WO2015101095A1 - 铁路车辆转向架轴箱变刚度定位装置 - Google Patents

铁路车辆转向架轴箱变刚度定位装置 Download PDF

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Publication number
WO2015101095A1
WO2015101095A1 PCT/CN2014/090008 CN2014090008W WO2015101095A1 WO 2015101095 A1 WO2015101095 A1 WO 2015101095A1 CN 2014090008 W CN2014090008 W CN 2014090008W WO 2015101095 A1 WO2015101095 A1 WO 2015101095A1
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WIPO (PCT)
Prior art keywords
metal
outer cover
elastic member
rigid outer
stiffness
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2014/090008
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English (en)
French (fr)
Inventor
严志雄
姜瑞金
张良威
崔红
刘凤伟
刘文亮
伏铁军
淡赵军
王平平
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CRRC Yangtze Co Ltd
Original Assignee
CSR Yangtze Co Ltd
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 CN201310746907.8A external-priority patent/CN103693063B/zh
Priority claimed from CN201320884852.2U external-priority patent/CN203793353U/zh
Application filed by CSR Yangtze Co Ltd filed Critical CSR Yangtze Co Ltd
Priority to US14/784,932 priority Critical patent/US9919718B2/en
Priority to AU2014375732A priority patent/AU2014375732B2/en
Publication of WO2015101095A1 publication Critical patent/WO2015101095A1/zh
Priority to SA515370068A priority patent/SA515370068B1/ar
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B61F5/26—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
    • B61F5/26—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
    • 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
    • B61F5/36—Arrangements for equalising or adjusting the load on wheels or springs, e.g. yokes

Definitions

  • the invention relates to the design and manufacturing technology of a railway vehicle bogie, in particular to a railway vehicle bogie axle box variable stiffness positioning device.
  • a railway vehicle is a special type of vehicle that runs on a dedicated track that can be self-steering along a dedicated track without the need to control direction.
  • the bogie is one of the most important components on a railway vehicle and it supports the weight of the entire cargo and the weight of the body itself.
  • the traditional bogies are mostly three-piece structure consisting of two side frames and one bolster. The two ends of the guide frame are assembled by the axle box bearing saddle and bearing device on the front and rear wheel pairs. The bolster is composed. Both ends are mounted in a central box of side frames by two sets of central spring suspensions.
  • the axle box bearing saddle and bearing device is a movable joint composed of the side frame and the wheel pair, which converts the rolling of the wheel along the track line into the translation of the car body along the track line, and can flexibly run along the straight line and smoothly Through the curve.
  • a rigid connecting structure is generally used between the two ends of the conventional axle box bearing saddle and the side frame, and the disadvantage is that the rigid positioning of the axle box bearing saddle and the side frame guide frame is dry friction, friction It increases linearly and cannot meet the needs of high-speed operation of vehicles, and the lateral force of the wheel and rail is large, which increases the risk of train derailment.
  • the rigid positioning of the axle box bearing saddle and the side frame guide frame is dry friction, friction It increases linearly and cannot meet the needs of high-speed operation of vehicles, and the lateral force of the wheel and rail is large, which increases the risk of train derailment.
  • those skilled in the art often tend to be on the railway vehicle bogie according to various vehicle conditions.
  • axle box elastic suspension device plays an important role in whether the linear running of the vehicle is stable, whether it can smoothly pass the curve, and ensure the safe operation of the vehicle.
  • axle box elastic suspension device One of the key components that directly affects the critical running speed of the railway vehicle on the straight line and the passing performance of the vehicle on the curve is the axle box elastic suspension device.
  • the structural shape design and the elastic stiffness parameter design are essential.
  • the longitudinal positioning rigidity of the axle box elastic suspension device In order to improve the critical running speed of the snake running in a straight line, the longitudinal positioning rigidity of the axle box elastic suspension device must be required to be larger; in order to make the lateral force between the wheel and rail when the vehicle passes the curve is not too large, the axle box is required.
  • the longitudinal positioning stiffness of the elastic suspension device is smaller.
  • axle suspension elastic suspension device of the vehicle it is a contradiction to improve the critical running speed of the vehicle on the straight line and improve the passing performance of the vehicle on the curve. It is difficult to balance the specific design of the axle suspension elastic suspension device of the vehicle. This is because the two main axle box elastic suspension devices cannot meet the above requirements at the same time: one is a vertical elastic device disposed between the axle box carrying saddle top surface and the side frame guide frame bottom surface, although the device It has a certain effect on the vertical damping of the bogie, but there is a rigid hard contact between the axle box bearing saddle and the side of the side frame guide frame, without any buffering device, not only for the lateral vibration and longitudinal vibration suppression effect of the bogie Poor, and the structural design is more complicated, the parameter matching is very difficult, and the assembly versatility is poor.
  • the critical running speed of the vehicle on the straight line and the passing performance requirement of the vehicle on the curve cannot be considered.
  • the other is that there is a vertical elastic device, and a longitudinal elastic device is arranged between the axle box bearing saddle and the side frame of the side frame guide frame, so that it is easier to achieve vibration damping and control of the longitudinal impact of the bogie, but Since the stiffness of the front and rear longitudinal elastic devices is fixed, the load of the bogie increases linearly or proportionally with the increase of the displacement, and the vehicle cannot be completely considered.
  • the critical running speed of the snake line on the straight line and the passing performance requirements of the vehicle on the curve also have the risk of derailment of the train, which greatly reduces the role of the axle box elastic suspension device.
  • the object of the present invention is to modify the defects existing in the existing axle box elastic suspension device, and to provide a railway vehicle steering frame axle box variable stiffness positioning device capable of simultaneously taking into consideration the critical running speed of the vehicle and the curve passing performance requirements of the vehicle. .
  • the axle box variable rigidity positioning device of the railway vehicle bogie designed by the invention is installed between the axle box bearing saddle of the vehicle bogie and the side frame guide frame of the vehicle bogie, and the special features are as follows:
  • the utility model comprises a vertical elastic body disposed between the axle box carrying saddle top surface and the side frame guide bottom surface, and further comprising a longitudinal elastic body respectively disposed between the axle box bearing saddle and the front and rear sides of the side frame guide frame.
  • the longitudinal elastic body has at least one small-stiffness elastic member and one large-stiffness elastic member disposed in the elastic body pre-compression device and arranged in series with the large-stiffness elastic member under the action of the pre-compression load F1 .
  • the large stiffness elastic member has an elastic rubber base layer sandwiched between two metal carrier sheets and vulcanized with them.
  • the elastic pre-compression device has a rigid outer cover, and the rigid outer cover is axially disposed with a guiding positioning screw, and one end of the guiding positioning screw extends from the opening of the rigid outer cover and is fixedly connected with one of the two metal carrying plates.
  • the other end of the guiding positioning screw protrudes from the bottom surface of the rigid outer casing and is screwed with the lock nut.
  • the small stiffness elastic element adopts one of the following three structures:
  • the small-rigidity elastic member has a cone-shaped rubber layer disposed between the inner wall of the rigid outer cover and the guide positioning screw and vulcanized with them, the cone-shaped cylinder The rubber layer is pre-compressed under the tightening of the lock nut.
  • the small-stiffness elastic member has a cylindrical-stacked rubber layer integrally formed by multi-layered metal foil and a plurality of rubber sheets, and the cylindrical rubber layer is set on the guide positioning screw. Upper end of the cylindrical rubber layer abuts one of the two metal carrier plates, and the other end of the cylindrical rubber layer abuts against the bottom surface of the rigid outer cover, the cylinder The rubber layer is in a pre-compressed state under the tightening of the lock nut.
  • the small rigidity elastic element has a metal coil spring, and the metal coil spring set is in the One end of the metal coil spring abuts one of the two metal carrier plates, and the other end of the metal coil spring abuts against the bottom surface of the rigid outer cover, and the metal coil spring is locked The nut is pre-compressed under tightening.
  • the commonality of the above three structures is that the large-stiffness elastic element and the guiding positioning screw are integrated, and a pre-compression load F1 is applied to the small-stiffness elastic element.
  • the large stiffness elastic member has an elastic rubber base layer sandwiched between two metal carrier sheets and vulcanized with them.
  • the elastic pre-compression device has a rigid outer cover, and the rigid outer cover is axially disposed with a guiding positioning screw, and one end of the guiding positioning screw extends from the opening of the rigid outer cover and is fixedly connected with an end surface baffle, and the guiding positioning screw is further One end of the rigid outer cover is screwed into the bottom of the rigid cover, and the end baffle abuts one of the two metal carrier plates, and the other end of the metal carrier plate is provided with a positioning boss.
  • the small-stiffness elastic member has a metal coil spring, and the metal coil spring is sleeved on the guide positioning screw, one end of the metal coil spring abuts against the end surface baffle, and the other end of the metal coil spring is The bottom surface of the rigid outer cover abuts, and the metal coil spring is in a pre-compressed state under the tightening of the lock nut.
  • the feature of this structure is that the large-rigidity elastic element and the guiding positioning screw are of a split design, and a pre-compression load F1 is applied to the small-stiffness elastic element through the end-face baffle.
  • the rigid outer cover of the elastic body pre-compression device is embedded in the side mounting hole of the side frame guide frame, and the other metal carrier plate of the large rigidity elastic member abuts or hangs on the side of the axle box bearing saddle .
  • the longitudinal elastomer is designed as a detachable structure that is easy to assemble, repair and replace.
  • the vertical elastic body comprises a metal support inner sleeve having a conical surface on the outer wall and a metal support outer sleeve having a conical surface on the inner wall, and a trumpet rubber sleeve integrally formed with the vulcanization of the metal support inner sleeve and the metal support outer sleeve Therefore, the vertical elastic body has a truncated cone structure as a whole.
  • the vertical elastic body is not only simple in structure, strong in versatility, but also easy to disassemble and repair, and the horn rubber sleeve forms a certain angle with the vertical plane, which can effectively exert the advantages of shear elasticity and compression combination, and make the axle box Get greater vertical deflection and Appropriate longitudinal and lateral stiffness.
  • an upper portion of the inner surface of the conical surface of the metal support outer sleeve is smoothly provided with a cylindrical surface extending portion, and the cylindrical surface extending portion is also vulcanized and connected with an upper portion of the outer surface of the horn rubber sleeve, and the upper and lower ends of the horn rubber sleeve are respectively It has a concave curved surface structure. In this way, it can be ensured that the inner and outer walls of the flared rubber sleeve are smoothly and stably connected with the metal support inner sleeve and the metal support outer sleeve, and the load distribution is uniform, thereby effectively extending the service life.
  • the horn rubber sleeve is integrally vulcanized by a multi-layered horn metal ring and a multi-layer horn rubber ring, and the horn of the horn metal ring and the horn rubber ring and the conical surface of the metal support jacket
  • the upper end of the metal support jacket is embedded in the bottom mounting hole of the side frame guide, and the lower end of the metal support inner sleeve is embedded in the top mounting hole of the axle box carrying saddle.
  • the vertical elastomer is designed as a detachable structure that is easy to assemble, repair and replace.
  • the designed longitudinal elastic body is formed by a combination of a small-rigidity elastic member that is compression-mounted in the elastomer pre-compression device and a large-stiffness elastic member.
  • the large-stiffness elastic element will first bear the load; as the load is gradually increased, the deformation displacement of the longitudinal elastic body will also Slowly increase; but once the load is greater than the pre-compression set load of the small stiffness elastic element, the small stiffness elastic element will begin to bear the load. Due to its low stiffness, the deformation displacement will increase rapidly after the load, thus achieving longitudinal elasticity.
  • the two-stage variable stiffness characteristic of the body is hard and soft.
  • the invention has the advantages that the designed longitudinal elastic body has a large longitudinal compression stiffness when the longitudinal deformation displacement is small, and can ensure that the railway vehicle has a high critical speed of meandering when running in a straight line, and meets the speed-up operation of the vehicle.
  • the longitudinal compression stiffness of the longitudinal elastic body begins to decrease when the longitudinal deformation displacement reaches a set value, which ensures that the lateral force between the wheel and rail when the railway vehicle passes the curve is not too large, and the vehicle is guaranteed.
  • the safety of the running of the curve thus effectively solving the contradiction between the critical speed of the vehicle's linear meandering and the passing performance of the vehicle curve.
  • the designed vertical elastic body can not only obtain better vertical deflection of the axle box, but also obtain better transverse stiffness of the axle box, and can also cooperate with the longitudinal elastic bodies on both sides to realize the longitudinal direction smoothly and stably.
  • Elastic body first hard and soft two-stage variable stiffness characteristics, thus effectively reducing Low bogie unsprung mass, moderate vehicle wheel-rail impact, improve vehicle dynamics, and ensure vehicle safety, thus greatly improving the operational quality of railway vehicles.
  • FIG. 1 is a schematic cross-sectional view showing the structure of a railway car steering frame axle box variable stiffness positioning device.
  • FIG. 2 is a schematic cross-sectional enlarged view of the first longitudinal elastic body selected in FIG. 1.
  • FIG. 3 is a schematic cross-sectional enlarged view of the vertical elastic body of FIG. 1.
  • Fig. 4 is a schematic enlarged view of the portion A of Fig. 3;
  • Figure 5 is a schematic cross-sectional, enlarged view of the second longitudinal elastomer of Figure 1.
  • Figure 6 is a cross-sectional enlarged view showing the third longitudinal elastic body selected in Figure 1.
  • FIG. 7 is a schematic cross-sectional view showing the structure of another railway vehicle bogie axle box variable stiffness positioning device.
  • Figure 8 is a cross-sectional enlarged view showing the fourth longitudinal elastic body selected in Figure 7.
  • axle box bearing saddle 10 The components in the figure are numbered as follows: axle box bearing saddle 10; vertical elastic body 20 (where: metal support inner sleeve 21, flare rubber sleeve 22, concave curved surface structure 22a, flared metal ring 22b, flared rubber ring 22c , metal support jacket 23, cylindrical extension 23a); longitudinal elastic body 30 (where: small rigidity elastic member 31, tapered rubber layer 31a, cylindrical rubber layer 31b, metal coil spring 31c, large rigidity elasticity Element 32, elastic rubber base layer 32a, metal carrier plate 32b, elastomer pre-compression device 33, rigid outer cover 33a, guide positioning screw 33b, lock nut 33c, end face plate 33d, positioning boss 34); side frame guide 40 .
  • vertical elastic body 20 where: metal support inner sleeve 21, flare rubber sleeve 22, concave curved surface structure 22a, flared metal ring 22b, flared rubber ring 22c , metal support jacket 23, cylindrical extension 23a
  • longitudinal elastic body 30 where: small rigidity elastic
  • a railway vehicle bogie axle box variable stiffness positioning device is mainly composed of a vertical elastic body 20 disposed between a top surface of the axle box bearing saddle 10 and a bottom surface of the side frame guide frame 40, and The longitudinal elastic bodies 30 are respectively disposed between the axle box bearing saddle 10 and the front and rear sides of the side frame guide frame 40. Longitudinal The elastic body 30 has a small-stiffness elastic member 31 and a large-stiffness elastic member 32 which is disposed in the elastomer pre-compression device 33 and which is connected in series with the large-stiffness elastic member 32 under the action of the pre-compression load F1. Arrangement.
  • the large-rigidity elastic member 32 has an elastic rubber base layer 32a sandwiched between the two metal carrier plates 32b and vulcanized integrally with them.
  • the elastic pre-compression device 33 has a rigid outer cover 33a.
  • the rigid outer cover 33a is axially disposed with a guiding positioning screw 33b.
  • One end of the guiding positioning screw 33b protrudes from the opening of the rigid outer cover 33a and is fixedly connected with one of the metal supporting plates 32b, and guides the positioning screw 33b.
  • the other end protrudes from the bottom surface of the rigid outer cover 33a and is screwed to the lock nut 33c.
  • the small-stiffness elastic member 31 has a tapered cylindrical rubber layer 31a which is disposed between the inner wall of the rigid outer cover 33a and the guide positioning screw 33b and is vulcanized integrally with them. After the lock nut 33c is tightened, the conical rubber layer 31a is pre-compressed by the action of the pre-compression load F1.
  • the vertical elastic body 20 includes a metal support inner sleeve 21 having a conical surface on the outer wall and a metal support outer sleeve 23 having a conical surface on the inner wall.
  • the metal support inner sleeve 21 and the metal support outer sleeve 23 are provided with vulcanization therebetween.
  • the horn rubber sleeve 22 is integrated so that the vertical elastic body 20 has a truncated cone shape as a whole.
  • the upper portion of the inner surface of the conical surface of the metal support outer sleeve 23 is smoothly provided with a cylindrical surface extending portion 23a, and the cylindrical surface extending portion 23a is also vulcanized and connected with the upper portion of the outer wall of the horn rubber sleeve 22, and the upper and lower sides of the horn rubber sleeve 22 are provided. Both ends have a concave curved surface structure 22a.
  • the flared rubber sleeve 22 is integrally vulcanized by a multi-layered flared metal ring 22b and a multi-layered flared rubber ring 22c, and the flared metal ring 22b and the busbar of the flared rubber ring 22c and the conical surface of the metal support jacket 23 are simultaneously formed.
  • the upper end of the metal support sleeve 23 is embedded in the bottom mounting hole of the side frame guide frame 40 for the vertical elastic body 20, and the metal support is inside. set
  • the lower end of the 21 is embedded in the top mounting hole of the axle box carrying saddle 10.
  • the rigid outer cover 33a of the elastic body pre-compression device 33 is detachably embedded in the side mounting hole of the side frame guide frame 40, and the other metal carrier plate 32b of the large rigidity elastic member 32 is The small-rigidity elastic member 31 abuts against the side of the axle box carrying saddle 10.
  • the first longitudinal elastic body 30 of the above-mentioned Fig. 2 can also be replaced by other similar structures as shown in Figs.
  • the second longitudinal elastic body 30 shown in Fig. 5 has the structure of the large-rigidity elastic member 32 and the elastic body pre-compression device 33 identical to the first one except that the small-stiffness elastic member 31 is different.
  • the small-stiffness elastic member 31 has a cylindrical laminated rubber layer 31b which is integrally vulcanized and formed by staggering a plurality of metal foils and a plurality of rubber sheets.
  • the cylindrical laminated rubber layer 31b is fitted on the guide positioning screw 33b, and the cylinder One end of the rubber layer 31b is abutted against one of the metal carrier plates 32b, and the other end of the cylindrical rubber layer 31b is abutted against the bottom surface of the rigid outer cover 33a.
  • the cylindrical overlap rubber layer 31b is pre-compressed by the pre-compression load F1 after the lock nut 33c is tightened.
  • the third longitudinal elastic body 30 shown in Fig. 6 has the same structure of the large-rigidity elastic member 32 and the elastic body pre-compression device 33 as the first one, except that it is on the small-stiffness elastic member 31.
  • the small-stiffness elastic member 31 has a metal coil spring 31c which is fitted on the guide positioning screw 33b. One end of the metal coil spring 31c abuts against one of the metal carrier plates 32b, and the other end of the metal coil spring 31c and the bottom surface of the rigid cover 33a. Abut.
  • the metal coil spring 31c is in a pre-compressed state by the pre-compression load F1 after the lock nut 33c is tightened.
  • the bogie axle box variable stiffness positioning device of the present invention during the operation of the railway vehicle, when the longitudinal elastic body 30 is subjected to a load, since the initial load is smaller than the pre-compression load F1 of the small-stiffness elastic member 31, the large-rigidity elastic member 32 will First bear the load.
  • the longitudinal elastic body 30 has a large longitudinal compression stiffness when the longitudinal deformation displacement amount is small, and can ensure that the railway vehicle has a high critical speed of meandering when running in a straight line, and meets the needs of the vehicle to speed up the operation. As the load is gradually increased, the amount of deformation displacement of the longitudinal elastic body 30 is also slowly increased.
  • the small-stiffness elastic member 31 When the load is greater than the pre-compression load F1 of the small-stiffness elastic member 31, the small-stiffness elastic member 31 will start to bear the load. At this time, the longitudinal compression stiffness of the longitudinal elastic body 30 starts to become smaller, and the deformation displacement amount thereof is rapidly increased, thereby realizing the two-stage variable stiffness characteristic of the longitudinal elastic body 30, which is first hard and soft, and ensures that the railway vehicle passes between the wheel and the rail when passing the curve. The lateral force will not be too large, guarantee The safety of the vehicle curve runs.
  • another railway vehicle bogie axle box variable stiffness positioning device of the present invention has the same overall structure as that of Embodiment 1, and is different from the small rigidity elastic member 31 and the large rigidity elastic member 32.
  • the elastomeric pre-compression device 33 is formed on a fourth longitudinal elastomer 30.
  • the large-rigidity elastic member 32 has an elastic rubber base layer 32a which is sandwiched between the two metal carrier plates 32b and vulcanized integrally with them.
  • the elastic pre-compression device 33 has a rigid outer cover 33a.
  • the rigid outer cover 33a is axially disposed with a guiding and positioning screw 33b.
  • One end of the guiding positioning screw 33b extends from the opening of the rigid outer cover 33a and is fixedly connected with an end surface stop 33d, and guides the positioning screw 33b.
  • the other end protrudes from the bottom surface of the rigid outer cover 33a and is screwed to the lock nut 33c.
  • the end face plate 33d abuts against one of the metal carrier plates 32b, and the end face of the other metal carrier plate 32b is provided with a positioning boss 34.
  • the small-stiffness elastic member 31 has a metal coil spring 31c which is fitted on the guide positioning screw 33b. One end of the metal coil spring 31c abuts against the end surface stopper 33d, and the other end of the metal coil spring 31c and the bottom surface of the rigid outer cover 33a. Upon abutment, the metal coil spring 31c is in a pre-compressed state by the action of the pre-compression load F1 after the lock nut 33c is tightened.
  • the positioning device of the present invention has the same mounting structure as that of the first embodiment for the vertical elastic body 20 when assembled.
  • the rigid outer cover 33a of the elastic body pre-compression device 33 is detachably embedded in the side mounting hole of the side frame guide frame 40, and the other metal bearing of the large rigidity elastic member 32 is carried.
  • the positioning boss 34 on the end face of the plate 32b is suspended in the side mounting hole of the axle box carrying saddle 10, and is pressed and positioned by the metal coil spring 31c and the end face plate 33d. The effect obtained is also the same as in the first embodiment.

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Abstract

一种铁路车辆转向架轴箱变刚度定位装置，包括设置在轴箱承载鞍（10）顶面与侧架导框（40）底面之间的垂向弹性体（20），以及设置在轴箱承载鞍（10）与侧架导框（10）前后侧面之间的纵向弹性体（30）。纵向弹性体（30）至少具有一个小刚度弹性元件（31）和一个大刚度弹性元件（32），小刚度弹性元件（31）设置在弹性体预压缩装置（33）中，并且在预压缩载荷F1的作用下与大刚度弹性元件（32）串联布置。该纵向弹性体（30）在纵向形变位移量很小的时候具有较大的纵向压缩刚度，能够确保铁路车辆在直线上运行时具有较高的蛇行临界速度，满足车辆提速运行的需要；而在纵向形变位移量达到设定的数值时，该纵向弹性体的纵向压缩刚度开始变小，可以确保铁路车辆通过曲线时轮轨之间的横向力不会太大，保障车辆弯道运行的安全。

Description

铁路车辆转向架轴箱变刚度定位装置 技术领域
本发明涉及铁路车辆转向架的设计和制造技术，具体地指一种铁路车辆转向架轴箱变刚度定位装置。
背景技术
铁路车辆是一种在专设轨道上运行的特殊车辆，其沿专设轨道运行时可自行导向，无需控制方向。转向架属铁路车辆上最重要的部件之一，它支承整个货物重量和车体本身的重量。传统转向架大多是包含两个侧架组成和一个摇枕组成的三大件式结构，侧架组成的两端导框通过轴箱承载鞍和轴承装置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。轴箱承载鞍和轴承装置是联系侧架组成和轮对组成的活动关节，其使车轮沿轨道线路的滚动转化为车体沿轨道线路的平动，并能灵活地沿直线线路运行和顺利地通过曲线。
铁路车辆在轨道上高速运行时，将伴随产生复杂的冲击、振动现象。而传统轴箱承载鞍与侧架组成的两端导框之间普遍采用的是刚性连接结构，其存在的缺点是轴箱承载鞍与侧架导框之间为干摩擦的刚性定位，摩擦力呈线性增大，不能适应车辆高速运行的需要，且轮轨横向力较大，增加了列车脱轨的风险。为了减少轨道线路不平顺和轮对高速运动对车体的各种动态影响，如纵向冲击、垂向振动、横向振动等，本领域技术人员根据各种车况的不同，往往会在铁路车辆转向架的侧架导框与轮对组成之间增设弹性装置，该弹性装置一般称为轴箱弹性悬挂装置。轴箱弹性悬挂装置在车辆直线运行是否平稳、能否顺利通过曲线、并保证车辆安全运行等方面都起着重要的作用。
随着铁路车辆载荷量的不断增加，车辆自身轴重在不断增大，车辆运行速度也在不断提高，这对车辆转向架的质量和性能要求也越来越高。在重载高速状态下，车辆轮对沿轨道运动时就更容易激起车体的摇头运动，导致车辆运行品质大幅降低，严重时还会引起车辆脱轨事故。同时，车辆通过曲线时的轮轨横向力也 不能太大，否则车辆也有脱轨的可能。
而直接影响铁路车辆在直线上的蛇行临界运行速度和车辆在曲线上的通过性能的关键部件之一就是轴箱弹性悬挂装置，其结构形状设计和弹性刚度参数设计至关重要。为了提高车辆在直线上运行时的蛇行临界运行速度，必须要求轴箱弹性悬挂装置的纵向定位刚度大些；为了使车辆在通过曲线时轮轨之间的横向力不要太大，又要求轴箱弹性悬挂装置的纵向定位刚度小些。
目前，提高车辆在直线上的蛇行临界运行速度和提高车辆在曲线上的通过性能是一对矛盾体，在车辆转向架轴箱弹性悬挂装置的具体设计中很难兼顾。这是因为，现有两种主要的轴箱弹性悬挂装置均无法同时满足上述要求：一种是设置在轴箱承载鞍顶面与侧架导框底面之间的垂向弹性装置，该装置虽然对转向架的垂向减振具有一定的作用，但轴箱承载鞍与侧架导框的侧面之间为刚性硬接触，没有任何缓冲装置，不仅对于转向架的横向振动和纵向振动抑制效果较差，而且结构设计较为复杂、参数匹配难度很大，装配通用性较差，在提速和重载时无法兼顾车辆在直线上的蛇行临界运行速度和车辆在曲线上的通过性能要求。另一种是既设置有垂向弹性装置，又在轴箱承载鞍与侧架导框的两侧之间设置有纵向弹性装置，这样更容易实现对转向架纵向冲击的减振和控制，但由于前、后纵向弹性装置的刚度均是固定不变的，受这种结构形态的限制，随着其位移的增大，转向架的载荷呈线性或等比例增大，仍无法完全兼顾车辆在直线上的蛇行临界运行速度和车辆在曲线上的通过性能要求，同时也存在列车脱轨的风险，大大降低了轴箱弹性悬挂装置的作用。
如何有效提升重载高速车辆运行的直线平稳性能和曲线通过性能，一直是本领域技术人员试图解决的难题，这对改善铁路车辆的营运品质、保障铁路车辆的安全性能具有重要的现实意义。
发明内容
本发明的目的就是要针对现有轴箱弹性悬挂装置所存在的缺陷进行改造，提供一种可同时兼顾车辆直线蛇行临界运行速度和车辆曲线通过性能要求的铁路车辆转向架轴箱变刚度定位装置。
为实现上述目的，本发明所设计的铁路车辆转向架轴箱变刚度定位装置，安装在车辆转向架的轴箱承载鞍与车辆转向架的侧架导框之间，其特殊之处在于：
它包括设置在轴箱承载鞍顶面与侧架导框底面之间的垂向弹性体，还包括分别设置在轴箱承载鞍与侧架导框前后侧面之间的纵向弹性体。
所述纵向弹性体至少具有一个小刚度弹性元件和一个大刚度弹性元件，所述小刚度弹性元件设置在弹性体预压缩装置中、并且在预压缩载荷F1的作用下与大刚度弹性元件串联布置。
所述纵向弹性体在其所受工作载荷F2由小至大的过程中满足如下关系：当F2＜F1时，所述大刚度弹性元件首先被压缩形变；当F2＝F1时，所述大刚度弹性元件和被预压缩的小刚度弹性元件处于临界状态；直至F2＞F1时，所述小刚度弹性元件才开始被继续压缩形变；从而使纵向弹性体在载荷状态下具有先硬后软的两级变刚度特性。
作为优选方案之一：
所述大刚度弹性元件具有弹性橡胶基层，所述弹性橡胶基层夹持在两块金属承载板之间并与它们硫化成为整体。
所述弹性体预压缩装置具有刚性外罩，所述刚性外罩中轴向设置有导向定位螺杆，所述导向定位螺杆一端伸出刚性外罩开口处与所述两块金属承载板中的一块固定连接，所述导向定位螺杆另一端伸出刚性外罩底面与锁紧螺母螺纹连接。
所述小刚度弹性元件则采用以下三种结构中的一种：
其一，所述小刚度弹性元件具有锥筒形橡胶层，所述锥筒形橡胶层设置在所述刚性外罩内壁与所述导向定位螺杆之间并与它们硫化成为整体，所述锥筒形橡胶层在锁紧螺母拧紧作用下处于预压缩状态。
其二，所述小刚度弹性元件具有由多层金属薄片和多层橡胶片交错布置整体硫化成型的圆筒形叠拼橡胶层，所述圆筒形叠拼橡胶层套装在所述导向定位螺杆上，所述圆筒形叠拼橡胶层一端与所述两块金属承载板中的一块抵接，所述圆筒形叠拼橡胶层另一端与所述刚性外罩底面抵接，所述圆筒形叠拼橡胶层在锁紧螺母拧紧作用下处于预压缩状态。
其三，所述小刚度弹性元件具有金属螺旋弹簧，所述金属螺旋弹簧套装在所 述导向定位螺杆上，所述金属螺旋弹簧一端与所述两块金属承载板中的一块抵接，所述金属螺旋弹簧另一端与所述刚性外罩底面抵接，所述金属螺旋弹簧在锁紧螺母拧紧作用下处于预压缩状态。
以上三种结构的共性是大刚度弹性元件与导向定位螺杆为一体化设计，共同对小刚度弹性元件施加预压缩载荷F1。
作为优选方案之二：
所述大刚度弹性元件具有弹性橡胶基层，所述弹性橡胶基层夹持在两块金属承载板之间并与它们硫化成为整体。
所述弹性体预压缩装置具有刚性外罩，所述刚性外罩中轴向设置有导向定位螺杆，所述导向定位螺杆一端伸出刚性外罩开口处与一块端面挡板固定连接，所述导向定位螺杆另一端伸出刚性外罩底面与锁紧螺母螺纹连接，所述端面挡板与所述两块金属承载板中的一块抵接配合，另一块金属承载板的端面则设置有定位凸台。
所述小刚度弹性元件具有金属螺旋弹簧，所述金属螺旋弹簧套装在所述导向定位螺杆上，所述金属螺旋弹簧一端与所述端面挡板抵接，所述金属螺旋弹簧另一端与所述刚性外罩底面抵接，所述金属螺旋弹簧在锁紧螺母拧紧作用下处于预压缩状态。
此种结构的特点是大刚度弹性元件与导向定位螺杆为分体式设计，通过端面挡板对小刚度弹性元件施加预压缩载荷F1。
进一步地，所述弹性体预压缩装置的刚性外罩嵌置在侧架导框的侧面安装孔中，所述大刚度弹性元件的另一块金属承载板抵接或悬挂在轴箱承载鞍的侧面上。这样，纵向弹性体设计为可拆卸式结构，对其装配、维修和更换都十分便捷。
作为优选方案之三：
所述垂向弹性体包括外壁呈圆锥面的金属支撑内套和内壁呈圆锥面的金属支撑外套，所述金属支撑内套和金属支撑外套之间设置有与它们硫化成一体的喇叭形橡胶套，从而使垂向弹性体整体上呈圆锥台形结构。这样，垂向弹性体不仅结构简单、通用性强、便于拆装检修，而且其喇叭形橡胶套与铅垂面形成一定的夹角，可以有效发挥剪切弹性和压缩组合的优势，使轴箱获得较大的垂向挠度和 适当的纵向、横向刚度。
进一步地，所述金属支撑外套的圆锥面内壁上部平滑设置有圆柱面延伸段，所述圆柱面延伸段也与喇叭形橡胶套外壁上部硫化连接，且所述喇叭形橡胶套的上下两端均呈内凹曲面结构。这样，可以确保喇叭形橡胶套内外壁与金属支撑内套和金属支撑外套连接平滑稳定可靠，承受载荷分布均匀，有效延长其使用寿命。
更进一步地，所述喇叭形橡胶套由多层喇叭形金属环和多层喇叭形橡胶环交错布置整体硫化成型，所述喇叭形金属环和喇叭形橡胶环的母线与金属支撑外套的圆锥面内壁之间的夹角α＝15°～88°。这样，可根据需要调整喇叭形金属环和喇叭形橡胶环的组合数量、以及设计不同的夹角α值，从而使垂向弹性体能够满足轴箱不同弹性和刚度的要求，充分发挥垂向弹性体缓冲和衰减振动的功能。
再进一步地，所述金属支撑外套的上端嵌置在侧架导框的底面安装孔中，所述金属支撑内套的下端嵌置在轴箱承载鞍的顶面安装孔中。这样，垂向弹性体设计为可拆卸式结构，对其装配、维修和更换都十分便捷。
本发明的主要工作原理如下：所设计的纵向弹性体由压缩安装在弹性体预压缩装置中的小刚度弹性元件与大刚度弹性元件串联组合而成。当纵向弹性体承受载荷时，由于最初的载荷小于小刚度弹性元件预压缩设定的载荷，故大刚度弹性元件会首先承受载荷；随着载荷的逐渐增加，纵向弹性体的形变位移量也会缓慢增加；但是一旦载荷大于之前小刚度弹性元件预压缩设定的载荷时，小刚度弹性元件将开始承受载荷，由于其刚度较小，承受载荷后其形变位移量会快速增加，从而实现纵向弹性体先硬后软的两级变刚度特性。
本发明的优点在于：所设计的纵向弹性体在纵向形变位移量很小的时候具有较大的纵向压缩刚度，能够确保铁路车辆在直线上运行时具有较高的蛇行临界速度，满足车辆提速运行的需要；而在纵向形变位移量达到设定的数值时，所述纵向弹性体的纵向压缩刚度开始变小，可以确保铁路车辆通过曲线时轮轨之间的横向力不会太大，保障车辆弯道运行的安全；从而有效解决了车辆直线蛇行临界速度和车辆曲线通过性能无法兼顾的矛盾。同时，所设计的垂向弹性体既可使轴箱获得较佳垂向挠度，又可使轴箱获得较好的横向刚度，还可与两侧的纵向弹性体协同配合，平缓稳定地实现纵向弹性体先硬后软的两级变刚度特性，从而有效降 低转向架簧下质量、缓和车辆轮轨冲击、提高车辆动力学性能、保障车辆运行安全，进而大幅改善铁路车辆的营运品质。
附图说明
图1为一种铁路车辆转向架轴箱变刚度定位装置的主剖视结构示意图。
图2为图1中选用第一种纵向弹性体的剖视放大结构示意图。
图3为图1中垂向弹性体的剖视放大结构示意图。
图4为图3中的A部放大结构示意图。
图5为图1中选用第二种纵向弹性体的剖视放大结构示意图。
图6为图1中选用第三种纵向弹性体的剖视放大结构示意图。
图7为另一种铁路车辆转向架轴箱变刚度定位装置的主剖视结构示意图。
图8为图7中选用第四种纵向弹性体的剖视放大结构示意图。
图中各部件标号如下：轴箱承载鞍10；垂向弹性体20(其中：金属支撑内套21、喇叭形橡胶套22、内凹曲面结构22a、喇叭形金属环22b、喇叭形橡胶环22c、金属支撑外套23、圆柱面延伸段23a)；纵向弹性体30(其中：小刚度弹性元件31、锥筒形橡胶层31a、圆筒形叠拼橡胶层31b、金属螺旋弹簧31c、大刚度弹性元件32、弹性橡胶基层32a、金属承载板32b、弹性体预压缩装置33、刚性外罩33a、导向定位螺杆33b、锁紧螺母33c、端面挡板33d、定位凸台34)；侧架导框40。
具体实施方式
为了更好地解释本发明，以下结合附图和具体实施例进一步阐明本发明的主要内容，但本发明的内容不仅仅局限于以下实施例。
实施例1
如图1所示，本发明的一种铁路车辆转向架轴箱变刚度定位装置，主要由设置在轴箱承载鞍10顶面与侧架导框40底面之间的垂向弹性体20、以及分别设置在轴箱承载鞍10与侧架导框40前后侧面之间的纵向弹性体30组合而成。纵 向弹性体30具有一个小刚度弹性元件31和一个大刚度弹性元件32，小刚度弹性元件31设置在弹性体预压缩装置33中、并且在预压缩载荷F1的作用下与大刚度弹性元件32串联布置。
如图2所示，大刚度弹性元件32具有弹性橡胶基层32a，弹性橡胶基层32a夹持在两块金属承载板32b之间并与它们硫化成为整体。弹性体预压缩装置33具有刚性外罩33a，刚性外罩33a中轴向设置有导向定位螺杆33b，导向定位螺杆33b一端伸出刚性外罩33a开口处与其中一块金属承载板32b固定连接，导向定位螺杆33b另一端伸出刚性外罩33a底面与锁紧螺母33c螺纹连接。小刚度弹性元件31具有锥筒形橡胶层31a，锥筒形橡胶层31a设置在刚性外罩33a内壁与导向定位螺杆33b之间并与它们硫化成为整体。锥筒形橡胶层31a在锁紧螺母33c拧紧后，受预压缩载荷F1的作用而处于预压缩状态。
同时，纵向弹性体30在其所受工作载荷F2由小至大的过程中满足如下关系：当F2＜F1时，大刚度弹性元件32首先被压缩形变；当F2＝F1时，大刚度弹性元件32和被预压缩的小刚度弹性元件31处于临界状态；直至F2＞F1时，小刚度弹性元件31才开始被继续压缩形变；从而使纵向弹性体30在载荷状态下具有先硬后软的两级变刚度特性。
如图3所示，垂向弹性体20包括外壁呈圆锥面的金属支撑内套21和内壁呈圆锥面的金属支撑外套23，金属支撑内套21和金属支撑外套23之间设置有与它们硫化成一体的喇叭形橡胶套22，从而使垂向弹性体20整体上呈圆锥台形结构。
如图4所示，金属支撑外套23的圆锥面内壁上部平滑设置有圆柱面延伸段23a，圆柱面延伸段23a也与喇叭形橡胶套22的外壁上部硫化连接，且喇叭形橡胶套22的上下两端均呈内凹曲面结构22a。同时，喇叭形橡胶套22由多层喇叭形金属环22b和多层喇叭形橡胶环22c交错布置整体硫化成型，喇叭形金属环22b和喇叭形橡胶环22c的母线与金属支撑外套23的圆锥面内壁之间的夹角α＝35°～65°。
仍如图1所示，本发明的定位装置在装配时，针对垂向弹性体20而言，其金属支撑外套23的上端嵌置在侧架导框40的底面安装孔中，其金属支撑内套 21的下端嵌置在轴箱承载鞍10的顶面安装孔中。针对纵向弹性体30而言，其弹性体预压缩装置33的刚性外罩33a可拆卸式嵌置在侧架导框40的侧面安装孔中，其大刚度弹性元件32的另一块金属承载板32b在小刚度弹性元件31作用下，抵接在轴箱承载鞍10的侧面上。
上述图2中的第一种纵向弹性体30也可以用图5～6所示的其他同类结构替代。
如图5所示的第二种纵向弹性体30，其大刚度弹性元件32和弹性体预压缩装置33的结构与第一种完全相同，只是其小刚度弹性元件31有所区别。该小刚度弹性元件31具有由多层金属薄片和多层橡胶片交错布置整体硫化成型的圆筒形叠拼橡胶层31b，圆筒形叠拼橡胶层31b套装在导向定位螺杆33b上，圆筒形叠拼橡胶层31b一端与其中一块金属承载板32b抵接，圆筒形叠拼橡胶层31b另一端与刚性外罩33a底面抵接。圆筒形叠拼橡胶层31b在锁紧螺母33c拧紧后，受预压缩载荷F1的作用而处于预压缩状态。
如图6所示的第三种纵向弹性体30，其大刚度弹性元件32和弹性体预压缩装置33的结构也与第一种完全相同，区别仅在其小刚度弹性元件31上。该小刚度弹性元件31具有金属螺旋弹簧31c，金属螺旋弹簧31c套装在导向定位螺杆33b上，金属螺旋弹簧31c一端与其中一块金属承载板32b抵接，金属螺旋弹簧31c另一端与刚性外罩33a底面抵接。金属螺旋弹簧31c在锁紧螺母33c拧紧后，受预压缩载荷F1的作用而处于预压缩状态。
本发明的转向架轴箱变刚度定位装置在铁路车辆运行过程中，当纵向弹性体30承受载荷时，由于最初的载荷小于小刚度弹性元件31的预压缩载荷F1，故大刚度弹性元件32会首先承受载荷。这样，纵向弹性体30在纵向形变位移量很小的时候具有较大的纵向压缩刚度，能够确保铁路车辆在直线上运行时具有较高的蛇行临界速度，满足车辆提速运行的需要。随着载荷的逐渐增加，纵向弹性体30的形变位移量也会缓慢增加。而一旦载荷大于小刚度弹性元件31的预压缩载荷F1时，小刚度弹性元件31将开始承受载荷。此时，纵向弹性体30的纵向压缩刚度开始变小，其形变位移量会快速增加，从而实现纵向弹性体30先硬后软的两级变刚度特性，确保铁路车辆通过曲线时轮轨之间的横向力不会太大，保障 车辆曲线运行的安全。
实施例2
如图7所示，本发明的另一种铁路车辆转向架轴箱变刚度定位装置，其总体结构与实施例1基本相同，不同点仍在由小刚度弹性元件31、大刚度弹性元件32和弹性体预压缩装置33组成的第四种纵向弹性体30上。
如图8所示，在第四种纵向弹性体30中，其大刚度弹性元件32具有弹性橡胶基层32a，弹性橡胶基层32a夹持在两块金属承载板32b之间并与它们硫化成为整体。
其弹性体预压缩装置33具有刚性外罩33a，刚性外罩33a中轴向设置有导向定位螺杆33b，导向定位螺杆33b一端伸出刚性外罩33a开口处与一块端面挡板33d固定连接，导向定位螺杆33b另一端伸出刚性外罩33a底面与锁紧螺母33c螺纹连接，端面挡板33d与其中一块金属承载板32b抵接配合，另一块金属承载板32b的端面则设置有定位凸台34。
其小刚度弹性元件31具有金属螺旋弹簧31c，金属螺旋弹簧31c套装在导向定位螺杆33b上，金属螺旋弹簧31c一端与端面挡板33d抵接，金属螺旋弹簧31c另一端与所述刚性外罩33a底面抵接，金属螺旋弹簧31c在锁紧螺母33c拧紧后，受预压缩载荷F1的作用而处于预压缩状态。
仍如图7所示，本发明的定位装置在装配时，针对垂向弹性体20而言，其安装结构同实施例1相同。针对第四种纵向弹性体30而言，其弹性体预压缩装置33的刚性外罩33a可拆卸式嵌置在侧架导框40的侧面安装孔中，其大刚度弹性元件32的另一块金属承载板32b端面上的定位凸台34悬挂在轴箱承载鞍10的侧面安装孔中，并通过金属螺旋弹簧31c和端面挡板33d挤压定位。其所获得的效果也与实施例1相同。

Claims (10)

  1. 一种铁路车辆转向架轴箱变刚度定位装置，安装在车辆转向架的轴箱承载鞍(10)与车辆转向架的侧架导框(40)之间，其特征在于：
    它包括设置在轴箱承载鞍(10)顶面与侧架导框(40)底面之间的垂向弹性体(20)，还包括分别设置在轴箱承载鞍(10)与侧架导框(40)前后侧面之间的纵向弹性体(30)；
    所述纵向弹性体(30)至少具有一个小刚度弹性元件(31)和一个大刚度弹性元件(32)，所述小刚度弹性元件(31)设置在弹性体预压缩装置(33)中、并且在预压缩载荷F1的作用下与大刚度弹性元件(32)串联布置；
    所述纵向弹性体(30)在其所受工作载荷F2由小至大的过程中满足如下关系：当F2＜F1时，所述大刚度弹性元件(32)首先被压缩形变；当F2＝F1时，所述大刚度弹性元件(32)和被预压缩的小刚度弹性元件(31)处于临界状态；直至F2＞F1时，所述小刚度弹性元件(31)才开始被继续压缩形变；从而使纵向弹性体(30)在载荷状态下具有先硬后软的两级变刚度特性。
  2. 根据权利要求1所述的铁路车辆转向架轴箱变刚度定位装置，其特征在于：
    所述大刚度弹性元件(32)具有弹性橡胶基层(32a)，所述弹性橡胶基层(32a)夹持在两块金属承载板(32b)之间并与它们硫化成为整体；
    所述弹性体预压缩装置(33)具有刚性外罩(33a)，所述刚性外罩(33a)中轴向设置有导向定位螺杆(33b)，所述导向定位螺杆(33b)一端伸出刚性外罩(33a)开口处与所述两块金属承载板(32b)中的一块固定连接，所述导向定位螺杆(33b)另一端伸出刚性外罩(33a)底面与锁紧螺母(33c)螺纹连接；
    所述小刚度弹性元件(31)具有锥筒形橡胶层(31a)，所述锥筒形橡胶层(31a)设置在所述刚性外罩(33a)内壁与所述导向定位螺杆(33b)之间并与它们硫化成为整体，所述锥筒形橡胶层(31a)在锁紧螺母(33c)拧紧作用下处于预压缩状态。
  3. 根据权利要求1所述的铁路车辆转向架轴箱变刚度定位装置，其特征在于：
    所述大刚度弹性元件(32)具有弹性橡胶基层(32a)，所述弹性橡胶基层(32a)夹持在两块金属承载板(32b)之间并与它们硫化成为整体；
    所述弹性体预压缩装置(33)具有刚性外罩(33a)，所述刚性外罩(33a)中轴向设置有导向定位螺杆(33b)，所述导向定位螺杆(33b)一端伸出刚性外罩(33a)开口处与所述两块金属承载板(32b)中的一块固定连接，所述导向定位螺杆(33b)另一端伸出刚性外罩(33a)底面与锁紧螺母(33c)螺纹连接；
    所述小刚度弹性元件(31)具有由多层金属薄片和多层橡胶片交错布置整体硫化成型的圆筒形叠拼橡胶层(31b)，所述圆筒形叠拼橡胶层(31b)套装在所述导向定位螺杆(33b)上，所述圆筒形叠拼橡胶层(31b)一端与所述两块金属承载板(32b)中的一块抵接，所述圆筒形叠拼橡胶层(31b)另一端与所述刚性外罩(33a)底面抵接，所述圆筒形叠拼橡胶层(31b)在锁紧螺母(33c)拧紧作用下处于预压缩状态。
  4. 根据权利要求1所述的铁路车辆转向架轴箱变刚度定位装置，其特征在于：
    所述大刚度弹性元件(32)具有弹性橡胶基层(32a)，所述弹性橡胶基层(32a)夹持在两块金属承载板(32b)之间并与它们硫化成为整体；
    所述弹性体预压缩装置(33)具有刚性外罩(33a)，所述刚性外罩(33a)中轴向设置有导向定位螺杆(33b)，所述导向定位螺杆(33b)一端伸出刚性外罩(33a)开口处与所述两块金属承载板(32b)中的一块固定连接，所述导向定位螺杆(33b)另一端伸出刚性外罩(33a)底面与锁紧螺母(33c)螺纹连接；
    所述小刚度弹性元件(31)具有金属螺旋弹簧(31c)，所述金属螺旋弹簧(31c)套装在所述导向定位螺杆(33b)上，所述金属螺旋弹簧(31c)一端与所述两块金属承载板(32b)中的一块抵接，所述金属螺旋弹簧(31c)另一端与所述刚性外罩(33a)底面抵接，所述金属螺旋弹簧(31c)在锁紧螺母(33c)拧紧作用下处于预压缩状态。
  5. 根据权利要求1所述的铁路车辆转向架轴箱变刚度定位装置，其特征在于：
    所述大刚度弹性元件(32)具有弹性橡胶基层(32a)，所述弹性橡胶基层(32a)夹持在两块金属承载板(32b)之间并与它们硫化成为整体；
    所述弹性体预压缩装置(33)具有刚性外罩(33a)，所述刚性外罩(33a)中轴向设置有导向定位螺杆(33b)，所述导向定位螺杆(33b)一端伸出刚性外罩(33a)开口处与一块端面挡板(33d)固定连接，所述导向定位螺杆(33b)另一端伸出刚性外罩(33a)底面与锁紧螺母(33c)螺纹连接，所述端面挡板(33d)与所述两块金属承载板(32b)中的一块抵接配合，另一块金属承载板(32b)的端面则设置有定位凸台(34)；
    所述小刚度弹性元件(31)具有金属螺旋弹簧(31c)，所述金属螺旋弹簧(31c)套装在所述导向定位螺杆(33b)上，所述金属螺旋弹簧(31c)一端与所述端面挡板(33d)抵接，所述金属螺旋弹簧(31c)另一端与所述刚性外罩(33a)底面抵接，所述金属螺旋弹簧(31c)在锁紧螺母(33c)拧紧作用下处于预压缩状态。
  6. 根据权利要求2～5中任一项所述的铁路车辆转向架轴箱变刚度定位装置，其特征在于：所述弹性体预压缩装置(33)的刚性外罩(33a)嵌置在侧架导框(40)的侧面安装孔中，所述大刚度弹性元件(32)的另一块金属承载板(32b)抵接或悬挂在轴箱承载鞍(10)的侧面上。
  7. 根据权利要求1～5中任一项所述的铁路车辆转向架轴箱变刚度定位装置，其特征在于：所述垂向弹性体(20)包括外壁呈圆锥面的金属支撑内套(21)和内壁呈圆锥面的金属支撑外套(23)，所述金属支撑内套(21)和金属支撑外套(23)之间设置有与它们硫化成一体的喇叭形橡胶套(22)，从而使垂向弹性体(20)整体上呈圆锥台形结构。
  8. 根据权利要求7所述的铁路车辆转向架轴箱变刚度定位装置，其特征在 于：所述金属支撑外套(23)的圆锥面内壁上部平滑设置有圆柱面延伸段(23a)，所述圆柱面延伸段(23a)也与喇叭形橡胶套(22)的外壁上部硫化连接，且所述喇叭形橡胶套(22)的上下两端均呈内凹曲面结构(22a)。
  9. 根据权利要求7或8所述的铁路车辆转向架轴箱变刚度定位装置，其特征在于：所述喇叭形橡胶套(22)由多层喇叭形金属环(22b)和多层喇叭形橡胶环(22c)交错布置整体硫化成型，所述喇叭形金属环(22b)和喇叭形橡胶环(22c)的母线与金属支撑外套(23)的圆锥面内壁之间的夹角α＝15～88°。
  10. 根据权利要求7或8所述的铁路车辆转向架轴箱变刚度定位装置，其特征在于：所述金属支撑外套(23)的上端嵌置在侧架导框(40)的底面安装孔中，所述金属支撑内套(21)的下端嵌置在轴箱承载鞍(10)的顶面安装孔中。
PCT/CN2014/090008 2013-12-30 2014-10-31 铁路车辆转向架轴箱变刚度定位装置 Ceased WO2015101095A1 (zh)

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