WO2011140805A1 - 用于铁路货车转向架的空重两级摩擦式下旁承 - Google Patents

用于铁路货车转向架的空重两级摩擦式下旁承 Download PDF

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Publication number
WO2011140805A1
WO2011140805A1 PCT/CN2010/079597 CN2010079597W WO2011140805A1 WO 2011140805 A1 WO2011140805 A1 WO 2011140805A1 CN 2010079597 W CN2010079597 W CN 2010079597W WO 2011140805 A1 WO2011140805 A1 WO 2011140805A1
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WO
WIPO (PCT)
Prior art keywords
side bearing
heavy
load
friction
plate
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Application number
PCT/CN2010/079597
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English (en)
French (fr)
Inventor
孙明道
徐勇
王宝磊
宫万禄
Original Assignee
南车长江车辆有限公司
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Application filed by 南车长江车辆有限公司 filed Critical 南车长江车辆有限公司
Priority to BR112012029166-1A priority Critical patent/BR112012029166B1/pt
Priority to AU2010353129A priority patent/AU2010353129B2/en
Publication of WO2011140805A1 publication Critical patent/WO2011140805A1/zh
Priority to US13/664,415 priority patent/US8636416B2/en

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Classifications

    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings
    • B61F5/142—Side bearings made of rubber elements, graphite or the like

Definitions

  • the invention relates to a lower side bearing for carrying the weight of a vehicle body on a railway freight car bogie, in particular to an air weight two-stage friction type lower side bearing.
  • the railway freight car bogie is a key component of the railway freight car. It basically consists of two side frames and a bolster. The two ends of the frame are assembled by the bearing saddle and the bearing. In terms of wheelset composition, the ends of the bolster are mounted in a central box of side frames by two sets of central spring suspensions. Two sets of central spring suspensions are used to carry the load of the bolster.
  • the center of the bolster is provided with a lower core plate.
  • the two sides of the bolster are provided with lower side supports, which respectively cooperate with the upper core plate and the upper side bearing of the bottom of the railway truck body for carrying the weight of the vehicle body.
  • the lower center plate composed of the bolsters all bear the load of the car body, and the lower side bearing of the bolsters on both sides only serves as an auxiliary support.
  • the lower core plate is the main load-bearing member and the lower side is the auxiliary load-bearing member.
  • the friction between the upper and lower side supports can provide the appropriate frictional resistance torque for the reversal of the bogie when the vehicle is empty, to meet the requirements of the speed increase of the railway wagon.
  • the above-mentioned full-loading mode of the lower core plate and the common bearing mode of the lower core disk and the lower side bearing are generally referred to as a heart-shaped disk bearing mode.
  • the advantage of the heart-carrying type bogie is that the bogie has a flexible steering when the vehicle passes the curve, and the wheel body has a good load-carrying property when the vehicle body is twisted.
  • the shortcoming is that the vertical load of the car body is directly applied to the center of the bolster by the center of the car body, and then composed of the bolster to the central box composed of the side frames of the two sides, resulting in a large bending moment of the bolster composition, and the bolster is composed.
  • the required cross-section is large, the self-weight is correspondingly increased, the manufacturing cost is correspondingly increased, and the stability of the core-carrying vehicle in the side-rolling vibration is poor.
  • the use of the lower side bearing can reduce the weight of the bolster in the bogie, improve the reliability of the bolster composition, and make the railway freight car bogie have a higher critical speed at no load, and have a better curve at heavy load. Through the ability to meet the needs of the current railway trucks to significantly increase the speed.
  • the air weight two-stage friction type side bearing designed by the invention comprises a side bearing inner seat and a side bearing outer casing in a fitting relationship.
  • the upper portion of the side bearing inner seat is provided with a side bearing inner seat pressing block, and the top of the side bearing inner seat pressing block is provided with a heavy-duty friction plate.
  • the upper portion of the side bearing jacket is provided with a side bearing jacket pressing plate, and the top of the side bearing jacket pressing plate is provided with an idle friction plate.
  • the friction coefficient k of the no-load friction plate and the friction coefficient of the heavy-duty friction plate satisfy the following mathematical relationship: ⁇ > ⁇ ⁇ .
  • An elastic element for controlling the vertical positional relationship between the side bearing inner seat and the side bearing outer casing is provided, and the mechanical properties of the elastic element make the empty friction plate and the heavy-duty friction plate satisfy the following positional relationship:
  • the horizontal position of the no-load friction plate in the vehicle state is higher than the horizontal position of the heavy-duty friction plate, and the horizontal position of the no-load friction plate in the heavy vehicle state is flush with the horizontal position of the heavy-duty friction plate.
  • the invention divides the support structure of the lower side bearing into two stages by setting the unequal height idle friction plate and the heavy load friction plate, and defines the positional relationship between the idle friction plate and the heavy load friction plate by the elastic member.
  • the entire weight of the vehicle body is supported by the idling friction plate, and the lower side bearing is in an elastic state, which is the third-system elastic suspension system of the vehicle body. Due to the large friction coefficient of the design of the no-load friction plate and the increased static deflection of the empty car (there is a third system elasticity), it can improve the air
  • the critical speed at the time of loading can also improve the safety of empty wheel heavy load shedding.
  • the no-load friction plate In the heavy vehicle state, the no-load friction plate is compressed to the same height as the heavy-duty friction plate, and the empty friction plate and the heavy-duty friction plate jointly support the entire weight of the vehicle body, and the lower side bearing is rigid, eliminating the The rolling space of the car body increases the stability of the vehicle's roll vibration. At the same time, because the friction coefficient of the heavy-duty friction plate is designed to be small, the state of the heavy vehicle is guaranteed to have a good curve passing ability.
  • a convex-concave spherical joint connection structure is formed between the side bearing inner block pressing block and the upper portion of the side bearing inner seat.
  • the side bearing inner block is composed of an upper short cylindrical body and a lower semi-spherical body, the heavy-duty friction plate is embedded on the top of the short cylindrical body, and the short cylindrical body outer wall is set.
  • the heavy-duty friction plate can be firmly fixed on the side bearing inner block pressing block, and on the other hand, the convex-concave spherical surface matching relationship between the side bearing inner seat pressing block and the side bearing inner seat has excellent matching, even in When there is a deviation in the structure of each component, it is ensured that the heavy-duty friction plate is in good contact with the side bearing on the vehicle body in the heavy vehicle state, thereby ensuring stable and reliable operation of the upper and lower side bearing spaces.
  • the invention has the advantages that: after the load-bearing structure of the lower side bearing is divided into two levels of empty weight, it can generate a large friction torque by the air-conditioning friction plate with a large friction coefficient under the idling state, thereby improving the body body.
  • Critical speed in the heavy load state, the heavy friction friction plate with smaller friction coefficient can reduce the excessive side bearing friction torque, reduce the lateral force of the wheel rail when the vehicle body passes the curve, and make the heavy truck have a better curve.
  • the weight of the bolster in the bogie can be reduced, the reliability of the bolster composition can be improved, and the operation of the railway wagon can be more stable and satisfied. The need for railway wagons to increase speed significantly.
  • FIG. 1 is a schematic perspective view of the air-weight two-stage friction type lower side bearing according to the present invention
  • FIG. 2 is a cross-sectional structural view of the air-weight two-stage friction type side bearing of the elastic element of FIG.
  • FIG. 3 is a cross-sectional structural view of the air-weight two-stage friction type lower side bearing of the elastic element of FIG. 1 using a helical return spring.
  • the empty weight two-stage friction type side bearing of the present invention has a side bearing inner seat 6 and a set in the middle.
  • a side bearing jacket 4 that is adjacent to the outer periphery of the inner seat 6 and movable up and down.
  • a side bearing inner block 2 is mounted on the upper portion of the side inner seat 6, and a heavy-duty friction plate 1 is mounted on the top of the side inner block 2.
  • the upper side of the side outer casing 4 is provided with a side outer casing pressure plate 7, and the top of the side outer casing pressure plate 7 is provided with an idle friction plate 3.
  • An elastic member 5 for controlling the upper and lower positional relationship between the inner bearing seat 6 and the side outer casing 4 is mounted.
  • the mechanical properties of the elastic member 5 are such that the idle friction plate 3 and the heavy-duty friction plate 1 satisfy the following positional relationship. : In the empty state, the horizontal position of the no-load friction plate 3 is higher than the horizontal position of the heavy-duty friction plate 1 (the height difference h between the two is shown in FIGS. 2 to 3), and the friction plate is not loaded in the heavy vehicle state. The horizontal position of 3 is flush with the horizontal position of the heavy-duty friction plate 1.
  • the friction coefficient ⁇ of the no-load friction plate 3 and the friction coefficient 2 of the heavy-duty friction plate 1 should satisfy the following mathematical relationship: ⁇ > ⁇ ⁇ .
  • the heavy-duty friction plate 1 can be made of a polymer material, which not only has a small friction coefficient, but also has excellent anti-friction and wear-resisting properties, and is suitable for heavy-duty bearing; 3 can be made of modified nylon material in polymer material, which not only has a large friction coefficient, but also has excellent wear resistance and corrosion resistance, which can reduce the wear on the side bearing of the vehicle body, and is convenient for maintenance and repair. Replacement, effectively reducing the cost of use.
  • the empty two-stage friction type lower side bearing of the present invention can adopt the following two structural forms: First, the outer wall of the side bearing inner seat 6 and the inner wall of the side bearing outer casing 4 have a conical cylindrical structure, and the elastic element 5 is a tapered cylindrical rubber layer (structure in Fig. 2) provided between the outer wall of the side bearing inner seat 6 and the inner wall of the side outer casing 4 and vulcanized with them.
  • the elastic body composed of the side bearing inner seat 6, the side bearing outer sleeve 4 and the elastic member 5 has a small vertical rigidity and a large radial rigidity, and is easy to be Accurate positioning of the no-load friction plate 3 and the heavy-duty friction plate 1 is performed.
  • the second is that the outer wall of the side bearing inner seat 6 and the inner wall of the side bearing outer casing 4 are in a straight cylindrical sliding arrangement.
  • the elastic member 5 is a spiral return spring (structure in Fig. 3) provided between the boss of the side bearing inner seat 6 and the flange of the side outer casing 4.
  • the spiral return spring has a simple structure, is easy to process, and is convenient to install and replace. It is also suitable for accurately positioning the no-load friction plate 3 and the heavy-duty friction plate 1.
  • a convex-concave spherical joint connection structure is adopted between the side bearing inner block 2 and the upper portion of the side inner seat 6.
  • the side bearing inner block 2 is composed of an upper short cylindrical body 2a and a lower semi-spherical body 2b, the heavy-duty friction plate 1 is embedded at the top of the short cylindrical body 2a, and the outer wall of the short cylindrical body 2a is provided with a friction plate.
  • the retaining ring 9, the hemispherical body 2b is movably embedded in a corresponding concave spherical groove in the upper portion of the side bearing inner seat 6.
  • the heavy-duty friction plate 1 can always be closely adhered to the side bearing on the vehicle body in the heavy vehicle state, and the friction working surface is uniformly stressed, and the frictional force is stable, which can further improve the curve of the vehicle passing the heavy load. Safety.
  • the inner ring of the side bearing press plate 7 and the outer ring of the inner bearing block 2 are formed.
  • a dust seal 8 is provided between the slits. Specifically, the dust seal 8 can be mounted on the inner ring of the side cover presser plate 7.
  • the number of the idle friction plates 3 can be designed as an even number of blocks, symmetrically arranged on both sides of the top of the side bearing press plate 7.
  • the number of the idling friction plates 3 can be designed to be four, each of which is circular, and the two are symmetrically embedded on both sides of the top of the side bearing platen 7.
  • the working principle of the present invention is as follows: In the empty vehicle state, the no-load friction plate 3 is higher than the heavy-duty friction plate 1, that is, there is a height difference h between the two. At this time, the side bearing on the vehicle body is only pressed against the no-load friction plate 3. Since the deflection caused by the side body elastic body under the self-weight compression of the vehicle body is smaller than the above-mentioned height difference h, the lower side bearing is elastic when it is empty, and becomes a car. The third system of elastic suspension system. Moreover, since the friction coefficient ⁇ ⁇ of the idling friction plate 3 is large, it is ensured that the railway freight car bogie has a higher critical speed when it is empty.
  • the no-load friction plate 3 When the vehicle body load is increased to the heavy vehicle state, the no-load friction plate 3 is compressed downward to be flush with the heavy-duty friction plate 1, that is, the height difference h between the two is zero. At this time, the side bearing on the vehicle body is simultaneously pressed on the no-load friction plate 3 and the heavy-duty friction plate 1, and the deflection caused by the self-weight of the vehicle body and the side-supporting elastic body under the load-bearing compression is equal to or even exceeds the above-mentioned height difference h, so the next side bearing In heavy truck The time is changed to a rigid support state, and most of the load is carried by the heavy-duty friction plate 1. Since the friction coefficient ⁇ ⁇ of the heavy-duty friction plate 1 is small, it is ensured that the railway freight car bogie has a good curve passing performance when it is heavy.
  • the empty-weight two-stage friction type side bearing of the invention is applicable not only to the full-side load-bearing railway wagon, but also to the railway wagon with the main-plate bearing and the side bearing support.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Rolling Contact Bearings (AREA)
  • Support Of The Bearing (AREA)
  • Vibration Prevention Devices (AREA)

Description

用于铁路货车转向架的空重两级摩擦式下旁承
技术领域
本发明涉及铁道货车转向架上用于承载车体重量的下旁承， 具体地 指一种空重两级摩擦式下旁承。
背景技术
铁道货车转向架是铁道货车的关键性部件， 其基本上包括两个侧架 组成和一个摇枕组成这三大件式结构， 侧架组成的两端导框通过承载鞍 和轴承组成安装在前后轮对组成上， 摇枕组成的两端则通过两组中央弹 簧悬挂装置安装在侧架组成的中央方框内。 两组中央弹簧悬挂装置用于 承担摇枕组成的载荷。 摇枕组成的中央设置有下心盘， 摇枕组成的两侧 设置有下旁承，它们分别与铁道货车车体底部的上心盘和上旁承相配合， 用于承载车体的重量。
早期的车体承载结构是由摇枕组成中央的下心盘全部承担车体的载 重， 而摇枕组成两侧的下旁承仅起辅助支承定位作用。 其后为了提高铁 道货车的空车临界速度， 又发展成为以下心盘为主要承载部件、 下旁承 为辅助承载部件的结构。 上下旁承之间的摩擦力可为空车时转向架的回 转提供适当的摩擦阻力矩， 以满足铁道货车提速的要求。
上述下心盘全承载方式和下心盘与下旁承共同承载方式一般统称为 心盘承载方式。 心盘承载方式转向架的优点是车体通过曲线时其转向架 转向灵活， 而车体通过扭曲线路时其轮重均载性好。 但其缺点是车体垂 直载荷由车体中心直接作用于摇枕组成的中央， 再由摇枕组成传至两边 侧架组成的中央方框， 导致摇枕组成产生的弯矩大， 摇枕组成需要的横 截面大， 自重相应增大， 制造成本相应增高， 并且心盘承载车辆在侧滚 振动时的平稳性较差。
为了解决上述问题， 人们试图采用两侧下旁承全部承担车体载重的 方式来取代心盘承载。 然而， 这种全旁承承载式结构的构思难点在于铁 道货车的空载和重载差别太大。 重载时下旁承的摩擦力矩过大、 车体过 曲线时轮轨的横向力增大， 加大了脱轨的危险性和轮缘的磨耗。 如为降 低重载时下旁承的摩擦力矩而减小下旁承的摩擦系数， 又会导致空载时 下旁承的摩擦力矩过小， 使转向架的空车临界速度过低。 因此， 如何使 旁承承载式结构能兼顾铁道货车的空载和重载性能， 对减轻车辆自重和 改善铁道车辆的运行品质具有重要的现实意义。 发明内容
本发明的目的就是要提供一种适合于全旁承承载式铁道货车转向架 的空重两级摩擦式下旁承。 采用该下旁承可以减轻转向架中摇枕组成的 重量， 提高摇枕组成的可靠性， 使铁道货车转向架在空载时具有较高的 临界速度， 在重载时又具有较好的曲线通过能力， 以满足当前铁道货车 大幅提速的需要。
为实现上述目的， 本发明所设计的空重两级摩擦式下旁承， 包括呈 套装配合关系的旁承内座和旁承外套。 所述旁承内座的上部设置有旁承 内座压块， 所述旁承内座压块的顶部设置有重载摩擦板。 所述旁承外套 的上部设置有旁承外套压板， 所述旁承外套压板的顶部设置有空载摩擦 板。所述空载摩擦板的摩擦系数 k和重载摩擦板的摩擦系数 ^满足如下 数学关系： μΐί>μζ。 所述旁承内座和旁承外套之间设置有用于控制两者垂 向位置关系的弹性元件， 所述弹性元件的力学性能使空载摩擦板和重载 摩擦板满足如下位置关系： 在空车状态下空载摩擦板的水平位置高于重 载摩擦板的水平位置， 在重车状态下空载摩擦板的水平位置与重载摩擦 板的水平位置齐平。
本发明通过设置不等高的空载摩擦板和重载摩擦板将下旁承的支承 结构分为两级， 并通过弹性元件限定空载摩擦板和重载摩擦板的位置关 系。 这样， 在空车状态下， 由空载摩擦板支承车体的全部重量， 此时下 旁承呈弹性状态， 为车体的第三系弹性悬挂系统。 由于设计空载摩擦板 的摩擦系数较大和空车静挠度加大 （有第三系弹性） ， 因此既可提高空 载时的临界速度， 又可提高空车轮重减载的安全性。 而在重车状态下， 空载摩擦板被压缩至与重载摩擦板等高， 由空载摩擦板和重载摩擦板共 同支承车体的全部重量， 此时下旁承呈刚性状态， 消除了车体侧滚游间， 增大了车辆侧滚振动时的平稳性； 同时由于设计重载摩擦板的摩擦系数 较小， 保证重车状态有较好的通过曲线能力。
进一步地， 所述旁承内座压块与旁承内座的上部之间为凸凹球面配 合连接结构。 具体制作时， 所述旁承内座压块由上部的短柱面体和下部 的半球面体构成， 所述重载摩擦板嵌置在所述短柱面体的顶部， 所述短 柱面体的外壁套装有摩擦板护环， 所述半球面体活动嵌置在旁承内座上 部对应的凹形球面坑槽中。 这样， 一方面可以将重载摩擦板牢靠地固定 在旁承内座压块上， 另一方面旁承内座压块与旁承内座的凸凹球面配合 关系具有极佳的吻合性， 即使在各部件构造存在偏差时， 仍可确保在重 车状态下重载摩擦板与车体上旁承接触良好， 从而确保上、 下旁承间工 作的稳定和可靠。
本发明的优点在于： 将下旁承的承载结构分为空重两级后， 其在空 载状态下可以由较大的摩擦系数的空载摩擦板产生较大的摩擦力矩， 提 高车体的临界速度； 而在重载状态下可以由较小摩擦系数的重载摩擦板 减轻过大的旁承摩擦力矩， 减轻车体过曲线时对轮轨的横向力， 使重车 具有较好的曲线通过性能。 并且， 将这种下旁承用于全旁承承载式铁道 货车转向架时， 可减轻转向架中摇枕组成的重量， 提高摇枕组成的可靠 性， 使铁道货车的运行更为平稳， 满足铁道货车大幅提速的需要。 附图说明
图 1为本发明的空重两级摩擦式下旁承的立体结构示意图； 图 2为图 1中弹性元件采用锥筒形橡胶层的空重两级摩擦式下旁承 的剖视结构示意图；
图 3为图 1中弹性元件采用螺旋复位弹簧的空重两级摩擦式下旁承 的剖视结构示意图。 具体实施方式
以下结合附图和具体实施例对本发明作进一步的详细描述： 如图 1~3所示， 本发明的空重两级摩擦式下旁承， 具有一个位于中 间的旁承内座 6和一个套装在旁承内座 6外周并可上下移动的旁承外套 4。 旁承内座 6的上部安装有旁承内座压块 2， 旁承内座压块 2的顶部安 装有重载摩擦板 1。旁承外套 4的上部安装有旁承外套压板 7， 旁承外套 压板 7的顶部安装有空载摩擦板 3。 在旁承内座 6和旁承外套 4之间安 装有用于控制两者上下位置关系的弹性元件 5， 弹性元件 5 的力学性能 应使空载摩擦板 3和重载摩擦板 1满足如下位置关系： 在空车状态下空 载摩擦板 3的水平位置高于重载摩擦板 1的水平位置 （图 2~3中标示出 了两者的高度差 h) ， 在重车状态下空载摩擦板 3 的水平位置与重载摩 擦板 1的水平位置齐平。 同时， 空载摩擦板 3的摩擦系数 μΐί和重载摩擦 板 1的摩擦系数 2应满足如下数学关系： μΐί>μζ。一般而言， 重载摩擦板 1 可以选用高分子材料制成， 其不仅具有较小的摩擦系数， 而且具有极 好的减摩耐磨性能， 适于重车承载的需要； 而空载摩擦板 3可以采用高 分子材料中的改性尼龙材料制成， 其不仅可具有较大的摩擦系数， 而且 具有极佳的耐磨抗蚀性能， 可减轻对车体上旁承的磨损， 方便检修和更 换， 有效降低使用成本。
本领域技术人员对上述弹性元件 5控制的高度差 h、 空载摩擦板 3 的摩擦系数 以及重载摩擦板 1的摩擦系数 μζ等参数的选值范围，可依 据车辆空载和重载运行的需要进行设计或调整。 在实际制造时， 本发明 的空重两级摩擦式下旁承可以采用如下两种结构形式： 其一是旁承内座 6的外壁和旁承外套 4的内壁呈锥筒形结构， 弹性元件 5是设置在旁承 内座 6的外壁和旁承外套 4的内壁之间并与它们硫化成一体的锥筒形橡 胶层（图 2中的结构） 。 由于锥筒形橡胶层的剪切弹性大于其压缩弹性， 因此由旁承内座 6、 旁承外套 4和弹性元件 5构成的弹性体具有较小垂 向刚度和较大的径向刚度， 易于对空载摩擦板 3和重载摩擦板 1进行准 确定位。 其二是旁承内座 6的外壁和旁承外套 4的内壁呈直筒形滑动配 合结构， 弹性元件 5是设置在旁承内座 6的凸台和旁承外套 4的凸缘之 间的螺旋复位弹簧 （图 3中的结构） 。 螺旋复位弹簧结构简单、 加工容 易、 安装和更换方便， 同样适合于对空载摩擦板 3和重载摩擦板 1进行 准确定位。
作为本发明的优选方案， 上述旁承内座压块 2与旁承内座 6的上部 之间采用凸凹球面配合连接结构。 具体地， 旁承内座压块 2由上部的短 柱面体 2a和下部的半球面体 2b构成， 重载摩擦板 1嵌置在短柱面体 2a 的顶部， 短柱面体 2a的外壁套装有摩擦板护环 9， 半球面体 2b活动嵌 置在旁承内座 6上部对应的凹形球面坑槽中。 采用这种结构， 在重车状 态下重载摩擦板 1能够始终与车体上旁承保持紧密贴合， 摩擦工作面受 力均匀， 产生摩擦力稳定， 可进一步提高车辆重载时通过曲线的安全。
为了防止灰尘等杂质颗粒落入旁承内座压块 2与旁承内座 6的凸凹 球面结合部位， 在旁承外套压板 7的内圈与旁承内座压块 2的外圈所形 成的缝隙之间设置有防尘圈 8。 具体地， 可将防尘圈 8安装在旁承外套 压板 7的内圈上。
为了保持对车体支承的均衡性， 空载摩擦板 3的数量可设计为偶数 块， 对称布置在旁承外套压板 7的顶部两侧。 具体地， 空载摩擦板 3的 数量可设计为四块， 每块均呈圆形， 两两对称嵌置在旁承外套压板 7的 顶部两侧。
本发明的工作原理如下： 在空车状态下， 空载摩擦板 3高于重载摩 擦板 1， 即两者存在高度差 h。 此时车体上旁承仅仅压在空载摩擦板 3 上， 由于车体自重压缩下旁承弹性体产生的挠度小于上述高度差 h， 故 下旁承在空车时呈弹性状态， 成为车体的第三系弹性悬挂系统。 又由于 空载摩擦板 3的摩擦系数 μΐί较大， 可以确保铁道货车转向架在空车时有 较高的临界速度。 而当车体载荷增加至重车状态时， 空载摩擦板 3被向 下压缩至与重载摩擦板 1齐平， 即两者的高度差 h为零。 此时车体上旁 承同时压在空载摩擦板 3和重载摩擦板 1上， 由于车体自重和载重压缩 下旁承弹性体产生的挠度等于甚至超过上述高度差 h， 故下旁承在重车 时转变为刚性支承状态， 大部分载荷由重载摩擦板 1起承担。 因为重载 摩擦板 1的摩擦系数 μζ较小， 可以确保铁道货车转向架在重车时有较好 的曲线通过性能。
当然， 本发明的空重两级摩擦式下旁承不仅适用于全旁承承载式铁 道货车， 也可用于心盘承载为主、 旁承承载为辅的铁道货车。

Claims

权 利 要 求 书
1.一种空重两级摩擦式下旁承，包括呈套装配合关系的旁承内座（6) 和旁承外套 （4) ， 其特征在于： 所述旁承内座 （6) 的上部设置有旁承 内座压块（2) ， 所述旁承内座压块（2) 的顶部设置有重载摩擦板（1) ； 所述旁承外套 （4) 的上部设置有旁承外套压板 （7) ， 所述旁承外套压 板 （7) 的顶部设置有空载摩擦板 （3) ； 所述空载摩擦板 （3) 的摩擦系 数 14和重载摩擦板 （1) 的摩擦系数 μζ满足如下数学关系： μΐί>μζ; 所述 旁承内座 （6) 和旁承外套 （4) 之间设置有用于控制两者垂向位置关系 的弹性元件 （5) ， 所述弹性元件 （5) 的力学性能使空载摩擦板 （3) 和 重载摩擦板 （1) 满足如下位置关系： 在空车状态下空载摩擦板 （3) 的 水平位置高于重载摩擦板（ 1 )的水平位置，在重车状态下空载摩擦板（ 3 ) 的水平位置与重载摩擦板 （1) 的水平位置齐平。
2. 根据权利要求 1所述的空重两级摩擦式下旁承， 其特征在于： 所 述旁承内座 （6) 的外壁和旁承外套 （4) 的内壁呈锥筒形结构， 所述弹 性元件 （5) 是设置在旁承内座 （6) 的外壁和旁承外套 （4) 的内壁之间 并与它们硫化成一体的锥筒形橡胶层。
3. 根据权利要求 1所述的空重两级摩擦式下旁承， 其特征在于： 所 述旁承内座（6) 的外壁和旁承外套（4) 的内壁呈直筒形滑动配合结构， 所述弹性元件 （5) 是设置在旁承内座 （6) 的凸台和旁承外套 （4) 的凸 缘之间的螺旋复位弹簧。
4. 根据权利要求 1或 2或 3所述的空重两级摩擦式下旁承， 其特征 在于： 所述旁承内座压块 （2) 与旁承内座 （6) 的上部之间为凸凹球面 配合连接结构。
5. 根据权利要求 4所述的空重两级摩擦式下旁承， 其特征在于： 所 述旁承内座压块 （2) 由上部的短柱面体 （2a) 和下部的半球面体 （2b) 构成， 所述重载摩擦板 （1) 嵌置在所述短柱面体 （2a) 的顶部， 所述短 柱面体 （2a) 的外壁套装有摩擦板护环 （9) ， 所述半球面体 （2b) 活动 嵌置在旁承内座 （6) 上部对应的凹形球面坑槽中。
6. 根据权利要求 1或 2或 3所述的空重两级摩擦式下旁承， 其特征 在于： 所述旁承外套压板 （7) 的内圈与所述旁承内座压块 （2) 的外圈 之间设置有防尘圈 （8) 。
7. 根据权利要求 6所述的空重两级摩擦式下旁承， 其特征在于： 所 述防尘圈 （8) 设置在所述旁承外套压板 （7) 的内圈上。
8. 根据权利要求 1或 2或 3所述的空重两级摩擦式下旁承， 其特征 在于： 所述空载摩擦板（3) 的数量为偶数块， 对称设置在所述旁承外套 压板 （7) 的顶部两侧。
9. 根据权利要求 8所述的空重两级摩擦式下旁承， 其特征在于： 所 述空载摩擦板（3)的数量为四块，两两对称设置在所述旁承外套压板（7) 的顶部两侧。
10. 根据权利要求 1或 2或 3所述的空重两级摩擦式下旁承， 其特 征在于：所述重载摩擦板（1)采用高分子材料制成，所述空载摩擦板（3) 采用高分子材料中的改性尼龙材料制成。
8
PCT/CN2010/079597 2010-05-14 2010-12-09 用于铁路货车转向架的空重两级摩擦式下旁承 WO2011140805A1 (zh)

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CN102556097B (zh) 2011-01-01 2014-07-30 齐齐哈尔轨道交通装备有限责任公司 中央悬挂装置及具有该装置的高速货车转向架
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