib are respectively connected to the upper plate surface and the lower plate surface, and the fins include a first rib fin and a second rib, the first rib and the second rib are both solid structures, the connection position between the upper plate surface and the first rib to the connection position with the second rib forms a The first length, and the connection position of the lower plate surface with the first rib to the connection position with the second rib forms a second length, and the ratio of the second length to the first length is 2.08:1 .

In some embodiments, the top surface of the bearing portion supports the carriage unit, and the lower plate surfaces of the wheel frame portions are mounted on the corresponding wheel axles.

In some embodiments, the reinforced ribs are the first rib, the second rib, a third rib and a fourth rib in sequence.

In some embodiments, the space between the upper plate surface and the lower plate surface is divided into a first support space by the first rib and the second rib, and a first support space by the second rib and the third rib The rib is divided into a second supporting space and a third supporting space is divided by the third rib and the fourth rib.

In some embodiments, the rail vehicle is a rapid transit train or a light rail train.

The characteristics of the present invention are: the present invention applies a plurality of reinforcing ribs to be arranged in the bogie frame to maintain the strength that can only be achieved by the bogie structure originally made of solid steel, thereby reducing the weight. The invention can achieve the best anti-fatigue life by utilizing the proportional relationship between the reinforcing rib and the bogie frame while reducing the weight.

1,1': bogie frame

2,2': Bearing part

21: Connection part

3,3': Support part

31: Wheel frame

311: Upper board surface

312: Lower board surface

4: Ribs

41: The first rib

42: Second rib

43: Third rib

44: Fourth rib

51: The first support space

52: Second support space

53: The third support space

C, C': rail vehicle

C1: carriage unit

C2: Wheel axle

C3, C4: Buffer unit

L1: first length

L2: second length

[FIG. 1A] is a schematic diagram of the use of a rapid transit rail vehicle and its bogie frame according to an embodiment of the present invention; [FIG. 1B] is a front view of the bogie frame of FIG. 1; [FIG. 2] is a perspective view of a rail vehicle bogie frame according to an embodiment of the present invention; [FIG. 3] is a top view of the embodiment of FIG. 2; [FIG. 4A] is a cross-sectional view of the section line 4A-4A of FIG. 4B] is a life trend diagram of the bogie frame according to an embodiment of the present invention; [Fig. 4C] is an analysis diagram of the minimum life position of the bogie frame according to an embodiment of the present invention; [Fig. 5] is another embodiment of the present invention. A perspective view of a rail vehicle bogie frame; [ FIG. 6 ] is a front view of the bogie frame of FIG. 5 ; and [ FIG. 7 ] is a schematic diagram of an embodiment of the present invention applied to a light rail vehicle and its bogie frame.

The embodiments of the present creation are described in detail as follows in conjunction with the drawings. The accompanying drawings are mainly simplified schematic diagrams, and only illustrate the basic structure of the present creation in a schematic way. Therefore, only the elements related to the present creation are indicated in these drawings. , and the displayed components are not drawn according to the number, shape, size ratio, etc. of the actual implementation. The size of the actual implementation is actually a selective design, and the layout of the components may be more complicated.

The following descriptions of the various embodiments refer to the accompanying drawings to illustrate specific embodiments in accordance with which the invention may be practiced. The directional terms mentioned in the present invention, such as "up", "down", "front", "rear", "left", "right", "inside", "outside", "side", etc., are only for reference Additional schema orientation. Therefore, the directional terms used are used to describe and understand the application, not to limit the application. In addition, in the specification, unless explicitly described to the contrary, the word "comprising" or "comprising" should be construed as This element is meant to be included, but not to the exclusion of any other element.

Please refer to FIG. 1A , FIG. 1B , and FIG. 2 to FIG. 4 . The rail vehicle C in this embodiment takes a MRT train as an example. The bogie frame 1 includes: a pair of bearing parts 2 and a pair of support parts 3. The pair of bearing parts 2 are connected to a carriage unit C1 of the rail vehicle C, and the pair of bearing parts 2 are connected to each other as a whole by a connecting part 21 ; the two supporting parts 3 are respectively connected to the front of the corresponding bearing part 2 . , the rear end, so that the bearing part 2 is located in the middle section of the support part 3, each support part 3 has a wheel frame part 31 at the head and tail ends of the middle section, so as to connect with the axle C of each wheel, each The wheel frame portion 31 has an upper plate surface 311 and a lower plate surface 312 facing each other, a plurality of reinforced fins 4 are respectively provided between the upper plate surface 311 and the lower plate surface 312, and each rib 4 is opposite to each other. The top and bottom ends of the fins are respectively connected to the upper plate surface 311 and the lower plate surface 312, the ribs 4 include a first rib 41 and a second rib 42, the upper plate surface 311 and the first rib The connection position of the sheet 41 is to the connection position of the upper plate surface 31 and the second rib 42, the connection position of the upper plate surface 31 forms a first length L1, and the lower plate surface 312 and the first rib The connection position of the sheet 41 is to the connection position of the lower plate surface 312 and the second rib 42, and this section of the connection position of the lower plate surface 312 forms a second length L2, and the second length L2 is greater than the first length L1 .

Specifically, as shown in FIG. 1A and FIG. 1B , the top surface of the bearing portion 2 of the bogie frame 1 supports the carriage unit C1 through a buffer unit C3 such as a spring, etc.; similarly, the wheel frames The lower plate surface 312 of the portion 31 is erected on the corresponding axle C2 of the wheel through a buffer unit C4.

As shown in Figures 4A to 4C. As mentioned above, the first length L1 and the second length L2 of the bogie frame 1 of the present embodiment, and in order to improve the life of the bogie, the second length needs to be slightly larger than the first length, and the reinforced rib 4 (namely, the first rib 41 and the second rib 42 ) and the relative relationship between the positions of the upper plate surface 311 and the first plate surface 312 of the bogie frame 1 and the optimization of the plate thickness are shown in Table 1 below, and the The fatigue life analysis is shown in Table 2 below:

Please refer to the life trend diagram of the bogie frame in FIG. 4B and the computer simulation analysis diagram of the minimum life position in FIG. 4C , it can be seen that the optimal ratio of the first length L1 to the second length L2 is 1:2.08 , and based on this optimal ratio, when the first length L1 is fixed and the second length L2 is increased, the fatigue life is slightly reduced, and when the second length L2 is reduced, the fatigue life is greatly reduced.

As shown in FIG. 4A , in some design embodiments of the reinforced fins 4 , the reinforced fins 4 may be four, which are the first rib 41 , the second rib 42 , and the third rib in sequence. 43 and the fourth rib 44. The space between the upper plate surface 311 and the lower plate surface 312 is divided by the first rib 41 and the second rib 42 into a first support space 51 , and the second rib 42 and the The third rib 43 is divided into a second supporting space 52 and a third supporting space 53 is divided by the third rib 43 and the fourth rib 44 .

Please refer to FIG. 5 , FIG. 6 and FIG. 7 , which is another embodiment of the present invention, that is, a bogie frame 1 ′ applied to a light rail train. The corresponding bearing portion 2 ′ and supporting portion 3 ′ are as shown in As shown in FIG. 5 and FIG. 6 , the functional appearance and the structural features of the reinforcing rib are similar to the aforementioned bogie frame 1 applied to the MRT train, and will not be repeated here.

As mentioned above, the present invention makes full use of a plurality of reinforcing ribs arranged in the bogie frame to reduce the strength that can only be achieved by using a steel structure with a larger volume, which can effectively reduce the weight, and further, light weight. In addition to quantification, the present invention utilizes the structural and proportional relationship between the rib and the bogie frame to find the optimal length relationship of the corresponding second length under the fixed first length, which can achieve the best anti-fatigue life. .

The above-mentioned embodiments or embodiments are only illustrative of the principles, features and effects of the present invention, and are not intended to limit the applicable scope of the present invention. Anyone skilled in the art can do so without violating the spirit and scope of the present invention. , modify and change the above-mentioned embodiment. Any equivalent changes and modifications made by using the contents disclosed in the present invention should still be covered by the following claims.

1: bogie frame

2: Bearing part

3: Support part

31: Wheel frame

311: Upper board surface

312: Lower board surface

4: Ribs

41: The first rib

42: Second rib

43: Third rib

44: Fourth rib

51: The first support space

52: Second support space

53: The third support space

L1: first length

L2: second length

Claims (6)

A bolsterless rail vehicle bogie frame, comprising: a pair of bearing parts connected to a carriage unit of the rail vehicle, the pair of bearing parts are connected to each other by a connecting part; and a pair of support parts, respectively connected to the Corresponding to the front and rear ends of the bearing parts, the head and tail ends of each support part respectively have a wheel frame part to be connected with the axle of each wheel, and each wheel frame part has an upper plate surface and an opposite lower plate surface. A plurality of reinforced ribs are arranged between the upper plate surface and the lower plate surface, the opposite ends of the top and bottom of each rib are respectively connected to the upper plate surface and the lower plate surface, and the ribs include a first A rib and a second rib, the first rib and the second rib are both solid structures, the connection position of the upper plate surface and the first rib is to the connection position between the upper plate surface and the second rib The connection position forms a first length, and the connection position of the lower plate surface and the first rib to the connection position of the lower plate surface and the second rib forms a second length, and the second length is the same as the first length. The ratio of lengths is 2.08:1. The bolsterless rail vehicle bogie frame of claim 1, wherein the top surface of the bearing portion supports the carriage unit, and the lower deck surfaces of the wheel frame portions are mounted on the corresponding wheel axles. The bolsterless rail vehicle bogie frame of claim 1, wherein the reinforced ribs are the first rib, the second rib, a third rib, and a fourth rib in sequence. The bolsterless rail vehicle bogie frame of claim 1, wherein the space between the upper deck and the lower deck is divided into a first support space by the first rib and the second rib . The second rib and the third rib are partitioned into a second support space, and the third rib and the fourth rib are partitioned into a third support space. The bolsterless rail vehicle bogie frame of claim 1, wherein the rail vehicle is a rapid transit train. The bolsterless rail vehicle bogie frame of claim 1, wherein the rail vehicle is a light rail train.

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