WO2014134943A1 - 铁路车辆用转向架及铁路车辆 - Google Patents

铁路车辆用转向架及铁路车辆 Download PDF

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Publication number
WO2014134943A1
WO2014134943A1 PCT/CN2013/088933 CN2013088933W WO2014134943A1 WO 2014134943 A1 WO2014134943 A1 WO 2014134943A1 CN 2013088933 W CN2013088933 W CN 2013088933W WO 2014134943 A1 WO2014134943 A1 WO 2014134943A1
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WO
WIPO (PCT)
Prior art keywords
bogie
magnetorheological
frame
railway vehicle
railway vehicles
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Application number
PCT/CN2013/088933
Other languages
English (en)
French (fr)
Inventor
陈凤艳
杨永勤
徐应明
陈经纬
李得花
Original Assignee
唐山轨道客车有限责任公司
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Publication of WO2014134943A1 publication Critical patent/WO2014134943A1/zh

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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
    • B61F5/22—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
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode
    • 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
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels
    • 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
    • B61F5/06—Bolster supports or mountings 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings

Definitions

  • the present invention relates to railway vehicle equipment technology, and more particularly to a railway vehicle bogie and a railway vehicle. Background technique
  • the existing railway vehicles are provided with vibration damping devices in the suspension system of the vehicle, but due to the passive damping mode, the ride comfort and safety of the railway vehicles are not good, and the running quality is not high.
  • the present invention provides a bogie for a railway vehicle and a railway vehicle to improve ride comfort and safety of the railway vehicle.
  • the invention provides a bogie for railway vehicles, comprising:
  • the frame is connected to the axle box, and a magnetorheological variable stiffness coil spring is vertically disposed between the frame and the axle box.
  • the present invention provides a railway vehicle comprising a vehicle body and a railway vehicle bogie provided by the present invention, the bottom of the vehicle body being coupled to the bogie.
  • the railway vehicle bogie provided by the present invention has a magnetorheologically variable stiffness coil spring vertically disposed between the frame and the axle box, and the magneto-rheologically adjustable stiffness coil spring can automatically change the stiffness and the variable damping in real time. Therefore, the magneto-rheologically adjustable stiffness coil spring can be actively adjusted according to the actual road conditions, thereby effectively absorbing the high-frequency vibration caused by the wheel-rail contact, providing a more reasonable supporting force for the railway vehicle, and making the railway vehicle pass the bend.
  • the smooth and realistic inclination of the road improves the ride comfort and safety of railway vehicles.
  • FIG. 1 is a schematic structural view of a bogie for a railway vehicle according to an embodiment of the present invention, wherein the bolster is indicated by a broken line.
  • an embodiment of the present invention provides a bogie for a railway vehicle, including: a wheel set 101, an axle box 102 is disposed at two ends of the wheel set 101; and a frame 103 is connected to the axle box 102.
  • a magnetorheologically variable stiffness coil spring 104 is vertically disposed between the frame 103 and the axle box 102.
  • a magnetorheologically adjustable stiffness coil spring 104 is vertically disposed between the frame 103 and the axle box 102, and the magneto-rheologically adjustable stiffness coil spring 104 can automatically change stiffness and variable damping in real time, and therefore, the magnetic current
  • the variable-adjustable stiffness coil spring 104 can be actively adjusted according to the actual road condition, thereby effectively absorbing the high-frequency vibration caused by the wheel-rail contact, providing a more reasonable supporting force for the railway vehicle, and making the railway vehicle stable when passing the curve.
  • the realistic and reasonable tilting improves the ride comfort and safety of railway vehicles.
  • the magnetorheologically variable stiffness coil spring 104 may include a coil spring, and the coil spring coil may include a hollow tube made of a non-magnetic polymer elastic material, and a magnetorheological fluid is encapsulated in the hollow tube.
  • the central part of the coil spring is provided with an electromagnet and a coil
  • the outer diameter of the coil spring is larger than the outer diameter of the electromagnet and the coil and a certain gap is left
  • the electromagnet and the coil are connected with the real-time stiffness adjustment system
  • the hollow tube The inner sealed magnetorheological fluid or magnetorheological fluid is connected to the magnetorheological fluid regulating system, and the real-time stiffness adjusting system and the magnetorheological fluid regulating system are respectively connected with a vibration sensor and a height sensor.
  • the control unit module in the magnetorheological fluid adjustment system changes the pressure of the magnetorheological fluid or the magnetorheological fluid, and the mechanical response time is in a larger range. Adjusting the stiffness and height of the coil spring; After the real-time stiffness adjustment system receives the signal sent by the vibration sensor and the height sensor, the control unit module in the real-time stiffness adjustment system changes the electromagnet and the real-time by controlling the magnitude of the current in the electromagnet and the coil.
  • the electromagnetic field strength of the coil changes the magnetorheological properties of the magnetorheological fluid or magnetorheological fluid, and fine-tunes the stiffness and height of the coil spring.
  • the bolster 105 is connected to the frame 103, and a magnetorheological hydraulic rubber spring 106 is vertically disposed between the frame 103 and the bolster 105. Since the magnetorheological hydraulic rubber spring 106 can automatically change height, variable stiffness and variable damping in real time, it can provide more effective vibration damping, buffering and more reasonable supporting force for railway vehicles according to actual road conditions, further improving the railway vehicle. Comfort and safety.
  • the magnetorheological hydraulic rubber spring 106 may include a rubber outer bag, the top of the rubber outer bag is provided with an upper fixed sealing plate, the bottom of the rubber outer bag is provided with a lower fixed sealing plate, and the rubber outer bag is internally provided with a height.
  • the stopper, the magnetorheological fluid and the electromagnet and the coil, the height limiter is connected with the lower fixed sealing plate, and the electromagnet and the coil are fixed on the lower fixing plate.
  • the magnetorheological hydraulic adjustment system comprises a magnetorheological hydraulic pump, a height sensor, a vibration sensor, a control module and a controllable relief valve, the height sensor is arranged on the upper fixed sealing plate, the vibration sensor is arranged on the lower fixed sealing plate, and the control module respectively It is connected to a height sensor, a vibration sensor, a controllable relief valve and a magneto-rheological hydraulic pump.
  • the magnetorheological hydraulic pump, the controllable relief valve and the rubber outer bag are connected internally.
  • the real-time stiffness adjustment system includes a height sensor, a vibration sensor and a control unit module, the height sensor is disposed on the upper fixed sealing plate, the vibration sensor is disposed on the lower fixed sealing plate, and the control unit module is respectively associated with the height sensor, the vibration sensor, the electromagnet and the coil connection.
  • the control unit module changes the magnetorheological fluid pressure, and adjusts the stiffness and height of the magnetorheological hydraulic rubber spring 106 over a wide range according to the mechanical response time.
  • the control unit module changes the electromagnetic field strength of the electromagnet and the coil in real time, thereby changing the magnetorheological characteristics of the magnetorheological fluid, and finally the magnetorheological hydraulic rubber spring 106
  • the stiffness and height are fine-tuned.
  • the height limiter is used to control the height adjustment of the magnetorheological hydraulic rubber spring 106 within a safe range.
  • the magnetorheological hydraulic rubber spring 106 has the characteristics of high oil resistance, wide mediation range, strong temperature adaptability, fast response, etc., and has a simple structure, small size, and low cost. Of course, other configurations of the magnetorheological hydraulic rubber spring 106 may be employed, which is not specifically limited in the present invention.
  • a vertical magnetorheological damper 107 is further disposed between the frame 103 and the axle box 102.
  • the vertical magnetorheological damper 107 can be automatically damped in real time, so that the high frequency vibration caused by the contact between the wheel and the rail can be effectively absorbed, and the ride comfort and safety of the railway vehicle are further improved.
  • two anti-snake magnetorheological dampers 108 are symmetrically disposed between the bolster 105 and the frame 103, and the anti-snaking magnetorheological damper 108 is perpendicular to the wheel.
  • the axial direction of the pair 101 is substantially horizontal.
  • the anti-snake magnetorheological damper 108 can be automatically damped in real time, and the symmetry of the anti-snake magnetorheological damper 108 cooperates to make the bogie have better running quality in the curve movement.
  • two transverse magnetorheological dampers 109 are symmetrically disposed between the bolster 105 and the frame 103, and the transverse magnetorheological damper 109 is substantially parallel to the axial direction of the wheelset 101.
  • the transverse magnetorheological damper 109 can be automatically damped in real time, and the symmetrical arrangement of the transverse magnetorheological damper 109 cooperates to make the bogie have better lateral running quality when the curve is moving.
  • the vertical magnetorheological damper 107, the anti-sernar magnetorheological damper 108 and the transverse magnetorheological damper 109 can adopt the same structure of the magnetorheological damper, and the magnetic current is reduced.
  • the vibrator may include a working cylinder, a piston, a piston rod, an end cap, a coil, and a control wire.
  • the end cap is connected to the working cylinder by welding, and the control wire is connected to the coil and is led out through the inner hole of the piston and the piston rod.
  • a floating piston is arranged in the cavity of the working cylinder, and the floating piston divides the cavity of the working cylinder into a rod cavity and a rodless cavity, the rodless cavity is filled with nitrogen gas, and the rod cavity is filled with magnetorheological fluid, the check valve It is arranged to communicate with the rodless chamber on the working cylinder, and the one-way valve is used for filling the rodless chamber with nitrogen.
  • the magnetorheological vibration damping device has the characteristics of variable damping, low price, insensitivity to pollution, reliable and stable performance, low power consumption, and stepless, accurate and rapid control. It can better solve the real-time control of vibration during vehicle motion.
  • the vertical magnetorheological damper 107, the anti-snaking magnetorheological damper 108, and the transverse magnetorheological damper 109 can also adopt other structures of the magnetorheological damper, and the present invention does not specifically limited.
  • the anti-rolling bar 110 is further disposed between the bolster 105 and the frame 103, thereby effectively preventing the vehicle from rolling over.
  • the rubber node 111 is connected between the frame 103 and the axle box 102, so that the wheel set 101 is positioned accurately with respect to the frame 103.
  • the railway vehicle bogie provided by the embodiment of the invention comprises a magnetorheological variable stiffness coil spring and a vertical magnetorheological damper, which effectively absorbs high frequency vibration caused by wheel rail contact, so that the bogie Good running quality on straight lines and curves.
  • the secondary suspension system includes a magnetorheological hydraulic rubber spring, which can automatically change height, variable stiffness and variable damping in real time. It has high oil resistance, wide mediation range, strong temperature adaptability and fast response speed. Simple structure, small size and low cost. Both the horizontal suspension and the anti-snake device adopt the magnetorheological damper, which can automatically change the damping in real time, so that the bogie has good running quality on the curve.
  • An embodiment of the present invention provides a railway vehicle including a vehicle body and a railway vehicle bogie according to any of the embodiments of the present invention, wherein a bottom of the vehicle body is coupled to the bogie.
  • a magnetorheologically adjustable stiffness coil spring 104 is vertically disposed between the frame 103 and the axle box 102, and the magneto-rheologically adjustable stiffness coil spring 104 can automatically change stiffness and variable damping in real time, and therefore, the magnetic current
  • the variable-adjustable stiffness coil spring 104 can be actively adjusted according to the actual road condition, thereby effectively absorbing the high-frequency vibration caused by the wheel-rail contact, providing a more reasonable supporting force for the railway vehicle, and making the railway vehicle stable when passing the curve.
  • the realistic and reasonable tilting improves the ride comfort and safety of railway vehicles.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Fluid-Damping Devices (AREA)

Abstract

本发明提供一种铁路车辆用转向架及铁路车辆，其中，铁路车辆用转向架包括：轮对，所述轮对的两端设置有轴箱；构架，与所述轴箱连接，所述构架与轴箱之间竖向设置有磁流变可调刚度螺旋弹簧。本发明可提高铁路车辆的乘坐舒适度和安全性。

Description

铁路车辆用转向架及铁路车辆
技术领域
本发明涉及铁路车辆设备技术， 尤其涉及一种铁路车辆用转向架及 铁路车辆。 背景技术
随着铁路车辆高速化的发展， 人们对车辆的运行品质的要求也越来 越高， 近年来我国的高速铁路发展迅速， 对车辆的运行品质也提出了较 高的要求。
现有的铁路车辆在车辆的悬挂系统中设置有减振装置， 但由于采用 的是被动的减振方式， 因此， 铁路车辆的乘坐舒适度和安全性不佳， 运 行品质不高。 发明内容
本发明提供一种铁路车辆用转向架及铁路车辆， 以提高铁路车辆的 乘坐舒适度和安全性。
本发明提供一种铁路车辆用转向架， 包括：
轮对， 所述轮对的两端设置有轴箱；
构架， 与所述轴箱连接， 所述构架与轴箱之间竖向设置有磁流变可 调刚度螺旋弹簧。
本发明提供一种铁路车辆， 包括车体和本发明所提供的铁路车辆用 转向架， 所述车体的底部与所述转向架连接。
基于上述， 本发明提供的铁路车辆用转向架， 在构架与轴箱之间竖 向设置有磁流变可调刚度螺旋弹簧， 由于磁流变可调刚度螺旋弹簧可实 时自动变刚度和变阻尼， 因此， 磁流变可调刚度螺旋弹簧可根据实际路 况主动地进行调整， 从而可有效地吸收轮轨接触造成的高频振动， 为铁 路车辆提供更合理的支撑力， 使铁路车辆在通过弯道时平稳的现实合理 倾摆， 提高了铁路车辆的乘坐舒适度和安全性。 附图说明
图 1为本发明实施例提供的铁路车辆用转向架的结构示意图，其中， 枕梁用虚线表示。 具体实施方式
请参考图 1， 本发明实施例提供一种铁路车辆用转向架， 包括： 轮 对 101， 所述轮对 101的两端设置有轴箱 102 ; 构架 103， 与所述轴箱 102连接， 所述构架 103与轴箱 102之间竖向设置有磁流变可调刚度螺 旋弹簧 104。
本实施例中， 构架 103与轴箱 102之间竖向设置有磁流变可调刚度 螺旋弹簧 104， 由于磁流变可调刚度螺旋弹簧 104可实时自动变刚度和 变阻尼， 因此， 磁流变可调刚度螺旋弹簧 104可根据实际路况主动地进 行调整， 从而可有效地吸收轮轨接触造成的高频振动， 为铁路车辆提供 更合理的支撑力， 使铁路车辆在通过弯道时平稳的现实合理倾摆， 提高 了铁路车辆的乘坐舒适度和安全性。
本实施例中， 磁流变可调刚度螺旋弹簧 104可包括螺旋弹簧， 螺旋 弹簧的簧丝可包括由不导磁的高分子弹性材料制成的空心管， 在空心管 内封装有磁流变液或磁流变脂， 螺旋弹簧的中部设有电磁铁及线圈， 螺 旋弹簧的外径大于电磁铁及线圈的外径并留有一定的间隙， 电磁铁及线 圈与实时刚度调节系统连接， 空心管以及内封的磁流变液或磁流变脂与 磁流变液调节系统连接， 实时刚度调节系统和磁流变液调节系统分别连 接有振动传感器和高度传感器。 当磁流变液调节系统接收振动传感器和 高度传感器发送的信号后， 磁流变液调节系统内的控制单元模块改变磁 流变液或磁流变脂的压力， 按机械响应时间在较大范围内调整螺旋弹簧 的刚度和高度； 实时刚度调节系统接收振动传感器和高度传感器发送的 信号后， 实时刚度调节系统中的控制单元模块通过控制电磁铁及线圈中 电流的大小， 实时地改变电磁铁及线圈的电磁场强度， 从而改变磁流变 液或磁流变脂的磁流变特性， 对螺旋弹簧的刚度和高度进行微调。 当然 也可采用其他结构的磁流变可调刚度螺旋弹簧 104， 本发明对此不做具 体限定。 本实施例中， 优选的， 构架 103上连接有枕梁 105， 所述构架 103 与枕梁 105之间竖向设置有磁流变液压橡胶弹簧 106。 由于磁流变液压 橡胶弹簧 106可实时自动变高度、 变刚度、 变阻尼， 因此可根据实际路 况为铁路车辆提供更有效的减振、 缓冲和更合理的支撑力， 进一步的提 高了铁路车辆的乘坐舒适度和安全性。
本实施例中， 磁流变液压橡胶弹簧 106的可包括橡胶外囊， 橡胶外 囊的顶部设有上固定密封板， 橡胶外囊的底部设有下固定密封板， 橡胶 外囊内部设有高度限位器、 磁流变液和电磁铁及线圈， 高度限位器与下 固定密封板相连接， 电磁铁及线圈固定在下固定板上。 磁流变液压调节 系统包括磁流变液压泵、 高度传感器、 振动传感器、 控制模块和可控溢 流阀， 高度传感器设置在上固定密封板上， 振动传感器设置在下固定密 封板上， 控制模块分别和高度传感器、 振动传感器、 可控溢流阀和磁流 变液压泵相连接， 磁流变液压泵、 可控溢流阀和橡胶外囊内部相连通。 实时刚度调节系统包括高度传感器、 振动传感器和控制单元模块， 高度 传感器设置在上固定密封板上， 振动传感器设置在下固定密封板上， 控 制单元模块分别与高度传感器、 振动传感器和电磁铁及线圈相连接。 磁 流变液调节系统接收振动传感器和高度传感器发送的信号后， 控制单元 模块改变磁流变液压力， 按机械响应时间在较大范围内调整磁流变液压 橡胶弹簧 106的刚度和高度。 实时刚度调节系统接收振动传感器和高度 传感器发送的信号后， 控制单元模块实时地改变电磁铁与线圈的电磁场 强度，从而改变磁流变液的磁流变特性，最后对磁流变液压橡胶弹簧 106 的刚度和高度进行微调。 高度限位器用于将磁流变液压橡胶弹簧 106的 高度调节控制在安全的范围内。磁流变液压橡胶弹簧 106具有耐油性高、 调解范围宽、 温度适应性强、 响应速度快等特点， 且结构简单、 体积小 巧、 成本低。 当然， 也可采用其他结构的磁流变液压橡胶弹簧 106， 本 发明对此不做具体限定。
本实施例中， 优选的， 构架 103与轴箱 102之间还设置有垂向磁流 变减振器 107。 垂向磁流变减振器 107可实时自动变阻尼， 因此可有效 地吸收轮轨接触造成的高频振动， 进一步的提高了铁路车辆的乘坐舒适 度和安全性。 本实施例中， 优选的， 枕梁 105与构架 103之间还对称设置有两个 抗蛇形磁流变减振器 108， 所述抗蛇形磁流变减振器 108垂直于所述轮 对 101的轴向大致水平设置。 抗蛇形磁流变减振器 108可实时自动变阻 尼， 通过对称设置的抗蛇形磁流变减振器 108的相互配合， 使得转向架 在曲线运动时具有更好的运行品质。
本实施例中， 优选的， 枕梁 105与构架 103之间还对称设置有两个 横向磁流变减振器 109，所述横向磁流变减振器 109大致平行于轮对 101 的轴向设置。 横向磁流变减振器 109可实时自动变阻尼， 通过对称设置 的横向磁流变减振器 109的相互配合， 使得转向架在曲线运动时具有更 好的横向运行品质。
本实施例中， 垂向磁流变减振器 107、 抗蛇形磁流变减振器 108和 横向磁流变减振器 109可采用结构相同的磁流变减振器， 磁流变减振器 可包括工作缸、 活塞、 活塞杆、 端盖、 线圈和控制线， 端盖与工作缸通 过焊接方式连接，控制线与线圈相连， 并通过活塞和活塞杆的内孔引出。 工作缸的空腔中设有浮动活塞， 浮动活塞将工作缸的空腔分成有杆腔和 无杆腔， 无杆腔内充有氮气， 有杆腔内充有磁流变液， 单向阀设置在工 作缸上与无杆腔连通， 单向阀用于向无杆腔内充氮气。 磁流变减振器具 有可变阻尼、 价格低廉、 对污染不敏感、 性能可靠稳定、 功耗小和控制 无级、 精确、 迅速等特点， 较好地解决了车辆运动过程振动的实时控制。 当然垂向磁流变减振器 107、 抗蛇形磁流变减振器 108和横向磁流变减 振器 109也可采用其他结构的磁流变减振器，本发明对此不做具体限定。
本实施例中， 优选的， 枕梁 105与构架 103之间还设置有抗侧滚扭 杆 110， 从而有效防止车辆侧翻。
本实施例中， 优选的， 构架 103与所述轴箱 102之间连接有橡胶节 点 111， 使得轮对 101相对于构架 103定位精确。
本发明实施例提供的铁路车辆用转向架， 一系悬挂系统包括磁流变 可调刚度螺旋弹簧和垂向磁流变减振器， 有效地吸收轮轨接触造成的高 频振动， 使得转向架在平直线路和曲线上具有良好的运行品质。 二系悬 挂系统包括磁流变液压橡胶弹簧， 可实时自动变高度、 变刚度、 变阻尼， 具有耐油性高、 调解范围宽、 温度适应性强、 响应速度快等特点， 且结 构简单、 体积小巧、 成本低。 二系横向悬挂和抗蛇形装置都采用磁流变 减振器， 可以实时自动变阻尼， 使得转向架在曲线上具有良好的运行品 质。
本发明实施例提供一种铁路车辆， 包括车体和本发明任意实施例所 述的铁路车辆用转向架， 所述车体的底部与所述转向架连接。
本实施例中， 构架 103与轴箱 102之间竖向设置有磁流变可调刚度 螺旋弹簧 104， 由于磁流变可调刚度螺旋弹簧 104可实时自动变刚度和 变阻尼， 因此， 磁流变可调刚度螺旋弹簧 104可根据实际路况主动地进 行调整， 从而可有效地吸收轮轨接触造成的高频振动， 为铁路车辆提供 更合理的支撑力， 使铁路车辆在通过弯道时平稳的现实合理倾摆， 提高 了铁路车辆的乘坐舒适度和安全性。
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、 一种铁路车辆用转向架， 其特征在于， 包括：
轮对， 所述轮对的两端设置有轴箱；
构架， 与所述轴箱连接， 所述构架与轴箱之间竖向设置有磁流变可 调刚度螺旋弹簧。
2、 根据权利要求 1所述的铁路车辆用转向架， 其特征在于， 所述 构架上连接有枕梁， 所述构架与枕梁之间竖向设置有磁流变液压橡胶弹 簧。
3、 根据权利要求 1或 2所述的铁路车辆用转向架， 其特征在于， 所述构架与轴箱之间还设置有垂向磁流变减振器
4、 根据权利要求 2所述的铁路车辆用转向架， 其特征在于， 所述 枕梁与构架之间还对称设置有两个抗蛇形磁流变减振器， 所述抗蛇形磁 流变减振器垂直于所述轮对的轴向水平设置。
5、 根据权利要求 2所述的铁路车辆用转向架， 其特征在于， 所述 枕梁与构架之间还对称设置有两个横向磁流变减振器， 所述横向磁流变 减振器平行于轮对的轴向设置。
6、 根据权利要求 2所述的铁路车辆用转向架， 其特征在于， 所述 枕梁与构架之间还设置有抗侧滚扭杆。
7、 根据权利要求 1所述的铁路车辆用转向架， 其特征在于， 所述 构架与所述轴箱之间连接有橡胶节点。
8、 一种铁路车辆， 其特征在于， 包括车体和权利要求 1-7中任一所 述的铁路车辆用转向架， 所述车体的底部与所述转向架连接。
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