WO2013091319A1 - 高速铁路车辆转向架 - Google Patents

高速铁路车辆转向架 Download PDF

Info

Publication number
WO2013091319A1
WO2013091319A1 PCT/CN2012/073579 CN2012073579W WO2013091319A1 WO 2013091319 A1 WO2013091319 A1 WO 2013091319A1 CN 2012073579 W CN2012073579 W CN 2012073579W WO 2013091319 A1 WO2013091319 A1 WO 2013091319A1
Authority
WO
WIPO (PCT)
Prior art keywords
spring
axle box
railway vehicle
speed railway
semi
Prior art date
Application number
PCT/CN2012/073579
Other languages
English (en)
French (fr)
Inventor
刘寅华
王晋刚
翟鹏军
杨文朋
刘明尚
李晓伟
白文虽
Original Assignee
济南轨道交通装备有限责任公司
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from CN201110440779.5A external-priority patent/CN102490755B/zh
Priority claimed from CN201110438669.5A external-priority patent/CN102490754B/zh
Priority claimed from CN2011104407225A external-priority patent/CN102490752A/zh
Priority claimed from CN2011104387950A external-priority patent/CN102490745A/zh
Priority claimed from CN201110437255.0A external-priority patent/CN102490753B/zh
Application filed by 济南轨道交通装备有限责任公司 filed Critical 济南轨道交通装备有限责任公司
Priority to EP12716173.5A priority Critical patent/EP2783939B1/en
Publication of WO2013091319A1 publication Critical patent/WO2013091319A1/zh

Links

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
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • 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
    • B61F5/04—Bolster supports or mountings
    • B61F5/10—Bolster supports or mountings incorporating fluid springs
    • 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
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • 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
    • B61F5/301—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating metal springs
    • 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
    • B61F5/305—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating rubber springs
    • 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
    • B61F5/50—Other details
    • B61F5/52—Bogie frames

Definitions

  • the present invention relates to bogie technology, and more particularly to a high speed railway vehicle bogie. Background technique
  • Railway vehicle bogies mainly include three-piece bogies and frame bogies.
  • the three-piece bogie has the advantages of low rigidity, low unsprung mass and the inability to install disc brakes, and its running speed does not exceed 120km/h, while the frame type bogie has high rigidity.
  • the unsprung mass is small, and the dynamic performance of the frame bogie is significantly better than that of the three-piece bogie.
  • Existing framed bogies include wheel sets, frames, bolsters and suspensions.
  • the frame comprises two side beams and two beams; the bolster is laterally disposed on the side girders, and the center plate is provided with a core plate at the upper middle of the bolster, and the left and right sides of the bolster are respectively provided with a constant contact elastic side bearing, and the car body is carried by the heart plate.
  • the suspension is mounted between the frame and the wheel set and is positioned with a metal liquid rubber composite spring and axle box.
  • the existing frame type bogie is provided with a core plate and a constant contact elastic side bearing on the bolster, when the vehicle is empty, the rotary resistance torque between the bogie and the vehicle body is mainly provided by the constant contact elastic side bearing, when the vehicle is heavy,
  • the heart plate and the constant contact elastic side bearing together provide a turning resistance torque.
  • the existing core plate and the bearing mode of the normal contact elastic side bearing can not obtain the suitable turning resistance torque, and can not ensure the linear running stability and curve passing performance of the railway vehicle at the same time, the straight running stability of the railway vehicle is better. Poor and curved through the lower security, limiting the increase in the critical speed of railway vehicles. Summary of the invention
  • the invention provides a high-speed railway vehicle bogie, in particular to a high-speed railway freight car bogie, which is used for solving the problem that the linear running stability of the railway vehicle, especially the truck, is poor at high speed and the curve passing safety is low. defect.
  • the invention provides a high-speed railway vehicle bogie, which comprises a wheel set, a frame, a suspension system and a secondary suspension system;
  • the frame includes a side beam and a middle beam, the middle portion of the side beam is a concave portion, and two ends of the intermediate beam are respectively connected with the concave portion of the side beam;
  • the one-line suspension system includes a tethered box suspension device; one end of the one-line axle box suspension device is coupled to the wheel axle of the wheel set, and the other end of the one-line axle box suspension device is supported on the side beam End
  • the secondary suspension system includes at least two spring sets; the spring sets are spaced apart on the intermediate beam and located between the side beams, and the upper portion of the spring set is for connection with the vehicle body.
  • the second-line suspension system further comprising a secondary vertical damper, a second-line lateral damper and an anti-snake damper;
  • One end of the two-line vertical damper is connected to the frame, and the other end of the two-line vertical damper is used for connecting with the vehicle body;
  • One end of the two-stage lateral damper is connected to the frame, and the other end of the two-stage lateral damper is used for connecting with the vehicle body;
  • One end of the anti-snake damper is connected to an outer side of the side sill, and the other end of the anti-snaking damper is used for connecting with a vehicle body.
  • the spring group is a rubber spring group; the spring group is provided with a second-line lateral stop and a second-line vertical stop;
  • the secondary rain damper and the anti-snake damper are disposed on the outer side of the secondary suspension.
  • the one-line suspension system further comprising a vertical damper; the one end of the vertical damper is connected to the one-line axle box suspension device, the one The other end of the vertical damper is coupled to the side sill.
  • the one-line axle box suspension device comprises an axle box positioning arm and a suspension spring; the lower end of the axle box positioning arm is connected with the axle, the axle box positioning An upper end of the rotating arm is coupled to the side sill;
  • the first suspension spring is mounted on an upper end portion of the axle box positioning arm; the two ends of the side beam respectively have spring mounting holes, and the one suspension spring is installed in the spring mounting hole.
  • the axle box positioning arm is a split structure, specifically comprising abutting upper axle box, lower axle box and arm elastic joint;
  • the upper axle box has a half-axle structure at one end, and the other end of the upper axle box has a flexible arm a joint mounting hole;
  • the lower axle box is a half-axle structure;
  • the upper axle box and the lower axle box are butted to form a bearing bush for mounting the axle;
  • the two ends of the elastic joint of the rotating arm are semi-cylindrical, and the semi-cylindrical structure of the elastic joint of the rotating arm is matched with the mounting seat on the side beam by a semi-circular surface;
  • the suspension spring includes a spring mounting bracket, an elastic stop post, an inner ring spring and an outer ring spring; the elastic stop post is vertically mounted on the spring mounting bracket, and the spring mounting bracket is mounted on the spring mounting bracket On the upper end surface of the upper axle box, the inner ring spring is sleeved on the elastic stop post, and the outer ring spring is sleeved on the inner ring spring.
  • the arm elastic joint is specifically a boom rubber joint.
  • the high-speed railway vehicle bogie further comprising a traction rod device; one end of the traction rod device is connected to the intermediate beam, and the other end of the traction rod device is used for connecting with the vehicle body; The traction rod device is for providing traction to the intermediate beam.
  • the traction rod device comprising a drawbar, an elastic joint and a fixed seat;
  • the two ends of the pull rod are provided with mounting holes, and the elastic joint is installed in the mounting hole; the two ends of the elastic joint are semi-cylindrical; the fixed seat is provided with a semi-cylindrical hole; The semi-cylindrical structure of the end is matched with the semi-cylindrical hole on the fixing seat; the semi-cylindrical structure at the two ends of the other elastic joint is used to cooperate with the semi-cylindrical mounting hole of the vehicle body.
  • the elastic joint is specifically a rubber joint.
  • the frame further comprising two auxiliary beams, two ends of the auxiliary beam respectively connected to the side beams and symmetrically distributed on both sides of the intermediate beam;
  • the vehicle bogie further includes a brake device; the brake device includes a brake disc, a brake cylinder, a brake pad and a clamp; the brake pad is mounted on the clamp, and the clamp is mounted on On the auxiliary beam, the brake disc is fixed on the axle, and a frictional force is generated between the brake pad and the brake disc for providing a braking force for the high-speed railway vehicle.
  • the high-speed railway vehicle bogie also includes elasticity a safety chain; one end of the elastic safety chain is connected to the intermediate beam; and the other end of the elastic safety chain is connected to the vehicle body.
  • the axle is a hollow shaft or a solid shaft; alternatively, both ends of the axle are provided with an anti-skid device.
  • the high-speed railway vehicle bogie further comprising a weighing valve; one end of the weighing valve is connected to the one-line axle box suspension device, and the other end of the weighing valve and the side beam Connected and located outside the side sill;
  • the one-line vertical damper, the two-stage lateral damper and the second-line vertical damper are specifically hydraulic dampers.
  • the present invention also provides a secondary suspension system for a high speed railway vehicle bogie comprising at least two spring sets; a lower portion of the spring set for connection to the bogie, and an upper portion of the spring set for connection to the vehicle body.
  • the present invention also provides a structure of a high-speed railway vehicle bogie, the frame comprising a side beam and an intermediate beam, wherein the middle portion of the side beam is a concave portion, and the two ends of the intermediate beam are respectively concave with the side beam Department connection.
  • the invention also provides a suspension system for a high-speed railway vehicle bogie, comprising a axle box positioning arm and a suspension spring; the lower end of the axle box positioning arm is connected with the axle;
  • the first suspension spring is mounted on an upper end portion of the axle box positioning arm; and the upper portion of the suspension spring is mounted in a spring mounting hole at both ends of the bogie side beam.
  • the axle box positioning arm is a split structure, and specifically includes a butt joint upper axle box, a lower axle box and a boom elastic joint;
  • the upper axle box has a half-axle structure at one end, and the other end of the upper axle box has a flexible arm elastic joint mounting hole;
  • the lower axle box is a half-shaft structure;
  • the upper axle box and the lower axle box are butted to form a bearing bush.
  • the two ends of the elastic joint of the rotating arm are semi-cylindrical, and the semi-cylindrical structure of the elastic joint of the rotating arm is used to form a semi-circular surface fit with the mounting seat on the side beam of the bogie;
  • the suspension spring includes a spring mounting bracket, an elastic stop post, an inner ring spring and an outer ring spring; the elastic stop post is vertically mounted on the spring mounting bracket, and the spring mounting bracket is mounted on the spring mounting bracket On the upper end surface of the upper axle box, the inner ring spring is sleeved on the elastic stop post, and the outer ring spring is sleeved on the inner ring spring.
  • the invention also provides a traction rod device for a high-speed railway vehicle bogie, the traction rod device comprising a pull rod, an elastic joint and a fixing seat;
  • the two ends of the pull rod are provided with mounting holes, and the elastic joint is installed in the mounting hole; the two ends of the elastic joint are semi-cylindrical; the fixed seat is provided with a semi-cylindrical hole; The semi-cylindrical structure of the end is matched with the semi-cylindrical hole on the fixing seat; the semi-cylindrical structure at the two ends of the other elastic joint is used to cooperate with the semi-cylindrical mounting hole of the vehicle body.
  • FIG. 1 is a schematic structural view of a bogie of a high-speed railway vehicle according to a first embodiment of the present invention
  • FIG. 2 is a schematic structural view of a bogie of a high-speed railway vehicle bogie shown in FIG.
  • FIG. 3 is a schematic structural view of a shaft box suspension device according to a second embodiment of the present invention
  • FIG. 4 is a perspective view of a shaft box suspension device shown in FIG. 3;
  • FIG. 5 is a perspective view of the upper axle box shown in Figure 3;
  • Figure 6 is a perspective view of the lower axle box shown in Figure 3;
  • Figure 7 is a perspective view of the elastic joint of the jib shown in Figure 3;
  • FIG. 8 is a perspective view of a traction puller according to a third embodiment of the present invention.
  • 1 is a schematic structural view of a bogie of a high-speed railway vehicle according to a first embodiment of the present invention
  • FIG. 2 is a schematic structural view of a bogie of a high-speed railway vehicle bogie shown in FIG.
  • the high-speed railway vehicle bogie provided by the first embodiment of the present invention includes a wheel set 1, a frame 2, a suspension system 3, and a secondary suspension system 4.
  • the suspension system 3 is a suspension device between the frame 2 and the wheel pair 1
  • the second suspension system 4 is a suspension device between the frame 2 and the vehicle body.
  • the wheel set 1 comprises a wheel 11 and an axle 12 connected to the wheel 11.
  • the frame 2 includes two side beams 21 and an intermediate beam 22, and the middle portion of the side beam 21 is a concave portion 211, and the middle beam Both ends of the 22 are connected to the concave portion 211 of the side member 21, respectively.
  • the intermediate beam 22 and the side beam 21 may be connected by plugging.
  • the upper end surface of the concave portion 211 of the side beam 21 is mounted with an upper cover plate
  • the lower end surface of the concave portion 211 is mounted with a lower cover plate and an upper cover.
  • the plate and the lower cover plate are parallel and extend toward the inner side of the side beam 21.
  • the two ends of the intermediate beam 22 are mounted with connecting plates perpendicular to the upper cover and the lower cover, and the connecting plate of the intermediate beam 22 is inserted into the upper cover and Between the lower covers, and the connecting plates are welded together with the upper cover and the lower cover.
  • the frame 2 adopts the above-described plug-in connection, which can improve the overall structural strength of the frame 2. It is also possible to join in other known ways, or to integrally form the intermediate beam 22 with the side members 21.
  • the intermediate beam 22 is mounted in the concave portion 211 in the middle of the side member 21, which can reduce the height of the intermediate beam 22 relative to the track surface and improve the stability of the frame 2.
  • the first suspension system 3 includes a series of axle box suspensions 31; the axlebox suspension 31 is connected to the axle 12 of the wheelset 1, and the other end of the axlebox suspension 31 is supported at both ends of the side beam 21.
  • the spring of a series of axle box suspension devices 31 may be a metal spring or a metal liquid rubber composite spring or the like.
  • the secondary suspension system 4 comprises at least two spring sets 41, two spring sets 41 can be used; two spring sets 41 are spaced apart on the intermediate cross member 22 and between the side members 21, and the lateral spacing of the two spring sets 41 can be For the 500-700mm, the upper part of the spring set 41 is used for the body connection.
  • Two spring group mounts may be provided on the intermediate beam 22, and the two spring sets 41 may be rubber springs or other types of springs such as metal springs or air springs.
  • the upper portion of the spring set 41 can be provided with two projections for easy connection to the vehicle body.
  • the spring set 41 can carry the vertical load of the vehicle body while providing a suitable rotational resistance torque between the frame 2 and the vehicle body.
  • the spring group 41 of the second-line suspension system 4 is disposed between the side beams 21, can carry the vertical load of the vehicle body, and can provide suitable between the frame 2 and the vehicle body.
  • the turning resistance torque can improve the stability of the straight running of the railway vehicle and the safety of the curve passing, and thus the critical speed of the railway vehicle can be improved.
  • the technical solution of the high-speed railway vehicle bogie can be further improved, and the specific improvement scheme is as follows.
  • the secondary suspension system 4 further includes a secondary rain damper 42, a secondary transverse damper 43, and an anti-snake damper 44.
  • the second-stage vertical damper 42-end is connected with the frame 2, and the second system is vertically reduced.
  • the other end of the vibrator 42 is for connection to a vehicle body.
  • the second-stage lateral damper 43 is connected to the frame 2, and the other end of the second-stage lateral damper 43 is connected to the vehicle body.
  • One end of the anti-snake damper 44 is connected to the outside of the side sill 21, and the other end of the anti-snaking damper 44 is for connection with the vehicle body.
  • the secondary damper can be a hydraulic damper, and the hydraulic damper includes a cylinder and a piston rod, and the hydraulic damping force is formed by stretching and compressing the piston rod to form a hydraulic damping force, which has a good reduction. Vibration damping effect and flexible damping effect.
  • a two-line vertical damper mount can be disposed on the side beam 21, and a lower end of the second-line vertical damper 42 is connected to the second-line vertical damper mount, and the upper end of the second-line vertical damper 42 is The car body is connected.
  • a two-stage vertical damper 42 can be disposed on the outer side of the two side beams 21 to provide the vehicle body roll damping damping, limit the maximum roll displacement of the vehicle body, and improve the stability of the vehicle roll.
  • the secondary shock absorber 43 and the anti-snaking damper 44 may also employ a hydraulic damper.
  • Two second-line lateral dampers 43 may be disposed, which are respectively disposed inside the two side beams 21, and one end of the two-stage lateral damper 43 may be connected to the mounting seat on the inner side of the side sills 21, and the second-stage lateral damper 43 The other end is connected to the car body.
  • the second-stage transverse damper 43 provides lateral damping damping for railway vehicles at high speeds, which can further improve the linear running stability of railway vehicles.
  • the anti-snake damper 44 is installed horizontally on the outer side of the side sill 21 to avoid the occurrence of meandering instability of the railway vehicle during high-speed operation and improve the operational stability of the railway vehicle.
  • the above technical scheme of the high-speed railway vehicle bogie may use one or more of the above-described two-line vertical damper 42, the second-stage lateral damper 43, and the anti-snake damper 44.
  • the outer side of the spring group 41 is provided with a second horizontal stop 45 and a second vertical stop 46, and the second horizontal stop 45 and the second vertical stop 46 can be disposed on the side.
  • the secondary rain damper 42 and the anti-snake damper 44 may be disposed outside the secondary suspension 46.
  • the second series of lateral stops 45 can limit the maximum lateral displacement of the body relative to the bogie, preventing the spring set 41 from being excessively sheared and deformed.
  • the second series vertical stop 46 can limit the maximum roll position of the vehicle body, prevent excessive rollover displacement when the railway vehicle curve runs, and roll over; and if the spring set 41 fails, the second series vertical stop 46 can? The vertical force load of the vehicle body.
  • the suspension system 3 further includes a vertical damper 32; the vertical damper 32 is connected to a shaft box suspension 31, and the other end of the vertical damper 32 is attached. Connected to the side members 21.
  • a series of vertical dampers 32 can also be equipped with a hydraulic damper, and four vertical dampers 32 can be installed, and a vertical damping can be installed on each of the axle box suspensions 31.
  • the lower end of the vertical damper 32 can be connected to the mounting seat on the shaft box suspension device 31, and the upper end can be connected with the mounting seat of the end head of the side sill 21, and a vertical damper 32 can be The vertical damping damping between the wheel pair 1 and the frame 2 is provided to improve the stability of the railway vehicle operation.
  • FIG. 3 is a schematic structural view of a suspension box suspension device according to a second embodiment of the present invention
  • FIG. 4 is a perspective view of a suspension box suspension device shown in FIG. 3
  • Fig. 6 is a perspective view of the lower axle box shown in Fig. 3
  • Fig. 7 is a perspective view of the elastic joint of the arm shown in Fig. 3.
  • the first axle box suspension device 31 of the present embodiment includes an axle box positioning arm 31 1 and a suspension spring 312; the lower end of the axle box positioning arm 31 1 is connected with the axle 12, A suspension spring 312 is mounted on the upper end portion of the axle box positioning arm 311; both ends of the side beam 21 have spring mounting holes, and a series of suspension springs 312 are mounted in the spring mounting holes.
  • the axle box positioning arm 311 is a split structure, and specifically includes a docked upper axle box 311 1 , a lower axle box 3112 and a boom elastic joint 31 13 .
  • the upper axle box 311 has a half-axle structure, the other end of the upper axle box 311 1 has a swing arm elastic joint mounting hole 3114; the lower axle box 3112 is a half-axle structure; the upper axle box 311 1 and the lower axle box 3112 are butted to form Bearing bush 3115, in actual installation, a bearing can be mounted on the axle 12, and the bearing bush 3115 is sleeved on the bearing to realize the connection between the axlebox positioning arm 31 1 and the axle 12 . Since the axle box positioning arm 31 1 is of a split structure consisting of the upper axle box 31 11 and the lower axle box 3112, it is easy to replace the wheel pair 1 during the inspection work.
  • the arm elastic joint 3113 has a semi-cylindrical structure at both ends, and a swivel rubber joint can be used.
  • the semi-cylindrical structure of the arm elastic joint 3113 and the mounting seat on the side beam 21 are semi-circular surface fit, so that the arm elastic joint 31 13 can withstand a large longitudinal load, and the arm elastic joint 31 13 can also be avoided.
  • the abnormal wear between the mount and the seat of the side member 21 improves the service life and reliability of the arm elastic joint 3113.
  • a series of suspension springs 312 includes a spring mounting bracket 3121, an elastic stop post 3122, an inner ring spring 3123, and an outer ring spring 3124.
  • the elastic stop post 3122 is vertically mounted on the spring mounting bracket 3121, the spring mounting bracket 3121 is mounted on the bearing end surface of the upper portion of the upper axle housing 3111, and the inner ring spring 3123 is sleeved on the elastic stop post 3122, the outer ring
  • the spring 3124 is sleeved on the inner ring spring 3123.
  • a series of axle box suspension devices provided by the embodiment, by adjusting the elastic joint 3113 of the arm Longitudinal and transverse stiffness, obtain the longitudinal and transverse stiffness values required for high-speed operation of the bogie, and improve the dynamic performance of railway vehicles at high speed. And since the outer ring spring 3124 and the inner ring spring 3123 are disposed on the upper portion of the upper axle box 3111, the arm elastic joint 3113 is not subjected to the additional moment generated by the spring force, thereby improving the service life and reliability of the arm elastic joint 31 13 . Sexuality, achieving a wear-free or low-wear design of a series of axlebox suspensions.
  • the high-speed railway vehicle bogie provided by the above embodiment may further include a shaft temperature detecting device (not shown), and the shaft temperature detecting device may be a temperature sensor, which may be installed on the lower shaft of the axle box positioning arm 31 1
  • the box 31 12 is used for detecting the temperature of the axle 12 to ensure the safety of the railway vehicle; the shaft temperature detecting device can be disposed on the lower axle box 3112.
  • the high-speed railway vehicle bogie provided by the above embodiment of the present invention may alternatively be provided with a traction rod device 6 for the high-speed railway vehicle bogie.
  • the traction rod device 6-end is connected to the intermediate beam 22, and the other end of the traction rod device 6 is connected to the vehicle body, and the traction rod device 6 is longitudinally disposed for providing traction to the intermediate beam 22.
  • the traction rod device 6 can take a variety of structural forms.
  • FIG. 8 is a perspective view of a traction puller according to a third embodiment of the present invention.
  • the traction rod device 6 may include a tie rod 61, an elastic joint 62, and a fixing seat 63.
  • the two ends of the pull rod 61 are provided with mounting holes, the elastic joint 62 can be a rubber joint, and the elastic joint 62 is installed in the mounting hole of the dry 61.
  • the elastic joint 62 and the mounting hole can be used with an interference fit to improve the tightness of the fit.
  • the two ends of the elastic joint 62 are semi-cylindrical structures protruding outward; the fixing seat 63 is provided with a semi-cylindrical hole; the semi-cylindrical structure at both ends of one elastic joint 62 is matched with the semi-cylindrical hole on the fixing seat 63, and the other elastic joint
  • the semi-cylindrical structure at both ends of the 62 is used to fit the semi-cylindrical mounting holes of the vehicle body.
  • the fixing seat 63 is connected to the intermediate beam 22, and the fixing seat 63 can be welded to the intermediate beam 22.
  • the elastic joint 62 at the other end of the tie rod 61 is connected to the semi-cylindrical mount of the vehicle body.
  • both ends of the elastic joint 62 are outwardly projecting, and the elastic joint 62 and the mounting hole of the fixing seat 63 may be other suitable shapes that match each other.
  • the high-speed railway vehicle bogie provided by the above embodiment is further provided with an elastic safety chain 7, and specifically, four elastic safety chains 7 may be disposed.
  • One end of the elastic safety chain 7 and the intermediate beam 22 connection; the other end of the elastic safety chain 7 is used for connection with the vehicle body.
  • the elastic safety chain 7 can transmit a certain longitudinal force when the traction rod device 6 fails, and can also prevent the vehicle body from generating excessive vertical jump displacement relative to the frame 2, thereby improving the operational safety of the railway vehicle.
  • the high-speed railway vehicle bogie of the above embodiment of the present invention has an optional technical solution.
  • the frame 2 further includes two auxiliary beams 23, and two ends of the auxiliary beam 23 are respectively connected to the side beams 21 and symmetrically distributed on the intermediate beams 22 side.
  • the provision of the auxiliary beam 23 can increase the strength of the overall structure of the frame 2.
  • the high-speed railway vehicle bogie also includes a brake device 8; the brake device 8 includes a brake disc 81, a brake cylinder, a brake pad and a clamp, and the brake pad is mounted on the clamp; the clamp is mounted on the auxiliary beam On the 23rd, the brake disc 81 is fixed to the axle 12, and a frictional force is generated between the brake pad and the brake disc 81 for providing a braking force for the high-speed railway vehicle.
  • a brake hanger 231 may be disposed on the auxiliary beam 23, and the brake cylinder and the clamp of the brake device 8 may be hung on the brake hanger 231 by bolts.
  • the both ends of the axle 12 are provided with an anti-slip device 9, and the anti-slip device 9 may be a mechanical anti-slip device or an electronic anti-slip device.
  • the anti-skid device 9 can indirectly control the magnitude of the braking force of the brake device 8. When the brake device 8 is braked, the anti-skid device 9 can increase the adhesion coefficient between the wheel 11 and the rail to prevent the wheel 11 from slipping during braking.
  • the high-speed railway vehicle bogie provided by the above embodiment further includes a weighing valve 10; the weighing valve 10 - end is connected with a mounting seat on a series of axle box suspension device 31, and the other end of the weighing valve 10 and the side beam 21 Connected and located outside the side members 21.
  • the weighing valve 10 can control the braking force of railway vehicles in the case of empty and heavy vehicles, and meet the requirements of railway vehicles to provide different braking forces under different load conditions.
  • the axle 12 may be a solid shaft.
  • the axle 12 can be a solid shaft, and the axle 12 can also adopt a hollow shaft to reduce the mass of the axle 12, thereby reducing the unsprung mass of the bogie, making it easier to perform ultrasonic flaw detection on the axle 12, and reducing the maintenance of the axle 12. cost.
  • the wheel 11 can be a straight web wheel or other shaped web wheel, which can reduce the quality of the wheel 11, thereby reducing the unsprung mass of the bogie, and can reduce the force between the wheel and rail and improve the dynamic performance of the railway vehicle.
  • the high-speed railway vehicle bogie provided by the above embodiments of the present invention can improve the linear running stability and the curve passing performance of the railway vehicle, and improve the safety of the railway vehicle in high-speed operation, and is particularly suitable for In railway wagons, the operation of railway wagons The speed reaches or exceeds 200Km/h.
  • the embodiment of the present invention further provides a two-stage suspension system for a high-speed railway vehicle bogie, which can be used on the high-speed railway vehicle bogie provided by the above embodiment of the present invention.
  • the secondary suspension system 4 includes at least two spring sets 41, and two spring sets 41 can be used; two spring sets 41 are spaced apart on the intermediate cross member 22 and located between the side beams 21, two The lateral spacing of the spring sets 41 can be 500-700 mm, and the upper portion of the spring set 41 is used for vehicle body connection.
  • Two spring group mounts may be disposed on the intermediate beam 22, and the two spring sets 41 may be rubber springs or other types of springs such as metal springs or air springs.
  • the upper part of the spring set 41 can be provided with two projections for easy connection with the vehicle body.
  • the spring set 41 can carry the vertical load of the vehicle body while providing a suitable rotational resistance torque between the frame 2 and the vehicle body.
  • the secondary suspension system 4 further includes a secondary rain damper 42, a secondary transverse damper 43, and an anti-snake damper 44.
  • the second-stage vertical damper 42-end is connected to the frame 2, and the other end of the second-line vertical damper 42 is used for connection with the vehicle body.
  • the second-stage lateral damper 43-end is connected to the frame 2, and the other end of the second-stage lateral damper 43 is used for connection with the vehicle body.
  • One end of the anti-snake damper 44 is connected to the outside of the side sill 21, and the other end of the anti-snaking damper 44 is for connection with the vehicle body.
  • the secondary damper can be a hydraulic damper, and the hydraulic damper includes a cylinder and a piston rod, and the hydraulic damping force is formed by stretching and compressing the piston rod to form a hydraulic damping force, which has a good reduction. Vibration damping effect and flexible damping effect.
  • a two-line vertical damper mount can be disposed on the side beam 21, and a lower end of the second-line vertical damper 42 is connected to the second-line vertical damper mount, and the upper end of the second-line vertical damper 42 is The car body is connected.
  • a two-stage vertical damper 42 can be disposed on the outer side of the two side beams 21 to provide the vehicle body roll damping damping, limit the maximum roll displacement of the vehicle body, and improve the stability of the vehicle roll.
  • the secondary shock absorber 43 and the anti-snaking damper 44 may also employ a hydraulic damper.
  • Two second-line lateral dampers 43 may be disposed, which are respectively disposed inside the two side beams 21, and one end of the two-stage lateral damper 43 may be connected to the mounting seat on the inner side of the side sills 21, and the second-stage lateral damper 43 The other end is connected to the car body.
  • the second-stage transverse damper 43 provides lateral damping damping for railway vehicles at high speeds, which can further improve the linear running stability of railway vehicles.
  • the anti-snake damper 44 is installed horizontally on the outer side of the side sill 21 to avoid the occurrence of meandering instability of the railway vehicle during high-speed operation and improve the operational stability of the railway vehicle.
  • the embodiment of the present invention further provides a structure of a high-speed railway vehicle bogie for use in the high-speed railway vehicle bogie provided by the above embodiment of the present invention.
  • the frame 2 includes two side members 21 and an intermediate beam 22, and the middle portion of the side members 21 is a concave portion 211, and both ends of the intermediate beam 22 are respectively connected to the concave portion 211 of the side member 21.
  • the intermediate beam 22 and the side beam 21 may be connected by plugging.
  • the upper end surface of the concave portion 211 of the side beam 21 is mounted with an upper cover plate
  • the lower end surface of the concave portion 211 is mounted with a lower cover plate and an upper cover.
  • the plate and the lower cover plate are parallel and extend toward the inner side of the side beam 21.
  • the two ends of the intermediate beam 22 are mounted with connecting plates perpendicular to the upper cover and the lower cover, and the connecting plate of the intermediate beam 22 is inserted into the upper cover and Between the lower covers, and the connecting plates are welded together with the upper cover and the lower cover.
  • the frame 2 adopts the above-described plug-in connection, which can improve the overall structural strength of the frame 2. It is also possible to join in other known ways, or to integrally form the intermediate beam 22 with the side members 21.
  • the intermediate beam 22 is mounted in the concave portion 211 in the middle of the side member 21, which can reduce the height of the intermediate beam 22 relative to the track surface and improve the stability of the frame 2.
  • the embodiment of the present invention further provides a suspension system for a high-speed railway vehicle bogie, which is used in the high-speed railway vehicle bogie provided by the above embodiment of the present invention.
  • the first axle box suspension device 31 includes an axle box positioning arm 311 and a suspension spring 312; the lower end of the axle box positioning arm 31 1 is connected with the axle 12, and the axle box positioning arm 311 is The upper end is connected to the side beam 21; a series of suspension springs 312 are mounted on the upper end portion of the axle box positioning arm 311; both ends of the side beam 21 have spring mounting holes, and a series of suspension springs 312 are mounted in the spring mounting holes.
  • the axle box positioning arm 311 is a split structure, and specifically includes a docked upper axle box 311 1 , a lower axle box 3112 and a boom elastic joint 31 13 .
  • the upper axle box 311 has a half-axle structure, the other end of the upper axle box 311 1 has a swing arm elastic joint mounting hole 3114; the lower axle box 3112 is a half-axle structure; the upper axle box 311 1 and the lower axle box 3112 are butted to form
  • the bearing bush 3115 is used for mounting the axle 12, and in actual installation, a bearing can be mounted on the axle 12, and the bearing bush 3115 is sleeved on the bearing to realize the connection between the axlebox positioning arm 31 1 and the axle 12 . Since the axle box positioning arm 311 is of a split structure consisting of the upper axle box 3111 and the lower axle box 3112, it is easy to replace the wheel pair 1 during maintenance work.
  • the arm elastic joint 3113 has a semi-cylindrical structure at both ends, and a swivel rubber joint can be used.
  • the semi-cylindrical structure of the arm elastic joint 3113 and the mounting seat on the side beam 21 are semi-circular surface fit, so that the arm elastic joint 31 13 can withstand a large longitudinal load, and the arm elastic joint 31 13 can also be avoided.
  • the abnormal wear between the mount and the seat of the side member 21 improves the service life and reliability of the arm elastic joint 3113.
  • the primary suspension spring 312 includes a spring mounting bracket 3121, an elastic stop post 3122, an inner ring spring 3123, and an outer ring spring 3124.
  • the elastic stop post 3122 is vertically mounted on the spring mounting bracket 3121, the spring mounting bracket 3121 is mounted on the bearing end surface of the upper portion of the upper axle housing 3111, and the inner ring spring 3123 is sleeved on the elastic stop post 3122, the outer ring The spring 3124 is sleeved on the inner ring spring 3123.
  • the axial box suspension device provided by the embodiment provides the longitudinal and transverse stiffness values required for the high-speed operation of the bogie by adjusting the longitudinal and transverse stiffness of the elastic joint 3113 of the rotating arm, thereby improving the dynamic performance of the railway vehicle during high-speed operation. . And since the outer ring spring 3124 and the inner ring spring 3123 are disposed on the upper portion of the upper axle box 3111, the arm elastic joint 3113 is not subjected to the additional moment generated by the spring force, thereby improving the service life and reliability of the arm elastic joint 31 13 . Sexuality, achieving a wear-free or low-wear design of a series of axlebox suspensions.
  • the embodiment of the present invention further provides a traction rod device for a high-speed railway vehicle bogie, which is used on the high-speed railway vehicle bogie provided by the above embodiment of the present invention.
  • the traction rod device 6 may include a tie rod 61, an elastic joint 62, and a fixed seat 63.
  • the two ends of the pull rod 61 are provided with mounting holes, the elastic joint 62 can be a rubber joint, and the elastic joint 62 is installed in the mounting hole of the dry 61.
  • the elastic joint 62 and the mounting hole can be used with an interference fit to improve the tightness of the fit.
  • the two ends of the elastic joint 62 are semi-cylindrical structures protruding outward; the fixing seat 63 is provided with a semi-cylindrical hole; the semi-cylindrical structure at both ends of one elastic joint 62 is matched with the semi-cylindrical hole on the fixing seat 63, and the other elastic joint
  • the semi-cylindrical structure at both ends of the 62 is used to fit the semi-cylindrical mounting holes of the vehicle body.
  • the fixing seat 63 is connected to the intermediate beam 22, and the fixing seat 63 can be welded to the intermediate beam 22.
  • the elastic joint 62 at the other end of the tie rod 61 is connected to the semi-cylindrical mount of the vehicle body.
  • Both ends of the elastic joint 62 are a structure projecting outward, a mounting hole of the fixing seat 63, and a mounting hole of the intermediate beam 22, and other suitable shapes matching each other may be employed.

Abstract

一种高速铁路车辆转向架，包括轮对（1）、构架（2）、一系悬挂系统（3）和二系悬挂系统（4）；构架包括侧梁（21）和中间横梁（22），所述侧梁中部为凹形部，所述中间横梁（22）的两端分别与所述侧梁的凹形部连接；一系悬挂系统（3）包括一系轴箱悬挂装置（31）。所述一系轴箱悬挂装置（31）一端与所述轮对（1）的轮轴连接，所述一系轴箱悬挂装置（31）的另一端支撑在所述侧梁（21）的两端；所述悬挂系统（4）包括至少两个弹簧组（41），所述弹簧组（41）间隔布置在中央横梁上且位于侧梁之间，所述弹簧组（41）上部用于与车体连接。该高速铁路车辆转向架、二系悬挂系统（4）等可提供构架和车体质检合适的回转阻力距，因而可提高铁路车辆直线运行的稳定性和曲线通过的安全性，进而提高铁路车辆的临界速度。

Description

高速铁路车辆转向架
技术领域 本发明涉及转向架技术， 尤其涉及一种高速铁路车辆转向架。 背景技术
铁路车辆转向架主要有三大件式转向架和构架式转向架。 其中， 三大 件式转向架的抗菱刚度小、 簧下质量大且不能够安装盘形制动器等显缺 点， 其运行速度不超过 120km/h, 而构架式转向架则具有抗菱刚度大、 簧 下质量小等优点， 构架式转向架的动力学性能明显优于三大件式转向架。
现有的构架式转向架包括轮对、 构架、 摇枕和悬挂装置。 构架包括两 个侧梁和两个横梁； 摇枕横向设置在侧梁上， 摇枕上方中部设置有心盘， 摇枕上方左右两侧各设有常接触弹性旁承， 通过心盘承载车体的垂向载荷 并传递纵向力。 悬挂装置安装在构架与轮对之间， 采用金属液体橡胶复合 弹簧与轴箱定位。
由于现有的构架式转向架在摇枕上设置心盘和常接触弹性旁承， 空车 时， 主要通过常接触弹性旁承提供转向架和车体之间的回转阻力矩， 重车 时， 由心盘和常接触弹性旁承共同提供回转阻力矩。 现有的心盘和常接触 弹性旁承的承载方式， 无法获得较合适的回转阻力矩， 不能同时保证铁路 车辆高速运行时的直线运行稳定性和曲线通过性能， 铁路车辆的直线运行 平稳性较差并且曲线通过安全性较低， 限制了铁路车辆临界速度的提高。 发明内容
本发明提供一种高速铁路车辆转向架， 尤其是高速铁路货车转向架， 用 于解决现有技术中铁路车辆尤其是货车高速运行时的直线运行平稳性较差且 曲线通过安全性较低的技术缺陷。
本发明提供的一种高速铁路车辆转向架， 包括轮对、 构架、 一系悬挂系 统和二系悬挂系统； 所述构架包括侧梁和中间横梁， 所述侧梁中部为凹形部， 所述中间横梁 的两端分别与所述侧梁的凹形部连接；
所述一系悬挂系统包括一系轴箱悬挂装置； 所述一系轴箱悬挂装置一端 与所述轮对的轮轴连接， 所述一系轴箱悬挂装置的另一端支撑在所述侧梁的 —端；
所述二系悬挂系统包括至少两个弹簧组； 所述弹簧组间隔布置在所述中 间横梁上且位于所述侧梁之间， 所述弹簧组上部用于与车体连接。
如上所述的高速铁路车辆转向架， 所述二系悬挂系统还包括二系垂向减 振器、 二系横向减振器和抗蛇行减振器；
所述二系垂向减振器一端与所述构架连接， 所述二系垂向减振器的另一 端用于与车体连接；
所述二系横向减振器一端与所述构架连接， 所述二系横向减振器的另一 端用于与车体连接；
所述抗蛇行减振器一端与所述侧梁的外侧连接， 所述抗蛇行减振器的另 —端用于与车体连接。
如上所述的高速铁路车辆转向架， 所述弹簧组为橡胶弹簧组； 所述弹簧组外侧设有二系横向止挡和二系垂向止挡；
所述二系垂向减振器和抗蛇行减振器设置在所述二系垂向止挡的外 侧。
如上所述的高速铁路车辆转向架， 所述一系悬挂系统还包括一系垂向减 振器； 所述一系垂向减振器一端与所述一系轴箱悬挂装置连接， 所述一系垂 向减振器的另一端与所述侧梁连接。
如上所述的高速铁路车辆转向架， 所述一系轴箱悬挂装置包括轴箱定 位转臂和一系悬挂弹簧； 所述轴箱定位转臂的下端与所述轮轴连接， 所述 轴箱定位转臂的上端与所述侧梁连接；
所述一系悬挂弹簧安装在所述轴箱定位转臂的上端部； 所述侧梁的两 端分别具有弹簧安装孔， 所述一系悬挂弹簧安装在所述弹簧安装孔内。
如上所述的高速铁路车辆转向架， 所述轴箱定位转臂为分体式结构， 具体包括对接的上轴箱、 下轴箱和转臂弹性关节；
所述上轴箱一端具有半轴瓦结构， 所述上轴箱的另一端具有转臂弹性 关节安装孔； 所述下轴箱为半轴瓦结构； 所述上轴箱和下轴箱对接形成轴 瓦， 用于安装所述轮轴；
所述转臂弹性关节两端为半圆柱结构， 所述转臂弹性关节的半圆柱结 构与所述侧梁上的安装座之间为半圆弧面配合；
所述一系悬挂弹簧包括弹簧安装托板、 弹性止挡柱、 内圈弹簧和外圈 弹簧； 所述弹性止挡柱垂直安装在所述弹簧安装托板上， 所述弹簧安装托 板安装在所述上轴箱的上端面上， 所述内圈弹簧套设在所述弹性止挡柱 上， 所述外圈弹簧套设在所述内圈弹簧上。
如上所述的高速铁路车辆转向架， 所述转臂弹性关节具体为转臂橡胶 关节。
如上所述的高速铁路车辆转向架， 该高速铁路车辆转向架还包括轴温 检测装置，用于检测轮轴的温度；所述轴温检测装置设置在所述下轴箱上。
如上所述的高速铁路车辆转向架， 该高速铁路车辆转向架还包括牵引 拉杆装置； 所述牵引拉杆装置一端与所述中间横梁连接， 所述牵引拉杆装 置的另一端用于与车体连接； 所述牵引拉杆装置用于向所述中间横梁提供 牵引力。
如上所述的高速铁路车辆转向架， 所述牵引拉杆装置包括拉杆、 弹性关 节和固定座；
所述拉杆的两端开设有安装孔， 所述弹性关节安装在所述安装孔内； 所述弹性关节的两端为半圆柱结构； 所述固定座上开设有半圆柱孔； 一 个弹性关节两端的半圆柱结构与所述固定座上的半圆柱孔配合； 另一个弹性 关节两端的半圆柱结构用于与车体的半圆柱安装孔配合。
如上所述的高速铁路车辆转向架， 所述弹性关节具体为橡胶关节。
如上所述的高速铁路车辆转向架， 所述构架还包括两个辅助横梁， 所述 辅助横梁的两端分别与所述侧梁连接且对称分布于所述中间横梁的两侧； 所述高速铁路车辆转向架还包括制动装置； 所述制动装置包括制动盘、 制动缸、 制动闸片和夹钳； 所述制动闸片安装所述夹钳上， 所述夹钳安装在 所述辅助横梁上， 所述制动盘固定在所述轮轴上， 所述制动闸片与制动盘之 间产生摩擦力， 用于为高速铁路车辆提供制动力。
如上所述的高速铁路车辆转向架， 该高速铁路车辆转向架还包括弹性 安全链； 所述弹性安全链的一端与所述中间横梁连接； 所述弹性安全链的 另一端用于与车体连接。
如上所述的高速铁路车辆转向架， 所述轮轴为空心轴或实心轴； 可选地， 所述轮轴的两端设置有防滑器。
如上所述的高速铁路车辆转向架，该高速铁路车辆转向架还包括称重阀； 所述称重阀一端与所述一系轴箱悬挂装置连接， 所述称重阀的另一端与侧梁 连接且位于所述侧梁的外侧；
可选地， 所述一系垂向减振器、 二系横向减振器和二系垂向减振器具体 为油压减振器。
本发明还提供一种高速铁路车辆转向架的二系悬挂系统， 包括至少两个 弹簧组； 所述弹簧组下部用于与转向架连接， 所述弹簧组上部用于与车体连 接。
本发明还提供一种高速铁路车辆转向架的构架， 所述构架包括侧梁和中 间横梁， 所述侧梁中部为凹形部， 所述中间横梁的两端分别与所述侧梁的凹 形部连接。
本发明还提供一种高速铁路车辆转向架的一系悬挂系统， 包括轴箱定 位转臂和一系悬挂弹簧； 所述轴箱定位转臂的下端与轮轴连接；
所述一系悬挂弹簧安装在所述轴箱定位转臂的上端部； 并且所述一系 悬挂弹簧的上部用于安装在转向架侧梁两端的弹簧安装孔内。
如上所述的一系悬挂系统， 所述轴箱定位转臂为分体式结构， 具体包 括对接的上轴箱、 下轴箱和转臂弹性关节；
所述上轴箱一端具有半轴瓦结构， 所述上轴箱的另一端具有转臂弹性 关节安装孔； 所述下轴箱为半轴瓦结构； 所述上轴箱和下轴箱对接形成轴 瓦， 用于安装所述轮轴；
所述转臂弹性关节两端为半圆柱结构， 所述转臂弹性关节的半圆柱结 构用于与转向架的侧梁上的安装座之间形成半圆弧面配合；
所述一系悬挂弹簧包括弹簧安装托板、 弹性止挡柱、 内圈弹簧和外圈 弹簧； 所述弹性止挡柱垂直安装在所述弹簧安装托板上， 所述弹簧安装托 板安装在所述上轴箱的上端面上， 所述内圈弹簧套设在所述弹性止挡柱 上， 所述外圈弹簧套设在所述内圈弹簧上。 本发明还提供一种高速铁路车辆转向架的牵引拉杆装置， 所述牵引拉杆 装置包括拉杆、 弹性关节和固定座；
所述拉杆的两端开设有安装孔， 所述弹性关节安装在所述安装孔内； 所述弹性关节的两端为半圆柱结构； 所述固定座上开设有半圆柱孔； 一 个弹性关节两端的半圆柱结构与所述固定座上的半圆柱孔配合； 另一个弹性 关节两端的半圆柱结构用于与车体的半圆柱安装孔配合。
本发明提供的高速铁路车辆转向架，二系悬挂系统的弹簧组设置于侧梁 之间， 可以承载车体的垂向载荷， 同时可以提供构架与车体之间合适的回转 阻力矩， 因而可以提高铁路车辆直线运行的稳定性和曲线通过的安全性， 进 而可以提高铁路车辆的临界速度。 附图说明 图 1为本发明第一实施例提供的高速铁路车辆转向架的结构示意图； 图 2为图 1所示高速铁路车辆转向架的构架的结构示意图；
图 3为本发明第二实施例提供的一系轴箱悬挂装置的结构示意图； 图 4为图 3所示一系轴箱悬挂装置的立体图；
图 5为图 3所示上轴箱的立体图；
图 6为图 3所示下轴箱的立体图；
图 7为图 3所示转臂弹性关节的立体图；
图 8为本发明第三实施例提供的牵引拉杆的立体图。 具体实施方式 参考图 1 , 图 1 为本发明第一实施例提供的高速铁路车辆转向架的结构 示意图； 图 2为图 1所示高速铁路车辆转向架的构架的结构示意图；
如图 1和图 2所示， 本发明第一实施例提供的高速铁路车辆转向架包括 轮对 1、 构架 2、 一系悬挂系统 3和二系悬挂系统 4。 在此需要说明的是， 一 系悬挂系统 3是构架 2与轮对 1之间的悬挂装置， 二系悬挂系统 4是构架 2 与车体之间的悬挂装置。
轮对 1包括车轮 11以及与车轮 11连接的轮轴 12。 如图 2所示， 构架 2 包括两个侧梁 21和一个中间横梁 22, 侧梁 21中部为凹形部 211 , 中间横梁 22的两端分别与侧梁 21的凹形部 211连接。 中间横梁 22与侧梁 21可以采 用插接的方式连接， 具体地， 侧梁 21的凹形部 211的上端面安装有上盖板， 凹形部 211的下端面安装有下盖板，上盖板和下盖板平行且向侧梁 21内侧伸 出， 中间横梁 22的两端安装有与上盖板和下盖板垂直的连接板， 将中间横梁 22的连接板插接在上盖板和下盖板之间， 并将连接板与上盖板、 下盖板焊接 在一起。 构架 2采用上述插接式连接， 这可以提高构架 2的整体结构强度。 也可以采用其他已知的方式连接， 或将中间横梁 22与侧梁 21整体成型。 中 间横梁 22安装在侧梁 21中部的凹形部 211内，可以减低中间横梁 22相对于 轨道面的高度， 提高构架 2的稳定性。
一系悬挂系统 3 包括一系轴箱悬挂装置 31 ; —系轴箱悬挂装置 31—端 与轮对 1的轮轴 12连接，一系轴箱悬挂装置 31的另一端支撑在侧梁 21的两 端。 具体地， 一系轴箱悬挂装置 31的弹簧可以采用金属弹簧或金属液体橡胶 复合弹簧等。
二系悬挂系统 4包括至少两个弹簧组 41 , 可以采用两个弹簧组 41 ; 两个 弹簧组 41间隔布置在中间横梁 22上且位于侧梁 21之间， 两个弹簧组 41的 横向间距可以为 500-700mm, 弹簧组 41上部用于车体连接。 中间横梁 22上 可以设置两个弹簧组安装座， 两个弹簧组 41可以采用橡胶弹簧， 也可以采用 其他类型弹簧， 如金属弹簧或空气弹簧等。 弹簧组 41的上部可以设置两个凸 起， 便于与车体连接。 弹簧组 41可以承载车体的垂向载荷， 同时可以提供构 架 2与车体之间合适的回转阻力矩。
本实施例提供的高速铁路车辆转向架，二系悬挂系统 4的弹簧组 41设置 于两侧梁 21之间， 可以承载车体的垂向载荷， 同时可以提供构架 2与车体之 间合适的回转阻力矩， 因而可以提高铁路车辆直线运行的稳定性和曲线通过 的安全性， 进而可以提高铁路车辆的临界速度。
并且由于弹簧组 41之间的横向间距较小， 产生的剪切变形较小， 因而弹 簧组 41具有较长的使用寿命。
在本发明第一实施例提供的高速铁路车辆转向架的基础上， 还可以对高 速铁路车辆转向架的技术方案作进一步的改进， 具体改进方案如下文所述。
进一步地， 二系悬挂系统 4还包括二系垂向减振器 42、 二系横向减振器 43和抗蛇行减振器 44。 二系垂向减振器 42—端与构架 2连接， 二系垂向减 振器 42的另一端用于与车体连接。 二系横向减振器 43—端与构架 2连接， 二系横向减振器 43的另一端用于与车体连接。 抗蛇行减振器 44一端与侧梁 21的外侧连接， 抗蛇行减振器 44的另一端用于与车体连接。
具体地， 二系垂向减振器可以采用油压减振器， 油压减振器包括油缸和 活塞杆， 通过拉伸、 压缩活塞杆往返运动形成液压阻尼力实现减震， 具有良 好的减振阻尼效应和柔性的减振效果。可以在侧梁 21上设置二系垂向减振器 安装座， 二系垂向减振器 42的下端与二系垂向减振器安装座连接， 二系垂向 减振器 42的上端与车体连接。 可以在两个侧梁 21的外侧各设置一个二系垂 向减振器 42, 提供车体侧滚减震阻尼， 限制车体最大侧滚位移， 提高车辆侧 滚稳定性。 同样， 二系横向减振器 43和抗蛇行减振器 44也可以采用油压减 振器。 可以设置两个二系横向减振器 43 , 分别设置在两个侧梁 21 的内侧， 二系横向减振器 43的一端可以与侧梁 21 内侧的安装座连接， 二系横向减振 器 43的另一端与车体连接。 二系横向减振器 43提供铁路车辆高速运行时的 横向减震阻尼， 可以进一步提高铁路车辆直线运行稳定性。 抗蛇行减振器 44 纵向水平安装在侧梁 21的外侧，可以避免铁路车辆在高速运行时产生蛇行失 稳， 提高铁路车辆的运行稳定性。
上述高速铁路车辆转向架的技术方案可以选用上述二系垂向减振器 42, 二系横向减振器 43 , 和抗蛇行减振器 44 中的一种或多种。
在上述实施例的基础上， 进一步地， 弹簧组 41外侧设有二系横向止 挡 45和二系垂向止挡 46, 二系横向止挡 45和二系垂向止挡 46可以设置 在侧梁 21凹形部 211上端面的中间位置。 二系垂向减振器 42和抗蛇行减 振器 44可以设置在二系垂向止挡 46的外侧。 二系横向止挡 45能够限制 车体相对转向架的最大横向位移， 防止弹簧组 41产生过大的横向剪切变 形而损坏。 二系垂向止挡 46可以限制车体的最大侧滚位置， 防止铁路车 辆曲线运行时产生过大的侧滚位移而侧翻； 并且若弹簧组 41失效， 二系 垂向止挡 46可以 ? 载车体的垂向力载荷。
进一步地， 一系悬挂系统 3还包括一系垂向减振器 32; —系垂向减振器 32—端与一系轴箱悬挂装置 31连接，一系垂向减振器 32的另一端与侧梁 21 连接。 一系垂向减振器 32也可以采用油压减振器， 可以安装四个一系垂向减 振器 32, 可以在每个一系轴箱悬挂装置 31上安装一个一系垂向减振器 32, 一系垂向减振器 32的下端可以与一系轴箱悬挂装置 31上的安装座连接， 其 上端可以与侧梁 21的端头部的安装座连接， 一系垂向减振器 32可以提供轮 对 1与构架 2之间的垂向减震阻尼， 提高铁路车辆运行的平稳性。
参考图 3-7, 图 3为本发明第二实施例提供的一系轴箱悬挂装置的结 构示意图； 图 4为图 3所示一系轴箱悬挂装置的立体图； 图 5为图 3所示 上轴箱的立体图； 图 6为图 3所示下轴箱的立体图； 图 7为图 3所示转臂 弹性关节的立体图。
如图 3-7所示，本实施例提供的一系轴箱悬挂装置 31包括轴箱定位转 臂 31 1和一系悬挂弹簧 312; 轴箱定位转臂 31 1的下端与轮轴 12连接，一 系悬挂弹簧 312安装在轴箱定位转臂 311的上端部； 侧梁 21的两端分别 具有弹簧安装孔， 一系悬挂弹簧 312安装在弹簧安装孔内。
具体地， 轴箱定位转臂 311为分体式结构， 具体包括对接的上轴箱 311 1、 下轴箱 3112和转臂弹性关节 31 13。
上轴箱 311 1—端具有半轴瓦结构， 上轴箱 311 1的另一端具有转臂弹 性关节安装孔 3114; 下轴箱 3112为半轴瓦结构； 上轴箱 311 1和下轴箱 3112对接形成轴瓦 3115 , 实际安装时， 在轮轴 12上可以安装轴承， 轴瓦 3115套设在轴承上， 实现轴箱定位转臂 31 1与轮轴 12的连接。 由于轴箱 定位转臂 31 1由上轴箱 31 11和下轴箱 3112组成的分体式结构， 因而在检 修作业时， 便于更换轮对 1。
转臂弹性关节 3113两端为半圆柱结构， 可以采用转臂橡胶关节。 转 臂弹性关节 3113的半圆柱结构与侧梁 21上的安装座之间为半圆弧面配 合， 使得转臂弹性关节 31 13能够承受较大的纵向载荷， 也可以避免转臂 弹性关节 31 13和侧梁 21的安装座之间的非正常磨耗， 提高转臂弹性关节 3113的使用寿命和可靠性。
一系悬挂弹簧 312包括弹簧安装托板 3121、 弹性止挡柱 3122、 内圈 弹簧 3123和外圈弹簧 3124。 弹性止挡柱 3122垂直安装在弹簧安装托板 3121上， 弹簧安装托板 3121安装在上轴箱 311 1的上部的承载端面上， 内 圈弹簧 3123套设在弹性止挡柱 3122上， 外圈弹簧 3124套设在内圈弹簧 3123上。
本实施例提供的一系轴箱悬挂装置， 通过调整转臂弹性关节 3113的 纵、 横向刚度， 获得转向架在高速运行所需要的纵、 横向刚度值， 提高铁 路车辆高速运行时的动力学性能。 并且由于外圈弹簧 3124和内圈弹簧 3123设置于上轴箱 3111上部，使得转臂弹性关节 3113不会受到弹簧力产 生的附加力矩作用， 因而能够提高转臂弹性关节 31 13的使用寿命和可靠 性， 实现一系轴箱悬挂装置的无磨耗或低磨耗设计。
进一步地， 上述实施例提供的高速铁路车辆转向架还可包括轴温检测 装置 （图中未示出） ， 轴温检测装置可以是温度传感器， 可以安装在轴箱 定位转臂 31 1的下轴箱 31 12上， 用于检测轮轴 12的温度， 保证铁路车辆 的行车安全； 轴温检测装置可以设置在下轴箱 3112上。
本发明上述实施例提供的高速铁路车辆转向架， 可选的方案是， 高速 铁路车辆转向架还可以设置牵引拉杆装置 6。 牵引拉杆装置 6—端与中间 横梁 22连接， 牵引拉杆装置 6的另一端用于与车体连接， 牵引拉杆装置 6 纵向设置， 用于向中间横梁 22提供牵引力。 牵引拉杆装置 6可以采用多 种结构形式， 。
参考图 8 , 图 8为本发明第三实施例提供的牵引拉杆的立体图。
如图 8所示， 具体地， 牵引拉杆装置 6可以包括拉杆 61、 弹性关节 62 和固定座 63。
拉杆 61的两端开设有安装孔， 弹性关节 62可以为橡胶关节， 弹性关节 62安装在 干 61的安装孔内， 弹性关节 62与安装孔可以采用过盈配合， 提 高配合紧密性。 弹性关节 62的两端为向外侧伸出的半圆柱结构； 固定座 63 上开设有半圆柱孔； 一个弹性关节 62两端的半圆柱结构与固定座 63上的半 圆柱孔配合，另一个弹性关节 62两端的半圆柱结构用于与车体的半圆柱安装 孔配合。 具体安装时， 固定座 63与中间横梁 22连接， 可以将固定座 63焊接 在中间横梁 22上。拉杆 61另一端的弹性关节 62与车体的半圆柱安装座连接。
由于弹性关节 62与固定座 63的安装孔采用半圆弧面配合， 可以消除弹 性关节 62的转动磨损， 并且配合面积较大， 可以传递较大的纵向力， 性能可 靠。 弹性关节 62的两端为向外侧伸出的结构， 弹性关节 62与固定座 63的安 装孔， 也可以采用其他适当的彼此配合的形状。
进一步地， 上述实施例提供的高速铁路车辆转向架还安装有弹性安全 链 7, 具体可以设置四个弹性安全链 7。 弹性安全链 7的一端与中间横梁 22连接； 弹性安全链 7的另一端用于与车体连接。 弹性安全链 7可以在牵 引拉杆装置 6失效时传递一定的纵向力， 还可以防止车体相对构架 2产生 过大的垂向跳动位移， 提高铁路车辆的运行安全性。
本发明上述实施例的高速铁路车辆转向架， 可选的技术方案是， 构架 2 还包括两个辅助横梁 23 , 辅助横梁 23的两端分别与侧梁 21连接且对称分布 于中间横梁 22的两侧。 设置辅助横梁 23可以提高构架 2整体结构的强度。
高速铁路车辆转向架还包括制动装置 8; 制动装置 8包括制动盘 81、 制 动缸、制动闸片和夹钳，夹钳上安装有制动闸片； 夹钳安装在辅助横梁 23上， 制动盘 81固定在轮轴 12上， 制动闸片与制动盘 81之间产生摩擦力， 用于为 高速铁路车辆提供制动力。 具体地， 辅助横梁 23上可以设置制动吊座 231 , 制动装置 8的制动缸和夹钳可以通过螺栓吊挂在制动吊座 231上。
进一步地， 轮轴 12的两端设置有防滑器 9, 防滑器 9可以采用机械式防 滑器， 也可以采用电子式防滑器。 防滑器 9能够间接控制制动装置 8的制动 力的大小， 制动装置 8制动时， 防滑器 9能够提高车轮 11与轨道之间的粘着 系数， 避免车轮 11在制动时打滑。
此外， 上述实施例提供的高速铁路车辆转向架还包括称重阀 10; 称重 阀 10—端与一系轴箱悬挂装置 31上的安装座连接， 称重阀 10的另一端 与侧梁 21连接且位于侧梁 21的外侧。 称重阀 10可以控制铁路车辆在空 车和重车时的制动力， 满足铁路车辆在不同负载情况下提供不同制动力的 要求。
另外， 在本发明上述实施例提供的高速铁路车辆转向架的技术方案 中， 轮轴 12可以采用实心轴。 此外， 轮轴 12可以采用实心轴， 并且轮轴 12也可以采用空心轴， 减小轮轴 12的质量， 进而可以降低转向架的簧下 质量， 更容易对车轴 12实施超声波探伤测试， 降低车轴 12的维护成本。 车轮 11可以采用直腹板车轮或其他形状腹板车轮， 可以减小车轮 11的质 量， 进而降低转向架的簧下质量， 并且可以减少轮轨间作用力， 提高铁路 车辆的动力学性能。
需要说明的是， 本发明上述实施例提供的高速铁路车辆转向架， 采用上 述技术方案能够提高铁路车辆的直线运行平稳性和曲线通过性能， 提高铁路 车辆的高速运行的安全性， 特别是适用于铁路货车中， 使得铁路货车的运行 时速达到或超过 200Km/h。
本发明实施例还提供一种高速铁路车辆转向架的二系悬挂系统， 可以用 于本发明上述实施例提供的高速铁路车辆转向架上。
如图 1所示， 该二系悬挂系统 4包括至少两个弹簧组 41 , 可以采用两个 弹簧组 41 ; 两个弹簧组 41间隔布置在中间横梁 22上且位于侧梁 21之间 , 两个弹簧组 41的横向间距可以为 500-700mm,弹簧组 41上部用于车体连接。 中间横梁 22上可以设置两个弹簧组安装座， 两个弹簧组 41可以采用橡胶弹 簧， 也可以采用其他类型弹簧， 如金属弹簧或空气弹簧等。 弹簧组 41的上部 可以设置两个凸起， 便于与车体连接。 弹簧组 41可以承载车体的垂向载荷， 同时可以提供构架 2与车体之间合适的回转阻力矩。
进一步地， 二系悬挂系统 4还包括二系垂向减振器 42、 二系横向减振器 43和抗蛇行减振器 44。 二系垂向减振器 42—端与构架 2连接， 二系垂向减 振器 42的另一端用于与车体连接。 二系横向减振器 43—端与构架 2连接， 二系横向减振器 43的另一端用于与车体连接。 抗蛇行减振器 44一端与侧梁 21的外侧连接， 抗蛇行减振器 44的另一端用于与车体连接。
具体地， 二系垂向减振器可以采用油压减振器， 油压减振器包括油缸和 活塞杆， 通过拉伸、 压缩活塞杆往返运动形成液压阻尼力实现减震， 具有良 好的减振阻尼效应和柔性的减振效果。可以在侧梁 21上设置二系垂向减振器 安装座， 二系垂向减振器 42的下端与二系垂向减振器安装座连接， 二系垂向 减振器 42的上端与车体连接。 可以在两个侧梁 21的外侧各设置一个二系垂 向减振器 42, 提供车体侧滚减震阻尼， 限制车体最大侧滚位移， 提高车辆侧 滚稳定性。 同样， 二系横向减振器 43和抗蛇行减振器 44也可以采用油压减 振器。 可以设置两个二系横向减振器 43 , 分别设置在两个侧梁 21 的内侧， 二系横向减振器 43的一端可以与侧梁 21 内侧的安装座连接， 二系横向减振 器 43的另一端与车体连接。 二系横向减振器 43提供铁路车辆高速运行时的 横向减震阻尼， 可以进一步提高铁路车辆直线运行稳定性。 抗蛇行减振器 44 纵向水平安装在侧梁 21的外侧，可以避免铁路车辆在高速运行时产生蛇行失 稳， 提高铁路车辆的运行稳定性。
本发明实施例还提供一种高速铁路车辆转向架的构架， 该转向架构架用 于本发明上述实施例提供的高速铁路车辆转向架上。 如图 1和图 2所示， 构架 2包括两个侧梁 21和一个中间横梁 22, 侧梁 21中部为凹形部 211 , 中间横梁 22的两端分别与侧梁 21的凹形部 211连接。 中间横梁 22与侧梁 21可以采用插接的方式连接， 具体地， 侧梁 21的凹形部 211 的上端面安装有上盖板， 凹形部 211 的下端面安装有下盖板， 上盖板和 下盖板平行且向侧梁 21 内侧伸出， 中间横梁 22的两端安装有与上盖板和下 盖板垂直的连接板， 将中间横梁 22的连接板插接在上盖板和下盖板之间， 并 将连接板与上盖板、 下盖板焊接在一起。 构架 2采用上述插接式连接， 这可 以提高构架 2的整体结构强度。 也可以采用其他已知的方式连接， 或将中间 横梁 22与侧梁 21整体成型。 中间横梁 22安装在侧梁 21中部的凹形部 211 内， 可以减低中间横梁 22相对于轨道面的高度， 提高构架 2的稳定性。
本发明实施例还提供一种高速铁路车辆转向架的一系悬挂系统， 该一 系悬挂系统用于本发明上述实施例提供的高速铁路车辆转向架上。
如图 3-7所示，一系轴箱悬挂装置 31包括轴箱定位转臂 311和一系悬 挂弹簧 312; 轴箱定位转臂 31 1的下端与轮轴 12连接， 轴箱定位转臂 311 的上端与侧梁 21连接； 一系悬挂弹簧 312安装在轴箱定位转臂 311的上 端部； 侧梁 21的两端分别具有弹簧安装孔， 一系悬挂弹簧 312安装在弹 簧安装孔内。
具体地， 轴箱定位转臂 311为分体式结构， 具体包括对接的上轴箱 311 1、 下轴箱 3112和转臂弹性关节 31 13。
上轴箱 311 1 —端具有半轴瓦结构， 上轴箱 311 1的另一端具有转臂弹 性关节安装孔 3114; 下轴箱 3112为半轴瓦结构； 上轴箱 311 1和下轴箱 3112对接形成轴瓦 3115 , 用于安装轮轴 12, 实际安装时， 在轮轴 12上可 以安装轴承， 轴瓦 3115套设在轴承上， 实现轴箱定位转臂 31 1与轮轴 12 的连接。 由于轴箱定位转臂 311由上轴箱 3111和下轴箱 3112组成的分体 式结构， 因而在检修作业时， 便于更换轮对 1。
转臂弹性关节 3113两端为半圆柱结构， 可以采用转臂橡胶关节。 转 臂弹性关节 3113的半圆柱结构与侧梁 21上的安装座之间为半圆弧面配 合， 使得转臂弹性关节 31 13能够承受较大的纵向载荷， 也可以避免转臂 弹性关节 31 13和侧梁 21的安装座之间的非正常磨耗， 提高转臂弹性关节 3113的使用寿命和可靠性。 一系悬挂弹簧 312包括弹簧安装托板 3121、 弹性止挡柱 3122、 内圈 弹簧 3123和外圈弹簧 3124。 弹性止挡柱 3122垂直安装在弹簧安装托板 3121上， 弹簧安装托板 3121安装在上轴箱 311 1的上部的承载端面上， 内 圈弹簧 3123套设在弹性止挡柱 3122上， 外圈弹簧 3124套设在内圈弹簧 3123上。
本实施例提供的一系轴箱悬挂装置， 通过调整转臂弹性关节 3113的 纵、 横向刚度， 获得转向架在高速运行所需要的纵、 横向刚度值， 提高铁 路车辆高速运行时的动力学性能。 并且由于外圈弹簧 3124和内圈弹簧 3123设置于上轴箱 3111上部，使得转臂弹性关节 3113不会受到弹簧力产 生的附加力矩作用， 因而能够提高转臂弹性关节 31 13的使用寿命和可靠 性， 实现一系轴箱悬挂装置的无磨耗或低磨耗设计。
本发明实施例还提供一种高速铁路车辆转向架的牵引拉杆装置， 该牵 引拉杆装置用于本发明上述实施例提供的高速铁路车辆转向架上。
如图 8所示， 牵引拉杆装置 6可以包括拉杆 61、 弹性关节 62和固定 座 63。
拉杆 61的两端开设有安装孔， 弹性关节 62可以为橡胶关节， 弹性关节 62安装在 干 61的安装孔内， 弹性关节 62与安装孔可以采用过盈配合， 提 高配合紧密性。 弹性关节 62的两端为向外侧伸出的半圆柱结构； 固定座 63 上开设有半圆柱孔； 一个弹性关节 62两端的半圆柱结构与固定座 63上的半 圆柱孔配合，另一个弹性关节 62两端的半圆柱结构用于与车体的半圆柱安装 孔配合。 具体安装时， 固定座 63与中间横梁 22连接， 可以将固定座 63焊接 在中间横梁 22上。拉杆 61另一端的弹性关节 62与车体的半圆柱安装座连接。
由于弹性关节 62与固定座 63的安装孔采用半圆弧面配合， 可以消除弹 性关节 62的转动磨损， 并且配合面积较大， 可以传递较大的纵向力， 性能可 靠。 弹性关节 62的两端为向外侧伸出的结构， 固定座 63的安装孔， 和中间 横梁 22的安装孔， 也可以采用其他适当的彼此配合的形状。
最后应说明的是： 以上各实施例仅用以说明本发明的技术方案， 而非 对其限制； 尽管参照前述各实施例对本发明进行了详细的说明， 本领域的 普通技术人员应当理解： 其依然可以对前述各实施例所记载的技术方案进 行修改， 或者对其中部分或者全部技术特征进行等同替换； 而这些修改或 者替换， 并不使相应技术方案的本质脱离本发明各实施例技术方案的范 围。

Claims

权利要求书
1、 一种高速铁路车辆转向架， 其特征在于， 包括轮对、 构架、 一系悬挂 系统和二系悬挂系统；
所述构架包括侧梁和中间横梁， 所述侧梁中部为凹形部， 所述中间横梁 的两端分别与所述侧梁的凹形部连接；
所述一系悬挂系统包括一系轴箱悬挂装置； 所述一系轴箱悬挂装置一端 与所述轮对的轮轴连接， 所述一系轴箱悬挂装置的另一端支撑在所述侧梁的 一端；
所述二系悬挂系统包括至少两个弹簧组； 所述弹簧组间隔布置在所述中 间横梁上且位于所述侧梁之间， 所述弹簧组上部用于与车体连接。
2、 根据权利要求 1所述的高速铁路车辆转向架， 其特征在于， 所述二系 悬挂系统还包括二系垂向减振器、 二系横向减振器和抗蛇行减振器；
所述二系垂向减振器一端与所述构架连接， 所述二系垂向减振器的另一 端用于与车体连接；
所述二系横向减振器一端与所述构架连接， 所述二系横向减振器的另一 端用于与车体连接；
所述抗蛇行减振器一端与所述侧梁的外侧连接， 所述抗蛇行减振器的另 一端用于与车体连接。
3、 根据权利要求 2所述的高速铁路车辆转向架， 其特征在于， 所述 弹簧组为橡胶弹簧组；
所述弹簧组外侧设有二系横向止挡和二系垂向止挡；
所述二系垂向减振器和抗蛇行减振器设置在所述二系垂向止挡的外 侧。
4、 根据权利要求 1所述的高速铁路车辆转向架， 其特征在于， 所述一系 悬挂系统还包括一系垂向减振器； 所述一系垂向减振器一端与所述一系轴箱 悬挂装置连接， 所述一系垂向减振器的另一端与所述侧梁连接。
5、 根据权利要求 1所述的高速铁路车辆转向架， 其特征在于， 所述一 系轴箱悬挂装置包括轴箱定位转臂和一系悬挂弹簧； 所述轴箱定位转臂的 下端与所述轮轴连接； 所述一系悬挂弹簧安装在所述轴箱定位转臂的上端部； 所述侧梁的两 端分别具有弹簧安装孔， 所述一系悬挂弹簧安装在所述弹簧安装孔内。
6、 根据权利要求 5所述的高速铁路车辆转向架， 其特征在于， 所述 轴箱定位转臂为分体式结构， 具体包括对接的上轴箱、 下轴箱和转臂弹性 关节；
所述上轴箱一端具有半轴瓦结构， 所述上轴箱的另一端具有转臂弹性 关节安装孔； 所述下轴箱为半轴瓦结构； 所述上轴箱和下轴箱对接形成轴 瓦， 用于安装所述轮轴；
所述转臂弹性关节两端为半圆柱结构， 所述转臂弹性关节的半圆柱结 构与所述侧梁上的安装座之间为半圆弧面配合；
所述一系悬挂弹簧包括弹簧安装托板、 弹性止挡柱、 内圈弹簧和外圈 弹簧； 所述弹性止挡柱垂直安装在所述弹簧安装托板上， 所述弹簧安装托 板安装在所述上轴箱的上端面上， 所述内圈弹簧套设在所述弹性止挡柱 上， 所述外圈弹簧套设在所述内圈弹簧上。
7、 根据权利要求 6所述的高速铁路车辆转向架， 其特征在于， 所述 转臂弹性关节具体为转臂橡胶关节。
8、 根据权利要求 6或 7所述的高速铁路车辆转向架， 其特征在于， 该高速铁路车辆转向架还包括轴温检测装置， 用于检测轮轴的温度； 所述 轴温检测装置设置在所述下轴箱上。
9、根据权利要求 1-7任一项所述的高速铁路车辆转向架，其特征在于， 该高速铁路车辆转向架还包括牵引拉杆装置； 所述牵引拉杆装置一端与所 述中间横梁连接， 所述牵引拉杆装置的另一端用于与车体连接； 所述牵引 拉杆装置用于向所述中间横梁提供牵引力。
10、 根据权利要求 9所述的高速铁路车辆转向架， 其特征在于， 所述牵 引拉杆装置包括拉杆、 弹性关节和固定座；
所述拉杆的两端开设有安装孔， 所述弹性关节安装在所述安装孔内； 所述弹性关节的两端为半圆柱结构； 所述固定座上开设有半圆柱孔； 一 个弹性关节两端的半圆柱结构与所述固定座上的半圆柱孔配合； 另一个弹性 关节两端的半圆柱结构用于与车体的半圆柱安装孔配合。
1 1、 根据权利要求 10所述的高速铁路车辆转向架， 其特征在于， 所述弹 性关节具体为橡胶关节。
12、 根据权利要求 1-7任一项所述的高速铁路车辆转向架， 其特征在于， 所述构架还包括两个辅助横梁， 所述辅助横梁的两端分别与所述侧梁连接且 对称分布于所述中间横梁的两侧；
所述高速铁路车辆转向架还包括制动装置； 所述制动装置包括制动盘、 制动缸、 制动闸片和夹钳， 所述制动闸片安装所述夹钳上； 所述夹钳安装在 所述辅助横梁上， 所述制动盘固定在所述轮轴上， 所述制动闸片与制动盘之 间产生摩擦力， 用于为高速铁路车辆提供制动力。
13、 根据权利要求 1-7任一项所述的高速铁路车辆转向架， 其特征在 于， 该高速铁路车辆转向架还包括弹性安全链； 所述弹性安全链的一端与 所述中间横梁连接； 所述弹性安全链的另一端用于与车体连接。
14、 根据权利要求 1-7任一项所述的高速铁路车辆转向架， 其特征在 于， 所述轮轴为空心轴或实心轴；
可选地， 所述轮轴的两端设置有防滑器。
15、 根据权利要求 1-7任一项所述的高速铁路车辆转向架， 其特征在 于， 该高速铁路车辆转向架还包括称重阀； 所述称重阀一端与所述一系轴 箱悬挂装置连接， 所述称重阀的另一端与侧梁连接且位于所述侧梁的外 侧；
可选地， 所述一系垂向减振器、 二系横向减振器和二系垂向减振器具 体为油压减振器。
16、 一种高速铁路车辆转向架的二系悬挂系统， 其特征在于， 包括至少 两个弹簧组； 所述弹簧组下部用于与转向架连接， 所述弹簧组上部用于与车 体连接。
17、 一种高速铁路车辆转向架的构架， 其特征在于， 所述构架包括侧梁 和中间横梁， 所述侧梁中部为凹形部， 所述中间横梁的两端分别与所述侧梁 的凹形部连接。
18、 一种高速铁路车辆转向架的一系悬挂系统， 其特征在于， 包括轴 箱定位转臂和一系悬挂弹簧； 所述轴箱定位转臂的下端与轮轴连接， 所述 一系悬挂弹簧安装在所述轴箱定位转臂的上端部； 并且所述一系悬挂弹簧 用于安装在转向架侧梁两端的弹簧安装孔内。
19、 根据权利要求 18所述的一系悬挂系统， 其特征在于， 所述轴箱 定位转臂为分体式结构，具体包括对接的上轴箱、下轴箱和转臂弹性关节； 所述上轴箱一端具有半轴瓦结构， 所述上轴箱的另一端具有转臂弹性 关节安装孔； 所述下轴箱为半轴瓦结构； 所述上轴箱和下轴箱对接形成轴 瓦， 用于安装所述轮轴；
所述转臂弹性关节两端为半圆柱结构， 所述转臂弹性关节的半圆柱结 构用于与转向架的侧梁上的安装座之间形成半圆弧面配合；
所述一系悬挂弹簧包括弹簧安装托板、 弹性止挡柱、 内圈弹簧和外圈 弹簧； 所述弹性止挡柱垂直安装在所述弹簧安装托板上， 所述弹簧安装托 板安装在所述上轴箱的上端面上， 所述内圈弹簧套设在所述弹性止挡柱 上， 所述外圈弹簧套设在所述内圈弹簧上。
20、 一种高速铁路车辆转向架的牵引拉杆装置， 其特征在于， 所述牵引 拉杆装置包括拉杆、 弹性关节和固定座；
所述拉杆的两端开设有安装孔， 所述弹性关节安装在所述安装孔内； 所述弹性关节的两端为半圆柱结构； 所述固定座上开设有半圆柱孔； 一 个弹性关节两端的半圆柱结构与所述固定座上的半圆柱孔配合； 另一个弹性 关节两端的半圆柱结构用于与车体的半圆柱安装孔配合。
PCT/CN2012/073579 2011-12-23 2012-04-06 高速铁路车辆转向架 WO2013091319A1 (zh)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP12716173.5A EP2783939B1 (en) 2011-12-23 2012-04-06 High speed railway vehicle bogie

Applications Claiming Priority (10)

Application Number Priority Date Filing Date Title
CN201110440779.5A CN102490755B (zh) 2011-12-23 2011-12-23 高速铁路货车转向架
CN201110440779.5 2011-12-23
CN201110438669.5A CN102490754B (zh) 2011-12-23 2011-12-23 高速铁路货车转向架构架
CN2011104407225A CN102490752A (zh) 2011-12-23 2011-12-23 高速铁路货车转向架一系悬挂装置
CN201110438669.5 2011-12-23
CN201110438795.0 2011-12-23
CN2011104387950A CN102490745A (zh) 2011-12-23 2011-12-23 高速铁路货车转向架二系悬挂装置
CN201110437255.0 2011-12-23
CN201110437255.0A CN102490753B (zh) 2011-12-23 2011-12-23 铁路货车转向架的牵引拉杆装置
CN201110440722.5 2011-12-23

Publications (1)

Publication Number Publication Date
WO2013091319A1 true WO2013091319A1 (zh) 2013-06-27

Family

ID=48667700

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2012/073579 WO2013091319A1 (zh) 2011-12-23 2012-04-06 高速铁路车辆转向架

Country Status (2)

Country Link
EP (1) EP2783939B1 (zh)
WO (1) WO2013091319A1 (zh)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20170291618A1 (en) * 2014-09-22 2017-10-12 Siemens Ag Oesterreich Chassis Frame With Spring Cup
CN107901939A (zh) * 2017-12-14 2018-04-13 中车齐齐哈尔车辆有限公司 转向架及其自适应转臂定位装置
CN110254461A (zh) * 2019-07-02 2019-09-20 株洲时代新材料科技股份有限公司 抗侧滚扭杆上的刚度可调的横向弹性止档及刚度调节方法
CN111661095A (zh) * 2020-07-17 2020-09-15 中车资阳机车有限公司 一种悬挂式货运空铁的一系悬挂装置
US11084509B2 (en) * 2016-11-21 2021-08-10 Mitsubishi Heavy Industries Engineering, Ltd. Railway vehicle
US20210284204A1 (en) * 2018-07-03 2021-09-16 Siemens Mobility GmbH Wheel set intermediate frame for a rail vehicle
CN113696924A (zh) * 2021-09-08 2021-11-26 中车唐山机车车辆有限公司 一系悬挂装置、定位弹簧、转向架及轨道列车
CN113978504A (zh) * 2021-11-18 2022-01-28 中车长春轨道客车股份有限公司 具有轮对调整功能的线性感应电机转向架
CN114248815A (zh) * 2022-01-17 2022-03-29 西南交通大学 一种采用双轴箱悬挂和永磁直驱电机的轨道车辆转向架

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014216965A1 (de) * 2014-08-26 2016-03-03 Siemens Aktiengesellschaft Fahrwerk für ein Schienenfahrzeug
AT516584A1 (de) * 2014-11-27 2016-06-15 Siemens Ag Oesterreich Federtopf für eine Primärfederung eines Schienenfahrzeugs
AT516924A2 (de) 2015-03-03 2016-09-15 Siemens Ag Oesterreich Fahrwerksrahmen für ein Schienenfahrzeug
WO2016189854A1 (ja) * 2015-05-25 2016-12-01 川崎重工業株式会社 軌条車両用台車及びそれを備えた軌条車両
CN106476838B (zh) * 2015-08-28 2018-09-07 株洲时代新材料科技股份有限公司 一种常接触式防止钢弹簧断裂的方法及垂向止挡
WO2019056641A1 (zh) * 2017-09-19 2019-03-28 中车长春轨道客车股份有限公司 一种转向架构架及具有该转向架构架的转向架
EP3623249B1 (en) * 2017-09-19 2023-03-01 CRRC Changchun Railway Vehicles Co., Ltd. Trailer frame and trailer bogie having same
CN207225373U (zh) * 2017-09-19 2018-04-13 中车长春轨道客车股份有限公司 一种动车构架及具有该动车构架的动车转向架
WO2020053608A1 (en) * 2018-09-12 2020-03-19 Ganz Motor Kft. Two-axle modular bogie assembly for railway vehicles
JP7260415B2 (ja) * 2019-06-24 2023-04-18 東海旅客鉄道株式会社 台車回転治具及び台車の回転方法
CN110920656A (zh) * 2019-12-20 2020-03-27 中车眉山车辆有限公司 一种铁路自发电快速货车转向架

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3941061A (en) * 1972-04-14 1976-03-02 Wegmann & Co. Pneumatic railway car suspension
JPH1178877A (ja) * 1997-09-05 1999-03-23 Kawasaki Heavy Ind Ltd 車体支持用空気バネ装置
CN101070070A (zh) * 2007-06-14 2007-11-14 中国南车集团株洲车辆厂 一种铁道车辆货车转向架组合方法及装置
CN201189868Y (zh) * 2008-08-15 2009-02-04 铁道部运输局 高速动车组动车转向架
CN101823492A (zh) * 2009-12-09 2010-09-08 南车株洲电力机车有限公司 一种160km/h宽轨高速客运电力机车用三轴转向架
CN201882093U (zh) * 2010-10-27 2011-06-29 上海轨道交通设备发展有限公司 一种用于高速地铁列车的转向架

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2014919A1 (en) * 1969-04-28 1971-10-14 Institut fur Schienenfahrzeuge, χ 1183 Berlin Bogie frame
DE19819412C1 (de) * 1998-04-30 1999-10-07 Talbot Gmbh & Co Kg Wankstützeinrichtung für den Rahmen des Laufwerks eines Schienenfahrzeugs
JP5118081B2 (ja) * 2009-02-13 2013-01-16 川崎重工業株式会社 鉄道車両用軸箱支持装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3941061A (en) * 1972-04-14 1976-03-02 Wegmann & Co. Pneumatic railway car suspension
JPH1178877A (ja) * 1997-09-05 1999-03-23 Kawasaki Heavy Ind Ltd 車体支持用空気バネ装置
CN101070070A (zh) * 2007-06-14 2007-11-14 中国南车集团株洲车辆厂 一种铁道车辆货车转向架组合方法及装置
CN201189868Y (zh) * 2008-08-15 2009-02-04 铁道部运输局 高速动车组动车转向架
CN101823492A (zh) * 2009-12-09 2010-09-08 南车株洲电力机车有限公司 一种160km/h宽轨高速客运电力机车用三轴转向架
CN201882093U (zh) * 2010-10-27 2011-06-29 上海轨道交通设备发展有限公司 一种用于高速地铁列车的转向架

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10457298B2 (en) * 2014-09-22 2019-10-29 Siemens Mobility GmbH Chassis frame with spring cup
US20170291618A1 (en) * 2014-09-22 2017-10-12 Siemens Ag Oesterreich Chassis Frame With Spring Cup
US11084509B2 (en) * 2016-11-21 2021-08-10 Mitsubishi Heavy Industries Engineering, Ltd. Railway vehicle
CN107901939A (zh) * 2017-12-14 2018-04-13 中车齐齐哈尔车辆有限公司 转向架及其自适应转臂定位装置
CN107901939B (zh) * 2017-12-14 2024-03-26 中车齐齐哈尔车辆有限公司 转向架及其自适应转臂定位装置
US20210284204A1 (en) * 2018-07-03 2021-09-16 Siemens Mobility GmbH Wheel set intermediate frame for a rail vehicle
CN110254461A (zh) * 2019-07-02 2019-09-20 株洲时代新材料科技股份有限公司 抗侧滚扭杆上的刚度可调的横向弹性止档及刚度调节方法
CN110254461B (zh) * 2019-07-02 2024-04-05 株洲时代新材料科技股份有限公司 抗侧滚扭杆上的刚度可调的横向弹性止档及刚度调节方法
CN111661095A (zh) * 2020-07-17 2020-09-15 中车资阳机车有限公司 一种悬挂式货运空铁的一系悬挂装置
CN113696924A (zh) * 2021-09-08 2021-11-26 中车唐山机车车辆有限公司 一系悬挂装置、定位弹簧、转向架及轨道列车
CN113696924B (zh) * 2021-09-08 2023-05-23 中车唐山机车车辆有限公司 一系悬挂装置、定位弹簧、转向架及轨道列车
CN113978504A (zh) * 2021-11-18 2022-01-28 中车长春轨道客车股份有限公司 具有轮对调整功能的线性感应电机转向架
CN114248815A (zh) * 2022-01-17 2022-03-29 西南交通大学 一种采用双轴箱悬挂和永磁直驱电机的轨道车辆转向架

Also Published As

Publication number Publication date
EP2783939A1 (en) 2014-10-01
EP2783939A4 (en) 2015-11-18
EP2783939B1 (en) 2017-03-29

Similar Documents

Publication Publication Date Title
WO2013091319A1 (zh) 高速铁路车辆转向架
CN102490755B (zh) 高速铁路货车转向架
EP3473514B1 (en) Bolster of bogie
CN106004913B (zh) 转向架
WO2012089060A1 (zh) 中央悬挂装置、货车转向架及快运铁路货车
CN109747676B (zh) 带涡流制动装置的轨道车辆转向架及轨道车辆
CN101857033B (zh) 一种80km/h速度等级B型地铁车辆转向架
CN105857332B (zh) 一种带摇枕100%地板有轨电车转向架
CN103625493B (zh) 大轴重轨道车辆转向架
US11208123B2 (en) Frame of bogie
CN106740897B (zh) 高速轨道车辆及其转向架、轮对驱动装置
CN110450807B (zh) 一种单轴转向架
CN214356035U (zh) 一种用于铁路货车的铰接构架转向架
CN203372249U (zh) 大轴重轨道车辆转向架
WO2022120933A1 (zh) 转向架横梁、转向架及轨道车辆
WO2021135198A1 (zh) 适用于高速铁路货车的无摇枕构架式转向架
CN111216756A (zh) 一种内侧构架式迫导向转向架及铁路车辆
CN110667635A (zh) 一种轴箱内置式转向架构架
CN212685551U (zh) 一种轻轨车辆转向架和轻轨车辆
WO2022027855A1 (zh) 内侧悬挂直驱径向转向架和货车
CN210212392U (zh) 一种轨道交通车辆转向架中央悬挂装置
CN110920655A (zh) 一种轴箱交叉连接式快运货车转向架
CN203372253U (zh) 轨道车辆转向架制动器安装结构
CN203005448U (zh) 无摇枕城际轨道车辆转向架
CN211809616U (zh) 适用于高速铁路货车的无摇枕构架式转向架

Legal Events

Date Code Title Description
REEP Request for entry into the european phase

Ref document number: 2012716173

Country of ref document: EP

WWE Wipo information: entry into national phase

Ref document number: 2012716173

Country of ref document: EP

121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 12716173

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE