WO2016050150A2 - 轨道车辆转向架牵引装置 - Google Patents

轨道车辆转向架牵引装置 Download PDF

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Publication number
WO2016050150A2
WO2016050150A2 PCT/CN2015/090247 CN2015090247W WO2016050150A2 WO 2016050150 A2 WO2016050150 A2 WO 2016050150A2 CN 2015090247 W CN2015090247 W CN 2015090247W WO 2016050150 A2 WO2016050150 A2 WO 2016050150A2
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WO
WIPO (PCT)
Prior art keywords
traction
capsule
center pin
rail vehicle
bogie
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PCT/CN2015/090247
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English (en)
French (fr)
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WO2016050150A3 (zh
Inventor
虞大联
李海涛
曲文强
刘韶庆
林俊
邓小军
龚明
梁建英
Original Assignee
南车青岛四方机车车辆股份有限公司
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Application filed by 南车青岛四方机车车辆股份有限公司 filed Critical 南车青岛四方机车车辆股份有限公司
Priority to GB1612319.2A priority Critical patent/GB2536835B/en
Priority to US15/112,238 priority patent/US10137910B2/en
Publication of WO2016050150A2 publication Critical patent/WO2016050150A2/zh
Publication of WO2016050150A3 publication Critical patent/WO2016050150A3/zh

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    • 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
    • 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
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/14—Attaching or supporting vehicle body-structure
    • 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
    • B61F5/16—Centre bearings or other swivel connections between underframes and bolsters or bogies
    • 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

Definitions

  • the invention relates to the technical field of rail vehicle bogies, and in particular to a rail vehicle bogie traction device.
  • Rail vehicles generally use traction devices to transmit longitudinal loads of the body-bogie.
  • the existing traction devices mainly have a single pull rod type and a Z-shaped double pull rod type. Both types of traction devices are respectively connected to the center pin and the frame of the vehicle body through the traction pull rods with rubber nodes at both ends, as the vehicle body and the bogie. The connection mechanism between them easily becomes a transmission path for harmful vibrations. The study found that the stiffness of the traction rod is closely related to the vibration comfort of the car body.
  • the object of the present invention is to provide a traction device for a railway vehicle bogie, which realizes variable traction stiffness performance, isolates the transmission of harmful vibrations, and improves ride comfort.
  • the present invention provides a rail vehicle bogie traction device comprising: a center pin and two traction capsules; each of the traction capsules comprises a traction rubber pile and a capsule, the capsule being filled with a fluid a pressure can be set; the traction rubber pile is connected to the capsule; the center pin is fixed on a lower surface of the bolster of the body frame of the rail car; and the two traction capsules form one end and the center pin respectively Connected, the other end is used to connect to the beam of the rail vehicle frame.
  • the two traction capsules are arranged symmetrically along the center of the center pin.
  • the two traction capsules are fixedly connected to the front and rear sides of the center pin.
  • the traction device further comprises a center pin seat, the center pin seat is sleeved on the center pin; the two traction capsules are respectively connected with the center pin seat and arranged in a “Z” shape.
  • the traction rubber pile is two
  • the capsule is one
  • the two traction rubber piles are respectively connected to two sides of the capsule, and are coaxially arranged.
  • the capsule is provided with a compression elastic member, one end of the compression elastic member is fixed on the inner surface of the capsule near the center pin side, and the axis of the compression elastic member is the same as the axial direction of the traction rubber pile .
  • the capsule is provided with a pressure control system, the pressure control system comprising a controller, a fluid source, a sensor, a charging valve and a discharge valve, the filling valve and the discharging valve being respectively connected to the capsule;
  • the fluid A source is coupled to the charge valve;
  • the sensor is mounted within the capsule for detecting pressure within the capsule; and the controller is electrically coupled to the fluid source, sensor, charge valve, and discharge valve, respectively.
  • a pressure reducing valve is disposed between the fluid source and the charging valve.
  • the controllers are each coupled to a total control system of the rail vehicle for receiving traction/braking signals and/or frame acceleration signals of the rail vehicle.
  • the fluid source is an air supply unit or an oil supply unit.
  • the rail vehicle bogie traction device provided by the invention is formed by connecting a traction rubber pile and a capsule, and has a nonlinear rigidity characteristic in the longitudinal direction, effectively transmitting the longitudinal load, and avoiding the high-frequency vibration of the frame through the traction device to the bolster beam of the vehicle body underframe And the body body transmission, to achieve variable traction stiffness performance, to isolate the transmission of harmful vibrations, improve ride comfort.
  • FIG. 1 is a schematic structural view of an embodiment of a traction device for a bogie of a railway vehicle according to the present invention
  • Figure 2 is a cross-sectional view showing the composition of the traction capsule of the embodiment of the traction device for a railway vehicle bogie according to the present invention (uncompressed state);
  • FIG 3 is a cross-sectional view showing the composition of a traction capsule of an embodiment of a traction device for a railway vehicle bogie according to the present invention; (compressed state);
  • FIG. 4 is a stiffness curve of a composition of a traction capsule of an embodiment of a traction device for a railway vehicle bogie according to the present invention.
  • 10 car body underframe bolster; 20: center pin; 30: traction capsule composition; 31: capsule; 32: traction rubber pile; 33: compression elastic member; 40: frame; 50: pressure control system; : controller; 52: fluid source; 53: charging valve; 54: discharge valve; 55: pressure reducing valve.
  • a rail vehicle bogie traction device of the present invention comprises: a center pin 20 and two traction capsules 30; each of the traction capsule assemblies 30 includes a traction rubber stack 32 and a capsule 31, the body of the capsule 31 being rubberized
  • the capsule is provided with a filling inlet, the capsule 31 is filled with a fluid, and the fluid in the capsule 31 is a gas or a liquid.
  • the fluid in the capsule 31 is compressed air, and the capsule 31 can set the pressure.
  • the traction rubber pile 32 is sequentially stacked by a plurality of rubber sheets to form a columnar structure.
  • the traction rubber stack 32 is connected to the capsule 31 by flange or glued form.
  • the axial direction of the traction rubber stack 31 is perpendicular to the capsule 31, that is, the axis extension of the traction rubber pile 32 passes through the capsule 31.
  • two traction rubber piles 32 are used, one capsule 31 is used, and two traction rubber piles 32 are respectively connected to both sides of the capsule 31, and are coaxially arranged.
  • the center pin 20 is fixed on the lower surface of the body frame bolster 10 of the rail vehicle; one end of the two traction capsules 30 is respectively connected with the center pin 20, and the other ends of the two traction capsules 30 are respectively used for the frame of the rail vehicle. 40 beam connections.
  • the two traction capsules 30 are respectively on both sides of the traction rubber stack 32.
  • the traction rubber stack 32 is connected to the capsule 31 and the frame 40, respectively, and the two traction capsules 30 are in the same horizontal plane.
  • the two traction capsule compositions 30 are arranged symmetrically along the centerline of the center pin 20.
  • the left side in the drawing is referred to as the front side (the traveling direction of the rail vehicle), and the right side is referred to as the rear side, and one end of the two traction capsules 30 is fixedly connected to the center pin.
  • the two traction capsules 30 are located in the same horizontal plane.
  • a compression elastic member 33 is disposed in the capsule 31, and one end of the compression elastic member 33 is fixed.
  • the capsule 31 is close to the inner surface of the center pin side, and the axis of the compression elastic member 33 is the same as the axial direction of the traction rubber pile 32, and when the capsule 31 is further compressed, the compression elastic member 33 can also be compressed.
  • one end of the compression elastic member 33 is fixed to the inner surface of the capsule 31 corresponding to a traction rubber pile 32, and the other end is free. In operation, as shown in FIG.
  • the compression elastic member 33 is a compression spring. In order to prevent the compression elastic member 33 from piercing the capsule 31, the compression elastic member 33 may also be a compression rubber member.
  • the capsule 31 is provided with a pressure control system 50 including a controller 51, a fluid source 52, sensors (not shown), a charge valve 53 and a discharge valve 54, a charge valve 53 and a discharge valve 54. They are connected to the capsule 31 through a line.
  • the outlet of the fluid source 52 is connected to the charging valve 53 via a line, and the sensor is mounted in the capsule 31 for detecting the pressure of the capsule 31.
  • the controller 51 is electrically connected to the fluid source 52, the sensor, the charging valve 53, and the discharge valve 54, respectively. The sensor detects the pressure of the capsule 31 and sends it to the controller 51.
  • the fluid source 52 passes through the calculation of the opening or closing of the control fluid source 52, the charging valve 53 and the discharge valve 54.
  • the charging valve 53 fills the capsule 31 with fluid or the capsule 31 discharges the fluid through the discharge valve 54, so that the capsule 31 has a set pressure.
  • the fluid source 52 is an air supply unit, and in addition, the fluid source 52 may be an oil supply unit.
  • the air supply unit 52 is preferably an air compression pump, and one end of the discharge valve 54 is connected to the capsule 31, and the other end is directly in communication with the air to discharge the gas into the air. Both the charging valve 53 and the discharge valve 54 employ solenoid valves.
  • the controller 51 of the present invention uses a programmable controller (PLC) or other single-chip controller, and the controller 51 is an existing control chip, and details are not described herein again.
  • PLC programmable controller
  • a pressure reducing valve 55 is disposed between the fluid source 52 and the charging valve 53, and the air compressed by the air compressor passes through the pressure reducing valve 55 and then flows to the charging valve, and is charged when the charging valve 53 is opened.
  • a pressure reducing valve 55 is disposed between the fluid source 52 and the charging valve 53, and the air compressed by the air compressor passes through the pressure reducing valve 55 and then flows to the charging valve, and is charged when the charging valve 53 is opened.
  • controller 51 is respectively connected to the overall control system of the rail vehicle for receiving the traction/braking signal and/or the frame acceleration signal of the rail vehicle.
  • the control signal of the total control system is sent to the controller 51, and the controller 51 combines the control signal and the pressure signal detected by the sensor to perform calculation, and controls the fluid source 52, the charging valve 53, and the discharge valve. 54 Turn it on or off.
  • the invention provides a pressure control system to control the pressure of the capsule at any time, further improving the comfort performance of the rail vehicle, and at the same time making the traction device of the invention suitable for rail vehicles of different vehicle types.
  • This embodiment is basically the same as Embodiment 1, except that the rail vehicle bogie traction device in this embodiment further includes a center pin seat, and the center pin seat is rotatably sleeved on the center pin; two traction capsules The components are respectively connected to the center pin seat and arranged in a "Z" shape. After installation, the two traction capsules 30 are on the same level.
  • the rail vehicle bogie traction device is located between the frame 40 and the center pin 20 mounted on the lower surface of the body frame bolster 10 (longitudinal mounting), that is, the center pin 20 is fixed under the body frame bolster 10 by the bolt assembly
  • the surface, two traction capsules 30 are attached to the front and rear ends of the frame 40, respectively.
  • the longitudinal stiffness of the capsule 31 can be obtained by setting the inflation and deflation of the pressure control system 50. Before installation, the capsule 31 is in a no-pressure state, and the center pin 20 is installed. After the position is appropriate, the compressed air from the fluid source 52 is depressurized by the pressure reducing valve 55, and is filled into the capsule 31 through the open filling valve 53 until the capsule 31 expands to contact the center pin 20 and maintains the set pressure.
  • the charging valve 53 is closed while the discharge valve 54 is opened, the compressed air of the capsule 31 is quickly discharged, and the capsule 31 is contracted to disassemble the center pin 20.
  • the railcar bogie traction device of the present invention is mounted between the railcar frame 40 and the vehicle body underframe bolster 10 in the manner shown in FIG.
  • Q represents a stiffness curve.
  • the longitudinal stiffness of the capsule 31 is in the stiffness characteristic curve Q when it is in the AI segment as shown in FIG. 4, and the small displacement of the frame 40 can be effectively isolated.
  • High frequency vibration thereby effectively suppressing the transmission of the longitudinal vibration to the center pin 20 and the vehicle body 10; when in the traction or braking condition, the center pin 20 produces a large longitudinal displacement relative to the frame 40, as shown in Figs. 2 and 3.
  • the traction capsule composition 30 on the front and rear sides of the center pin 20 has a compressed state.
  • the braking force is transmitted from the frame 40 to the body frame bolster 10
  • the traction capsule 30 mounted on the front side of the center pin 20 is compressed, and the capsule 31 is compressed.
  • the capsule 31 is compressed and the internal pressure is increased to increase the longitudinal stiffness, i.e., the stiffness characteristic curve Q is in the IB segment as shown in FIG.
  • the traction capsule composition 31 mounted on the rear side of the center pin 20 is stretched, and the pressure inside the capsule 31 is lowered.
  • traction The rubber pile 32 has a low shear stiffness, so that when the vehicle body is moved vertically or laterally with respect to the bogie frame, the traction rubber pile with low shear rigidity makes the traction capsule composition have good followability.
  • the traction device provided by the invention is formed by connecting a traction rubber pile and a capsule, and the longitudinal force between the bolster beam of the vehicle body frame and the frame is nonlinear, effectively transmitting the longitudinal load while avoiding the high frequency vibration through the traction device
  • the body frame bolster and the body are transmitted to improve ride comfort.
  • the structure of the invention is simple, the longitudinal space required for installation is small, and the traction rubber pile is used to avoid damage.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Vehicle Body Suspensions (AREA)
  • Railway Tracks (AREA)

Abstract

一种轨道车辆转向架牵引装置，包括中心销和两个牵引胶囊组成；每个所述牵引胶囊组成包括牵引橡胶堆和胶囊，所述胶囊内充有流体，可设定压力；所述牵引橡胶堆与所述胶囊相连接；所述中心销固定在轨道车的车体底架枕梁下表面；两个所述牵引胶囊组成一端分别与所述中心销连接，另一端分别用于与轨道车辆构架的横梁连接。本发明的牵引装置具有非线性刚度特性，在有效传递纵向载荷的同时，避免构架高频振动通过牵引装置向车体底架枕梁及车体传递，提高乘坐舒适性。

Description

轨道车辆转向架牵引装置
本申请要求于2014年09月30日提交中国专利局、申请号为201410522234.2、发明名称为“轨道车辆转向架牵引装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及轨道车辆转向架技术领域，特别是涉及一种轨道车辆转向架牵引装置。
背景技术
轨道车辆普遍采用牵引装置传递车体-转向架的纵向载荷。目前，现有的牵引装置主要有单拉杆式和Z形双拉杆式，两类牵引装置都是通过两端带有橡胶节点的牵引拉杆分别连接车体中心销和构架，作为车体和转向架之间的连接机构，容易成为有害振动的传递路径。研究发现，牵引拉杆刚度与车体的振动舒适度密切相关。为此，一些节点采用了设置间隙的结构实现非线性刚度，但间隙的设置受到节点尺寸、可靠性和间隙稳定性等影响，其刚度特性不能完全满足设计要求；且在交变载荷作用下拉杆两端橡胶节点的容易发生疲劳损坏。
发明内容
(一)要解决的技术问题
本发明的目的是提供一种轨道车辆转向架牵引装置，实现变牵引刚度性能，隔离有害振动的传递，提高乘坐舒适性。
(二)技术方案
为了解决上述技术问题，本发明提供一种轨道车辆转向架牵引装置，包括：中心销和两个牵引胶囊组成；每个所述牵引胶囊组成包括牵引橡胶堆和胶囊，所述胶囊内充有流体，可设定压力；所述牵引橡胶堆与所述胶囊相连接；所述中心销固定在轨道车的车体底架枕梁下表面；两个所述牵引胶囊组成一端分别与所述中心销连接，另一端分别用于与轨道车辆构架的横梁连接。
其中，两个所述牵引胶囊组成沿所述中心销中心呈对称布置。
其中，两个所述牵引胶囊组成固定连接在所述中心销的前后两侧。
其中，该牵引装置还包括中心销座，所述中心销座套接在所述中心销上；两个所述牵引胶囊组成分别与中心销座连接，呈“Z”字型布置。
其中，所述牵引橡胶堆为两个，所述胶囊为一个，两个所述牵引橡胶堆分别连接在所述胶囊的两侧，且同轴布置。
其中，所述胶囊中设有压缩弹性件，所述压缩弹性件的一端固定在所述胶囊靠近所述中心销侧的内表面，且所述压缩弹性件的轴线与牵引橡胶堆的轴线方向相同。
其中，所述胶囊设有压力控制系统，所述压力控制系统包括控制器、流体源、传感器、充进阀和排出阀，所述充进阀和排出阀分别与所述胶囊连接；所述流体源与所述充进阀连接；所述传感器安装在胶囊内，用于检测胶囊内压力；所述控制器分别与所述流体源、传感器、充进阀和排出阀电连接。
其中，所述流体源与所述充进阀之间设有减压阀。
其中，所述控制器分别与轨道车辆的总控制系统连接，用于接收轨道车辆的牵引/制动信号和/或构架加速信号。
其中，所述流体源为空气供给单元或者油液供给单元。
(三)有益效果
本发明提供的轨道车辆转向架牵引装置，采用牵引橡胶堆和胶囊连接而成，纵向具有非线性刚度特性，有效传递纵向载荷的同时，避免构架高频振动通过牵引装置向车体底架枕梁及车体传递，实现变牵引刚度性能，隔离有害振动的传递，提高乘坐舒适性。
附图说明
图1为本发明轨道车辆转向架牵引装置实施例的结构示意图；
图2为本发明轨道车辆转向架牵引装置实施例的牵引胶囊组成剖视图(非压缩状态)；
图3为本发明轨道车辆转向架牵引装置实施例的牵引胶囊组成剖视图 (压缩状态)；
图4为本发明轨道车辆转向架牵引装置实施例的牵引胶囊组成的刚度曲线。
图中，10：车体底架枕梁；20：中心销；30：牵引胶囊组成；31：胶囊；32：牵引橡胶堆；33：压缩弹性件；40：构架；50：压力控制系统；51：控制器；52：流体源；53：充进阀；54：排出阀；55：减压阀。
具体实施方式
下面结合附图和实施例，对本发明的具体实施方式作进一步详细描述。以下实例用于说明本发明，但不用来限制本发明的范围。
实施例1
参照图1所示，本发明的轨道车辆转向架牵引装置，包括：中心销20和两个牵引胶囊组成30；每个牵引胶囊组成30包括牵引橡胶堆32和胶囊31，胶囊31的本体由橡胶制成，其上设有充进口，胶囊31内充有流体，胶囊31中的流体为气体或液体，本实施例中，胶囊31中的流体为压缩空气，胶囊31可设定压力。牵引橡胶堆32由多片橡胶片依次堆叠形成柱状结构。牵引橡胶堆32与胶囊31通过法兰或者胶接的形式相连接。牵引橡胶堆32与胶囊31连接时，牵引橡胶堆31的轴向方向与胶囊31相垂直，即牵引橡胶堆32的轴线延长线穿过胶囊31。本实施例中，牵引橡胶堆32采用两个，胶囊31采用一个，两个牵引橡胶堆32分别连接在胶囊31的两侧，且同轴布置。中心销20固定在轨道车辆的车体底架枕梁10下表面；两个牵引胶囊组成30的一端分别与中心销20连接，两个牵引胶囊组成30的另一端分别用于与轨道车辆的构架40横梁连接。如图所示，安装后，两个牵引胶囊组成30的两侧分别为牵引橡胶堆32，牵引橡胶堆32分别连接胶囊31和构架40相连接，且两个牵引胶囊组成30处于同一水平面内。
两个牵引胶囊组成30沿中心销20的中心线呈对称布置。本实施例中，如图1所示，附图中的左侧记为前侧(轨道车辆前进方向)，右侧记为后侧，两个牵引胶囊组成30的一端分别固定连接在中心销的前后两侧，使两个牵引胶囊组成30位于同一水平面内。
进一步的，胶囊31中设有压缩弹性件33，压缩弹性件33的一端固定 在胶囊31靠近中心销侧的内表面，且压缩弹性件33的轴线与牵引橡胶堆32的轴线方向相同，在胶囊31被进一步压缩时，压缩弹性件33也能够被压缩。如图2所示，压缩弹性件33的一端固定在胶囊31与一个牵引橡胶堆32相对应的内表面，另一端自由。工作时，如图3所示，当牵引胶囊组成受到牵引力或制动压力时，胶囊31被位于其两侧的牵引橡胶堆32压缩，当胶囊31被压缩到一定程度后，压缩弹性件33也被压缩。本实施例中，压缩弹性件33采用压缩弹簧，为了避免压缩弹性件33刺破带胶囊31，压缩弹性件33也可以采用压缩橡胶件。
进一步的，胶囊31设有压力控制系统50，压力控制系统50包括控制器51、流体源52、传感器(图未示出)、充进阀53和排出阀54，充进阀53和排出阀54分别通过管路与胶囊31连接。流体源52的出口通过管路与充进阀53连接，传感器安装在胶囊31内，用于检测胶囊31的压力。控制器51分别与流体源52、传感器、充进阀53和排出阀54电连接。传感器检测胶囊31的压力，并发送给控制器51，控制器51接收压力信号及其他控制信号后，通过计算控制流体源52、充进阀53和排出阀54的打开或关闭，流体源52通过充进阀53向胶囊31充进流体或者胶囊31通过排出阀54排出流体，使胶囊31具有设定压力。本实施例中，流体源52为空气供给单元，除此之外，流体源52也可以是油液供给单元。空气供给单元52优选为一个空气压缩泵，排出阀54的一端与胶囊31连接，另一端直接与空气连通，将气体排到空气中。充进阀53和排出阀54均采用电磁阀。本发明的控制器51采用可编程控制器(PLC)或者其他单片机控制器，该控制器51均为现有的控制芯片，在此不再赘述。
进一步的，流体源52与充进阀53之间设有减压阀55，空气压缩机压缩的空气通过减压阀55后流到充进阀，在充进阀53打开的状态下，充入胶囊31中。
进一步的，控制器51分别与轨道车辆的总控制系统连接，用于接收轨道车辆的牵引/制动信号和/或构架加速信号。在轨道车辆运行过程中，总控制系统的控制信号一并发给控制器51，控制器51结合控制信号及传感器检测到的压力信号，进行计算，并控制流体源52、充进阀53和排出阀54 的打开或关闭。
本发明设置压力控制系统，随时控制胶囊的压力，进一步提高轨道车辆的舒适性能，同时使本发明的牵引装置适用于不同车型的轨道车辆。
实施例2
本实施例与实施例1基本相同，所不同之处在于：本实施例中的轨道车辆转向架牵引装置还包括中心销座，中心销座可转动地套接在中心销上；两个牵引胶囊组成分别与中心销座连接，呈“Z”字型布置。安装后，两个牵引胶囊组成30位于同一水平面上。
轨道车辆转向架牵引装置位于构架40和安装于车体底架枕梁10下表面的中心销20之间(纵向安装)，即中心销20通过螺栓组件固定在车体底架枕梁10的下表面，两个牵引胶囊组成30分别连接在构架40的前端和后端。胶囊31的纵向刚度可通过设定压力控制系统50的充气和放气获得。在安装前，胶囊31处于无压力状态，安装中心销20，位置合适后，来自流体源52的压缩空气经减压阀55后降压，通过打开的充进阀53充入胶囊31，直到胶囊31膨胀接触中心销20，并保持设定的压力。当需要拆卸时，关闭充进阀53，同时打开排出阀54，胶囊31的压缩空气迅速排出，胶囊31收缩后分解中心销20。
使用时，将本发明的轨道车转向架牵引装置如图1所示的方式安装在轨道车的构架40与车体底架枕梁10之间。如图4所示，Q表示刚度曲特征曲线，当轨道车处于匀速行驶时，胶囊31的纵向刚度处于刚度特性曲线Q处于如图4所示的AI段时，可有效隔离构架40的小幅位移高频振动，从而有效抑制存在的纵向振动向中心销20和车体10的传递；当处于牵引或制动工况时，中心销20相对构架40产生较大的纵向位移，如图2和3所示，位于中心销20前后两侧的牵引胶囊组成30有一个处于压缩状态。以轨道车制动时的工作状态为例，制动力由车轮从构架40传动到车体底架枕梁10，此时，安装在中心销20前侧的牵引胶囊组成30受到压缩作用，胶囊31受到挤压，胶囊31被压缩，内压增加，从而提高纵向刚度，即刚度特性曲线Q处于如图4所示的IB段时。安装在中心销20后侧的牵引胶囊组成31受到拉伸，胶囊31内的压力降低。本发明的牵引装置中，牵引 橡胶堆32具有较低的剪切刚度，所以车体相对于转向架构架出现垂向或横向运动时，利用低剪切刚度的牵引橡胶堆使牵引胶囊组成具有良好的随动性。
本发明提供的牵引装置，采用牵引橡胶堆和胶囊连接而成，车体底架枕梁与构架之间的纵向力为非线性特性，有效传递纵向载荷的同时，避免高频振动通过牵引装置向车体底架枕梁及车体传递，提高乘坐舒适性。本发明的结构简单，安装所需要的纵向空间较小，使用牵引橡胶堆，避免损坏。
以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (10)

  1. 一种轨道车辆转向架牵引装置，其特征在于，包括：中心销和两个牵引胶囊组成；每个所述牵引胶囊组成包括牵引橡胶堆和胶囊，所述胶囊内充有流体，可设定压力；所述牵引橡胶堆与所述胶囊相连接；所述中心销固定在轨道车的车体底架枕梁下表面；两个所述牵引胶囊组成一端分别与所述中心销连接，另一端分别用于与轨道车辆构架的横梁连接。
  2. 如权利要求1所述的轨道车辆转向架牵引装置，其特征在于，两个所述牵引胶囊组成沿所述中心销中心呈对称布置。
  3. 如权利要求2所述的轨道车辆转向架牵引装置，其特征在于，两个所述牵引胶囊组成固定连接在所述中心销的前后两侧。
  4. 如权利要求2所述的轨道车辆转向架牵引装置，其特征在于，该牵引装置还包括中心销座，所述中心销座套接在所述中心销上；两个所述牵引胶囊组成分别与中心销座连接，呈“Z”字型布置。
  5. 如权利要求1所述的轨道车辆转向架牵引装置，其特征在于，所述牵引橡胶堆为两个，所述胶囊为一个，两个所述牵引橡胶堆分别连接在所述胶囊的两侧，且同轴布置。
  6. 如权利要求1所述的轨道车辆转向架牵引装置，其特征在于，所述胶囊中设有压缩弹性件，所述压缩弹性件的一端固定在所述胶囊靠近所述中心销侧的内表面，且所述压缩弹性件的轴线与牵引橡胶堆的轴线方向相同。
  7. 如权利要求1至6任一项所述的轨道车辆转向架牵引装置，其特征在于，所述胶囊设有压力控制系统，所述压力控制系统包括控制器、流体源、传感器、充进阀和排出阀，所述充进阀和排出阀分别与所述胶囊连接；所述流体源与所述充进阀连接；所述传感器安装在胶囊内，用于检测胶囊内压力；所述控制器分别与所述流体源、传感器、充进阀和排出阀电连接。
  8. 如权利要求7所述的轨道车辆转向架牵引装置，其特征在于，所述流体源与所述充进阀之间设有减压阀。
  9. 如权利要求7所述的轨道车辆转向架牵引装置，其特征在于，所述 控制器分别与轨道车辆的总控制系统连接，用于接收轨道车辆的牵引/制动信号和/或构架加速信号。
  10. 如权利要求7所述的轨道车辆转向架牵引装置，其特征在于，所述流体源为空气供给单元或者油液供给单元。
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