WO2016124030A1 - 高速轨道列车的转向架及其构架 - Google Patents

高速轨道列车的转向架及其构架 Download PDF

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Publication number
WO2016124030A1
WO2016124030A1 PCT/CN2015/094664 CN2015094664W WO2016124030A1 WO 2016124030 A1 WO2016124030 A1 WO 2016124030A1 CN 2015094664 W CN2015094664 W CN 2015094664W WO 2016124030 A1 WO2016124030 A1 WO 2016124030A1
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WIPO (PCT)
Prior art keywords
air chamber
frame
torsion bar
speed rail
rail train
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/CN2015/094664
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English (en)
French (fr)
Inventor
张振先
李晓燕
周平宇
宋晓文
王晓明
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRRC Qingdao Sifang Co Ltd
Original Assignee
CRRC Qingdao Sifang 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 CN201520082416.2U external-priority patent/CN204415418U/zh
Priority claimed from CN201510060689.1A external-priority patent/CN104648432B/zh
Application filed by CRRC Qingdao Sifang Co Ltd filed Critical CRRC Qingdao Sifang Co Ltd
Priority to US15/502,688 priority Critical patent/US10377393B2/en
Priority to DE112015003399.8T priority patent/DE112015003399B4/de
Publication of WO2016124030A1 publication Critical patent/WO2016124030A1/zh
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
    • B61F5/50—Other details
    • B61F5/52—Bogie frames
    • 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
    • B61F1/12—Cross bearers
    • 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
    • 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

Definitions

  • the invention relates to the technical field of rail vehicles, in particular to a bogie of a high-speed rail train and a frame thereof.
  • the air spring has adjustable stiffness and a relatively constant low natural vibration frequency, the ride comfort of the vehicle can be improved, and thus it is widely used in the suspension device.
  • the use of a low vertical stiffness air spring on the rail train bogie improves the vertical dynamics of the vehicle, but also reduces the roll stiffness of the vehicle.
  • the excessively low anti-rolling stiffness will cause the side roll angle of the car to increase.
  • the outline of the car body will exceed the limit and even the vehicle's overturning safety will be endangered. Therefore, the bogie suspended by the air spring needs to increase the anti-rolling stiffness of the vehicle and limit the roll angular displacement of the vehicle body.
  • the anti-rolling device is installed to effectively improve the anti-rolling rigidity of the vehicle and has a simple structure. Therefore, the anti-rolling torsion bar device is a commonly used and effective method at home and abroad.
  • the installation space of the air spring is small, thus limiting the vibration damping effect.
  • the currently widely used solution is to provide an additional air chamber of the air spring on the frame to increase the volume of the air chamber, effectively reduce the rigidity of the air spring and increase its damping, thereby improving the vibration damping effect of the air spring.
  • the above problem can be solved by making the side beam cavity of the frame an additional air chamber of the air spring.
  • FIG. 1 is a schematic view of a typical rail train bogie frame
  • FIG. 2 is a view taken along line A of FIG. 1
  • FIG. 3 is a cross-sectional view of FIG.
  • the frame includes two side beams 1' on both sides and two beams 2' in the middle. Both ends of the beam 2' pass through the side members 1' and are welded and fixed to the side members 1'.
  • the beam 1' is provided with an air spring seat 3' for mounting an air spring;
  • the side beam 1' is a box-shaped structure formed by splicing and welding steel plates, and the anti-rolling torsion bar seat 4' is fixedly mounted inside the side sill 1';
  • a sealed additional plenum 6' is isolated by two blocking plates 5', and the additional plenum 6' communicates with the air spring through the venting opening 7'.
  • the additional air chamber of the bogie frame can meet the vibration reduction requirements of the medium and low speed trains.
  • the frame load conditions of high-speed rail trains up to 500 km/h
  • the performance of air springs in bogies is degraded, which can not achieve the vibration damping effect at higher speeds.
  • the existing anti-rolling torsion bar base is more complicated to connect with the frame, and is not conducive to achieving weight reduction.
  • the technical problem to be solved by the present invention is to provide a bogie frame that meets the vibration-reduction requirements of high-speed rail trains.
  • a first object of the present invention is to provide a bogie frame for a high speed rail train.
  • the frame When the frame is applied to a high-speed rail train, not only the vibration-damping function of the air spring can be realized, but also a better vibration-damping effect can be obtained at a high speed.
  • the present invention also provides a train bogie provided with the frame.
  • the invention provides a high-speed rail train bogie frame, comprising a side beam, a cross beam between the side beams, the side beam is provided with an air spring seat for installing an air spring, and the air spring after installation
  • the main air chamber is located in the inner cavity of the side sill;
  • the cross member is a hollow seamless steel tube structure;
  • the frame further includes a passage that communicates with the main air chamber of the air spring and the beam cavity.
  • the main air chamber of the air spring communicates with the cavity of the beam, and the cavity of the beam can serve as an additional air chamber of the air spring, thereby realizing the communication between the main air chamber of the air spring and the additional air chamber, and effectively utilizing
  • the internal space of the frame eliminates the need to install a separate cylinder for the air spring, while increasing the volume of the air chamber, thereby reducing the natural vibration frequency of the air spring, so that the air spring can be kept low and nearly equal under any load.
  • the vibration frequency realizes the vibration damping function and improves the comfort of the rail train.
  • the side beam as the additional air chamber is inferior in airtightness. Because the side sills are formed by splicing and welding of steel plates, there are multiple welds in the periphery, and the airtightness is poor.
  • the invention is based on the improvement made by this, and the cavity with the hollow seamless steel pipe structural beam is used as the additional air chamber of the air spring, and the seamless steel pipe structure has no joints around, and the airtightness is good. Therefore, compared with the prior art, the additional air chamber of the air spring provided by the present invention has better airtightness and can meet the vibration damping requirements of the rail train at high speed.
  • the frame further includes a longitudinally disposed air chamber, the two ends of the air chamber being respectively in communication with the two beams; the passage communicating with the air chamber to achieve communication with the beam cavity.
  • the two ends of the air chamber are welded and fixed to the inner side wall of the corresponding beam, and the inner side wall of the beam is provided with a beam through hole corresponding to the end of the air chamber to open the beam. a cavity and the air chamber.
  • the air chamber is a curved plate structure having a U-shaped cross section, and is longitudinally welded to an inner side wall of the side beam with an open side thereof; the air chamber connects the side beam and the cross beam.
  • a side beam through hole is defined in a position corresponding to the side wall of the side wall and a side of the opening of the air chamber; the channel is laterally disposed, one end of the main air chamber of the air spring is turned on, and the other end is inserted into the Side beam through holes to conduct the air chamber.
  • an anti-rolling torsion bar seat for mounting the anti-rolling torsion bar is welded under the side beam, and the anti-rolling torsion bar seat is rounded to the bottom of the side beam to form a dovetail structure.
  • the anti-rolling torsion bar seat is welded by a steel plate to form a structure having an opening at the top and a mounting plate at the bottom, the mounting plate is used for mounting the anti-rolling torsion bar, the top and the side beam
  • the lower side wall is welded to form a box structure.
  • the mounting plate at the bottom of the anti-rolling torsion bar seat is formed by pressing a steel plate and has a screw A bolt hole for mounting the anti-rolling torsion bar.
  • the present invention also provides a bogie for a high-speed rail train comprising a frame and a wheel set, an axle box, a suspension device, and a base brake device mounted to the frame; the frame is the frame described above.
  • FIG. 1 is a schematic view of a steering frame in the prior art
  • Figure 2 is a view taken along line A of Figure 1;
  • Figure 3 is a cross-sectional view of Figure 1;
  • Figure 4 is a schematic view showing the communication structure of the gas chamber in the present invention.
  • Figure 5 is a schematic view of a bogie frame in the present invention.
  • Figure 6 is a view taken along the line A in Figure 5;
  • Figure 7 is a partial side cross-sectional view of Figure 5;
  • Figure 8 is a schematic view showing the installation of the anti-rolling torsion bar and the anti-rolling torsion bar seat;
  • Figure 9 is a schematic view of the anti-rolling torsion bar seat of Figure 8.
  • a dovetail structure 41 a mounting plate 42, a bolt hole 43;
  • the core of the present invention is to provide a bogie frame with better vibration damping effect at high speed, which can better realize the vibration damping function of the air spring at high speed.
  • Another core of the present invention is to provide a train bogie including the frame.
  • orientation words “longitudinal” and “inner” appearing herein are defined according to the structure of each part of the frame and the orientation of the parts connected to each other, and “longitudinal” refers to the vertical direction of the beam 2 of the frame.
  • the direction that is, the direction parallel to the side sill 1 of the frame; “inner” refers to the direction in which the portions of the frame are connected to each other, near the lateral or longitudinal centerline of the frame.
  • the appearance of the positional term is defined by the orientation of the various parts of the frame that are interconnected, and its appearance should not affect the scope of protection of the present invention.
  • FIG. 4 is a schematic structural view of a gas chamber in a specific embodiment of the present invention
  • FIG. 5 is a schematic structural view of a specific embodiment provided by the present invention
  • the frame provided by the present invention (shown in Figures 4-6) comprises two side members 1 and two beams 2 between the side members 1; wherein the side members 1 are provided for The air spring seat 11 of the air spring 5 is installed, the main air chamber 51 of the installed air spring 5 is located in the inner cavity of the side beam 1, and the beam 2 is a hollow seamless steel pipe structure.
  • the frame provided by the present invention further includes a passage 6 for communicating the cavity of the main air chamber 51 of the air spring 5 with the beam 2.
  • the main air chamber 51 of the air spring 5 is communicated with the cavity of the beam 2 through the passage 6, and the cavity of the beam 2 can serve as an additional air chamber of the air spring 5, realizing the main air spring 5.
  • the communication between the air chamber 51 and the additional air chamber effectively utilizes the internal space of the frame, eliminating the need to install a separate cylinder for the air spring 5, while increasing the volume of the air chamber 5, thereby reducing the natural vibration frequency of the air spring 5,
  • the air spring 5 can maintain a low and nearly equal vibration frequency under any load, thereby realizing the vibration damping function and improving the comfort of the rail train.
  • the side beam as the additional air chamber is inferior in airtightness. Because the side sill 1' is formed by splicing and welding of steel plates, there are a plurality of welds in the periphery, and the airtightness is poor.
  • the invention is based on the improvement made here, and the cavity having the hollow seamless steel pipe structural beam 2 is used as an additional air chamber of the air spring 5, and the seamless steel pipe structure has no joints around, and the airtightness is good.
  • the additional air chamber of the air spring 5 provided by the present invention has better airtightness and can meet the vibration damping requirements of the train at high speed.
  • the seamless steel pipe can be selected as a circular cross section, and when subjected to internal or external radial pressure, the force is relatively uniform, which further satisfies the bearing requirements of the train at high speed.
  • the frame provided by the present invention may further include a longitudinally disposed air chamber 3, and two ends of the air chamber 3 are respectively connected with the two beams 2;
  • the air chamber 3 and the main air chamber 51 of the air spring 5 are connected to realize communication between the main air chamber 51 of the air spring 5 and the cavity of the beam 2.
  • the air chamber 3 is an internal hollow structure, and the communication between the passage 6 and the cavity of the beam 2 is conveniently realized by the internal cavity thereof, so that the main air chamber 51 of the air spring 5 communicates with the additional air chamber.
  • the plenum 3 can be used as an additional plenum together with the cavity of the beam 2, further increasing the additional plenum volume of the air spring and increasing the damping function of the air spring 5; on the other hand, the plenum 3 is longitudinally arranged ( Shown in Figure 6), the torsional stiffness at the junction of the side members 1 and the beam 2 can be increased, thereby increasing the strength and stiffness of the frame.
  • both ends of the gas chamber 3 may be respectively welded and fixed to the inner side wall of the corresponding beam 2, and at the same time, as shown in FIG. 4, the inner side wall of the beam 2 is opened corresponding to the position of the end of the gas chamber 3.
  • a beam through hole 21 is passed through the beam through hole 21, and the cavity of the beam 2 communicates with the gas chamber 3.
  • the air chamber 3 is welded and fixed to the inner side wall of the beam 2, the connection mode is relatively simple, the sealing performance is excellent, and other connection structures can be omitted, thereby realizing the weight reduction of the frame, and therefore, the inner side of the air chamber 3 and the beam 2
  • the connection of the walls is preferably a welded connection.
  • the connection between the two ends of the air chamber 3 and the inner side walls of the two beams 2 is not limited to the welded connection.
  • the two ends of the air chamber 3 can be inserted into the inner cavity of the beam 2, and It is also possible to seal the parts to which they are connected, or to design corresponding connecting fasteners.
  • the gas chamber 3 may be a bent plate structure having a U-shaped cross section, and is longitudinally welded to the inner side wall of the side sill 1 with its open side, so that the side sill 1 and the cross member 2 are connected by the gas chamber 3.
  • Fig. 6 understands that the two edges of the opening side of the U-shaped bent plate are welded to the beam 2, and the passage 6 corresponds to the position of the opening side of the U-shaped bent plate to connect the air chamber 3.
  • the gas chamber 3 is a U-shaped bent plate structure, and cooperates with the inner side wall of the side sill 1 to form a desired cavity.
  • the inner side wall of the side sill 1 is utilized, and the material forming the gas chamber 3 can be saved.
  • the weight of the frame is achieved; more importantly, the welding of the side members 1 and the beam 2 is achieved so that the side members 1 and 2 are not directly welded and fixed.
  • the weld formed by welding is difficult to visually test based on the installation structure and space limitation, and it is inconvenient to perform welding and airtightness detection, and the welding position of the air chamber 3 is not blocked, and the weld is easy to observe. This makes it easy to apply welding and air tightness detection.
  • the gas chamber 3 may actually be a structure having an internal cavity.
  • the cross section of the gas chamber 3 may be a triangle.
  • Other shapes, or the plenum 3, may also be a complete cavity structure formed directly from the steel plate.
  • the U-shaped section has a large bending section coefficient, a small stress, and a high strength; and the complete cavity structure formed by welding directly by the steel plate needs to form a plurality of weld seams, and the airtightness is poor.
  • the curved structure of the U-shaped section is a monolithic structure, which has good air tightness, large torsional rigidity and simple structure. Therefore, in the present invention, the gas cell 3 is preferably a bent plate structure having a U-shaped cross section.
  • the side beam through hole 12 is required at a position corresponding to the inner side wall of the side sill 1 and the open side of the air chamber 3.
  • the passage 6 can be disposed laterally, one end of which opens the main air chamber 51 of the air spring 5, and the other end of which is inserted into the side beam through hole 12 to guide the ventilation chamber 3.
  • the passage 6 is communicated with the cavity of the beam 2 through a longitudinally disposed plenum 3 which, in addition to achieving the communication of the passage 6 with the cavity of the beam 2, also increases the torsional stiffness of the frame.
  • the manner in which the passage 6 communicates with the cavity of the beam 2 is not limited thereto.
  • the frame may include two elbows, one end of which is in communication with the channel 6, and the other end is respectively in communication with the corresponding two beams 2, and the structure can also realize the cavity of the channel 6 and the beam 2.
  • the communication since the structure includes two separately provided elbows, the strength and rigidity are poor compared to the air chamber 3 of the unitary structure, and therefore, the passage 6 and the beam 2 cavity preferably pass through the air chamber. 3 connected.
  • FIG. 7 is a partial side cross-sectional view of FIG. 5;
  • FIG. 8 is an installation of the anti-rolling torsion bar and the anti-rolling torsion bar seat.
  • FIG. 9 is a schematic view of the anti-rolling torsion bar seat shown in FIG. 8.
  • the underside of the side sill 1 can be welded for the anti-side roll of the anti-roller bar 7
  • the rod seat 4 and the anti-rolling torsion bar base 4 and the bottom beam 1 are rounded to form a dovetail structure 41.
  • the anti-rolling torsion bar base 4 provided by the present invention is welded under the side sill 1.
  • the anti-rolling torsion bar 7 is located outside the side sill 1 and is disposed on the inner side of the side sill 1
  • the lateral span of the anti-rolling torsion bar 7 on both sides is large, and in the case of the same reverse torque, the vehicle body has a small amplitude of shaking, which has a better effect in improving the comfort of the train and the anti-rolling action.
  • the inner side of the side sill 1 is provided with the air chamber 3, and the anti-side rolling rod 7 is attached to the outer side of the side sill 1 to avoid interference with the air chamber 3.
  • the anti-rolling torsion bar arrangement is compact and takes up minimal lateral space.
  • the anti-rolling torsion bar holder 4 is not limited to being attached to the underside of the side member 1, but may be attached to the lower side of the beam 2. At this time, the anti-rolling bar 7 is located inside the frame side member 1.
  • the anti-rolling torsion bar base 4 and the bottom beam 1 are rounded to form a dovetail structure 41, which can effectively alleviate the stress concentration problem at the joint between the side beam 1 and the anti-rolling torsion bar base 4. Thereby increasing the strength of the frame.
  • the connection manner of the side sill 1 and the anti-rolling torsion bar base 4 is not limited to welding, for the same reason as above, and details are not described herein again.
  • the anti-rolling torsion bar base 4 may be formed by welding a steel plate to form a top having an opening and a bottom being a mounting plate 42.
  • the mounting plate 42 is used for mounting the anti-rolling torsion bar 7 and the anti-rolling torsion bar seat 4
  • the top and side sill 1 can be welded to form a box structure.
  • the top of the anti-rolling torsion bar base 4 is welded to the bottom wall of the side beam 1 to form a box-shaped structure, which ensures sufficient structural strength and rigidity, and the anti-rolling torsion bar is provided inside the box type. Installation space.
  • the mounting plate 42 at the bottom of the anti-rolling torsion bar base 4 may be formed of a steel plate and has a bolt hole 43 for mounting the anti-rolling torsion bar 7.
  • the mounting plate 42 at the bottom of the anti-rolling torsion bar base 4 is formed by pressing a steel plate, and the forming method of the steel plate pressing type has the advantages of light weight and high strength.
  • the molding method of the mounting plate 42 is not limited to the steel plate pressing type, and other molding methods such as casting may be employed.
  • the steel sheet formed by casting is lower in strength than the pressing type, and therefore, the mounting plate 42 is preferably used in the present embodiment. A method of forming a steel sheet.
  • the frame provided by the present invention adopts a welded monolithic structure, which can effectively simplify the connection structure between the beams under the premise of achieving connection stability and strength, realizes lightweight, and is in the side beam.
  • 1 welding chamber 3 between the beam 2 and the air chamber 3 and the beam 2 communicating with each other The cavity is used as an additional air chamber of the air spring 5, and the overall structure is simple, and the anti-rolling torsion bar 7 is installed under the side beam 1 to improve the anti-rolling rigidity of the vehicle under the premise of vibration reduction and strength. Meet the requirements of high speed rail trains.
  • the present invention also provides a bogie for a high-speed rail train, comprising a frame and a wheel set, an axle box, a suspension device, and a base brake device mounted on the frame; the frame is the frame described in any of the above embodiments . Since the above-mentioned frame has the above technical effects, the bogie having the frame also has the same technical effect, and details are not described herein again.

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  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
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Abstract

一种高速轨道列车转向架构架，包括侧梁（1）、位于所述侧梁（1）之间的横梁（2），所述侧梁（1）设有用于安装空气弹簧（5）的空气弹簧座（11），安装后的所述空气弹簧（5）的主气室（51）位于所述侧梁（1）的内腔，所述横梁（2）为中空的无缝钢管结构；所述构架还包括通道（6），所述通道（6）连通所述空气弹簧（5）的主气室（51）与所述横梁（2）空腔。本发明的构架中，横梁空腔作为所述空气弹簧的附加气室，而横梁为中空的无缝钢管结构，气密性好，可以实现高速时列车的减振要求。

Description

高速轨道列车的转向架及其构架
本申请要求于2015年02月05日提交中国专利局、申请号为201510060689.1、发明名称为“高速轨道列车的转向架及其构架”，以及要求于2015年02月05日提交中国专利局、申请号为201520082416.2、发明名称为“高速轨道列车的转向架及其构架”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技术领域，特别涉及一种高速轨道列车的转向架及其构架。
背景技术
目前，高速铁路以及城市轨道车辆在我国得到快速发展，车辆的舒适性和安全性要求越来越高。由于空气弹簧的刚度可调且具有相对恒定的低自然振动频率，可以提高汽车行驶的平顺性，故在悬挂装置中得到了广泛应用。
轨道列车转向架采用了低垂向刚度的空气弹簧后，改善了车辆的垂向动力学性能，但同时也降低了车辆的抗侧滚刚度。当车辆通过曲线时，过低的抗侧滚刚度将导致车体侧滚角加大，严重时会导致车体的外形轮廓超出界限，甚至危及车辆的倾覆安全性。因此，采用空气弹簧悬挂的转向架需要增加车辆的抗侧滚刚度，限制车体的侧滚角位移。安装抗侧滚装置，能有效提高车辆的抗侧滚刚度且结构简单，因此，采用抗侧滚扭杆装置是国内外普遍采用且行之有效的方法。
但是，由于转向架上的部件较多且其安装位置受限，使得空气弹簧的安装空间较小，因此限制了其减振效果。针对上述技术问题，目前普遍采用的解决方法是在构架上设置空气弹簧的附加气室，来增大气室容积，有效降低空气弹簧的刚度并提高其阻尼，从而提高空气弹簧的减振效果。
按照目前的主流观点，可以通过使构架的侧梁空腔作为空气弹簧的附加气室来解决上述问题。
一种典型的轨道列车转向架构架结构如图1-3所示。其中，图1为一种典型的轨道列车转向架构架示意图，图2为图1的A向视图，图3为图1的剖视图。
如图1-3所示，构架包括两侧的两根侧梁1’和中间的两根横梁2’，横梁2’的两端穿过侧梁1’并与侧梁1’焊接固定，侧梁1’设有用于安装空气弹簧的空气弹簧座3’；侧梁1’为由钢板拼接焊接而成的箱型结构，抗侧滚扭杆座4’固定安装于侧梁1’内侧；在侧梁1’的内腔中通过两个堵板5’隔离出一密封的附加气室6’，附加气室6’通过通气孔7’与空气弹簧连通。
上述构架结构存在以下技术问题：
第一、该转向架构架的附加气室可以满足中低速列车的减振要求。但是，随着列车运行速度的提高，高速轨道列车(时速可达500公里)构架载荷条件更加复杂，转向架中的空气弹簧性能下降，不能很好地实现更高速度下的减振效果。
第二、现有的抗侧滚扭杆座与构架的连接较复杂，而且不利于实现轻量化。
鉴于上述构架结构存在的缺陷，本发明所要解决的技术问题是提供一种符合高速轨道列车减振要求的转向架构架。
发明内容
为解决上述技术问题，本发明的第一目的是提供一种高速轨道列车的转向架构架。该构架应用于高速轨道列车时，不仅可以实现空气弹簧的减振功能，而且在高速下能够获得更好的减振效果。在此基础上，本发明还提供了一种设有所述构架的列车转向架。
本发明提供了一种高速轨道列车转向架构架，包括侧梁、位于所述侧梁之间的横梁，所述侧梁设有用于安装空气弹簧的空气弹簧座，安装后的所述空气弹簧的主气室位于所述侧梁的内腔；所述横梁为中空的无缝钢管结构；所述构架还包括通道，所述通道连通所述空气弹簧的主气室与所述横梁空腔。
通过所述通道，使空气弹簧的主气室与横梁的空腔连通，则横梁的空腔可以作为空气弹簧的附加气室，实现了空气弹簧的主气室与附加气室的连通，有效利用了构架的内部空间，省去为空气弹簧安装单独的气缸，同时增大空气弹簧的气室容积，从而降低空气弹簧的固有振动频率，使空气弹簧在任何载荷下都可以保持较低而近乎相等的振动频率，实现减振功能，提高轨道列车的舒适性。
尤其重要的是，在试验中发现在高速运行环境下，现有技术中空气弹簧减振性能下降的原因在于，作为附加气室的侧梁的气密性较差。因为，侧梁由钢板拼接焊接形成，周边存在多条焊缝，气密性较差。本发明正是在此基础上做出的改进，将具有中空无缝钢管结构横梁的空腔作为空气弹簧的附加气室，无缝钢管结构周边没有接缝，气密性较好。因此，与现有技术相比，本发明所提供的空气弹簧的附加气室气密性较好，可以满足高速时轨道列车的减振要求。
可选地，所述构架还包括纵向设置的气室，所述气室的两端分别与两根所述横梁连通；所述通道连通所述气室以实现与所述横梁空腔的连通。
可选地，所述气室的两端焊接固定于对应的所述横梁的内侧壁，所述横梁内侧壁对应于所述气室端部的位置开设有横梁通孔，以导通所述横梁空腔与所述气室。
可选地，所述气室为截面呈U形的弯板结构，以其开口侧纵向焊接于所述侧梁的内侧壁；所述气室连接所述侧梁与所述横梁。
可选地，所述侧梁内侧壁与所述气室开口侧对应的位置开设有侧梁通孔；所述通道横向设置，一端导通所述空气弹簧的主气室，另一端插入所述侧梁通孔以导通所述气室。
可选地，所述侧梁的下方焊接用于安装抗侧滚扭杆的抗侧滚扭杆座，且所述抗侧滚扭杆座与所述侧梁底部圆角过渡，形成燕尾结构。
可选地，所述抗侧滚扭杆座由钢板焊接形成顶部具有开口、底部为安装板的结构，所述安装板用于安装所述抗侧滚扭杆，所述顶部与所述侧梁下侧壁焊接而构成箱型结构。
可选地，所述抗侧滚扭杆座底部的安装板由钢板压型而成，且开有螺 栓孔，用于安装所述抗侧滚扭杆。
本发明还提供了一种高速轨道列车的转向架，包括构架及安装于所述构架的轮对、轴箱、悬挂装置、基础制动装置；所述构架为以上所述的构架。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见，下面描述中的附图是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它的附图。
图1为现有技术中转向架构架示意图；
图2为图1的A向视图；
图3为图1的剖视图；
图4为本发明中气室连通结构示意图；
图5为本发明中转向架构架的示意图；
图6为图5的A向视图；
图7为图5的部分侧向剖视图；
图8为抗侧滚扭杆与抗侧滚扭杆座安装示意图；
图9为图8中的抗侧滚扭杆座示意图。
图1-3中：
侧梁1’、横梁2’、空气弹簧座3’、抗侧滚扭杆座4’、堵板5’、附加气室6’、通气孔7’。
图4-9中：
侧梁1、横梁2、气室3、抗侧滚扭杆座4、空气弹簧5、通道6、抗侧滚扭杆7；
空气弹簧座11、侧梁通孔12；
横梁通孔21；
燕尾结构41、安装板42、螺栓孔43；
主气室51。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整的描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其它实施例，都属于本发明保护的范围。
为解决上述技术问题，本发明的核心在于提供一种高速下减振效果较好的转向架构架，该构架可以更好地实现高速时空气弹簧的减振功能。本发明的另一核心在于提供一种包括所述构架的列车转向架。
需要说明的是，本文中出现的方位词“纵向”、“内”是根据构架各部分的结构及各部分相互连接后的方位定义的，“纵向”指的是与该构架的横梁2垂直的方向，即与该构架的侧梁1平行的方向；“内”指的是构架各部分相互连接后，靠近构架横向或者纵向中心线的方向。应当理解，该方位词的出现是以构架各部分相互连接后的方位而定义的，它的出现不应当影响本发明的保护范围。
请参考附图4-6，其中，图4为本发明提供的一种具体实施例中气室连通的结构示意图，图5为本发明提供的一种具体实施例中构架示意图，图6为图5的A向视图。
在一种具体实施方式中，本发明所提供的构架(示于附图4-6)包括两根侧梁1、位于侧梁1之间的两根横梁2；其中，侧梁1设有用于安装空气弹簧5的空气弹簧座11，安装后的空气弹簧5的主气室51位于侧梁1的内腔，横梁2为中空的无缝钢管结构。另外，如图4所示，本发明所提供的构架还包括通道6，用于连通空气弹簧5的主气室51与横梁2的空腔。
如图4所示，通过通道6，使空气弹簧5的主气室51与横梁2的空腔连通，则横梁2的空腔可以作为空气弹簧5的附加气室，实现了空气弹簧5的主气室51与附加气室的连通，有效利用了构架的内部空间，省去为空气弹簧5安装单独的气缸，同时增大空气弹簧5的气室容积，从而降低空气弹簧5的固有振动频率，使空气弹簧5在任何载荷下都可以保持较低而近乎相等的振动频率，实现减振功能，提高轨道列车的舒适性。
尤其重要的是，在试验中发现在高速运行环境下，现有技术中空气弹簧减振性能下降的原因在于，作为附加气室的侧梁的气密性较差。因为，侧梁1’由钢板拼接焊接形成，周边存在多条焊缝，气密性较差。本发明正是在此基础上做出的改进，将具有中空无缝钢管结构横梁2的空腔作为空气弹簧5的附加气室，无缝钢管结构周边没有接缝，气密性较好。因此，与现有技术相比，本发明所提供的空气弹簧5的附加气室气密性较好，可以满足高速时列车的减振要求。此外，无缝钢管可以选为圆环截面，在承受内部或外部径向压力时，受力较均匀，进一步满足了高速时列车的承载要求。
在一种具体实施方式中，如图4-6所示，本发明所提供的构架还可以包括纵向设置的气室3，气室3的两端分别与两根横梁2连通；另外，通道6连通气室3与空气弹簧5的主气室51，以实现空气弹簧5的主气室51与横梁2空腔的连通。
该气室3是内部中空的结构，通过其内部空腔方便地实现了通道6与横梁2空腔的连通，从而使空气弹簧5的主气室51与附加气室连通。一方面，气室3可以与横梁2的空腔一起作为附加气室，进一步增大了空气弹簧的附加气室容积，提高空气弹簧5的减振功能；另一方面，气室3纵向设置(示于附图6)，可以提高侧梁1与横梁2连接处的扭转刚度，从而提高构架的强度与刚度。
进一步地，如图6所示，气室3的两端可以分别焊接固定于对应的横梁2的内侧壁，同时，如图4所示，横梁2内侧壁对应于气室3端部的位置开设有横梁通孔21，通过横梁通孔21，横梁2空腔与气室3连通。
本实施例中，气室3与横梁2内侧壁焊接固定，连接方式比较简单，密封性能优良，而且可以省去其他的连接结构，从而实现构架的轻量化，因此，气室3与横梁2内侧壁的连接方式优选为焊接连接。但是，本领域的技术人员可以理解，理论上气室3的两端与两根横梁2的内侧壁的连接方式不仅限于焊接连接，比如，气室3两端可以插入横梁2内腔，而在它们相互连接的部位进行密封也可以，或者也可以设计相应的连接扣件。
在此基础上，气室3可以为截面呈U形的弯板结构，并以其开口侧纵向焊接于侧梁1的内侧壁，使侧梁1与横梁2之间通过气室3连接。可结合图4、 图6理解，U形弯板开口侧的两边缘焊接于横梁2，通道6对应于U形弯板开口侧的位置，以连通气室3。
该实施例中，气室3为U形弯板结构，与侧梁1的内侧壁配合形成所需的腔体，一方面，利用了侧梁1的内侧壁，可节省形成气室3的材料，实现构架的轻量化；更重要的是，实现了侧梁1和横梁2的焊接固定，以使侧梁1和横梁2无需直接焊接固定。侧梁1和横梁2直接焊接固定时，基于安装结构和空间限制，焊接形成的焊缝难于目测，不便于施焊和气密性检测，而气室3焊接位置不被遮挡，焊缝易于观测，从而易于施焊和气密性检测。
需要说明的是，由于气室3的主要作用是连通通道6与横梁2空腔，因此，气室3实际上只要为具有内部空腔的结构即可，比如，气室3的截面可以为三角形等其他形状，或者气室3也可以为直接由钢板焊接形成的完整空腔结构。但是，U形截面与三角形截面相比，抗弯截面系数大，应力小，强度高；而直接由钢板焊接形成的完整空腔结构需要形成多条焊缝，气密性较差。U形截面的弯板结构为整体式结构，气密性较好，且扭转刚度较大、结构简单。因此，本发明中气室3优选为U形截面的弯板结构。
可以理解，为了实现通道6与气室3的连通，侧梁1内侧壁与气室3开口侧对应的位置需开设侧梁通孔12。此时，通道6可横向设置，一端导通空气弹簧5的主气室51，另一端插入侧梁通孔12以导通气室3。
上述实施例中，通道6与横梁2空腔之间通过纵向设置的气室3连通，该纵向设置的气室3除了实现通道6与横梁2空腔的连通以外，还提高了构架的扭转刚度。可以理解，通道6与横梁2空腔的连通方式并不限于此。比如，构架可以包括两个弯管，所述两个弯管的一端与通道6连通，另一端分别与对应的两根横梁2空腔连通，这种结构也可以实现通道6与横梁2空腔的连通，但是，由于该结构中包括两个分开设置的弯管，与一体式结构的气室3相比，强度和刚度都较差，因此，通道6与横梁2空腔优选地通过气室3连通。
针对上述各实施例，还可以作进一步改进，请继续参考图7-9，其中，图7为图5的部分侧向剖视图；图8为抗侧滚扭杆与抗侧滚扭杆座的安装示意图；图9为图8所示的抗侧滚扭杆座示意图。
如图7、8所示，侧梁1的下方可焊接用于安装抗侧滚扭杆7的抗侧滚扭 杆座4，且抗侧滚扭杆座4与侧梁1底部圆角过渡，形成燕尾结构41。
如图8所示，本发明所提供的抗侧滚扭杆座4焊接于侧梁1的下方，此时，抗侧滚扭杆7位于侧梁1外侧，相较于设置于侧梁1内侧，两侧抗侧滚扭杆7的横向跨度大，在相同的反扭矩情况下，车体晃动幅度较小，在提高列车舒适度和抗侧滚作用上有更好的效果。
另外，上述实施例中侧梁1内侧设置有气室3，在侧梁1外侧安装抗侧滚扭杆7可避免与气室3干涉。整体上，抗侧滚扭杆装置的布置紧凑，占用横向空间最小。但是，可以理解，抗侧滚扭杆座4并不仅限于安装于侧梁1下方，也可以安装于横梁2的下方，此时，抗侧滚扭杆7即位于构架侧梁1内侧。
同时，如图9所示，抗侧滚扭杆座4与侧梁1底部圆角过渡，形成燕尾结构41，可有效缓解侧梁1与抗侧滚扭杆座4连接处的应力集中问题，从而提高构架的强度。另外，侧梁1与抗侧滚扭杆座4的连接方式也不仅限于焊接，原因同上，这里不再赘述。
具体地，抗侧滚扭杆座4可以为由钢板焊接形成顶部具有开口、底部为安装板42的结构，其中，安装板42用于安装抗侧滚扭杆7，抗侧滚扭杆座4的顶部与侧梁1可通过焊接而构成箱型结构。
如图7、8所示，抗侧滚扭杆座4的顶部与侧梁1底壁焊接构成箱型结构，保证具有足够的结构强度和刚度，而且箱型内部提供了抗侧滚扭杆7的安装空间。
进一步地，抗侧滚扭杆座4底部的安装板42可以由钢板压型而成，且开有螺栓孔43，用于安装所述抗侧滚扭杆7。
如图7、8所示，抗侧滚扭杆座4底部的安装板42由钢板压型而成，钢板压型的成型方法具有重量轻、强度高等优点。可以理解，安装板42的成型方法不仅限于钢板压型，也可以采用铸造等其他成型方法，但是，与压型相比，铸造形成的钢板强度较低，因此，本实施例中安装板42优选钢板压型的成型方法。
综上所述，本发明所提供的构架采取焊接连接的构架整体式结构，在实现连接稳定性与强度的前提下能够有效地简化各梁之间的连接结构，实现轻量化，并在侧梁1与横梁2之间焊接气室3，相互连通的气室3与横梁2 空腔用作空气弹簧5的附加气室，整体结构简单，利于在侧梁1下方安装抗侧滚扭杆7，在实现减振与强度的前提下，能够提高车辆的抗侧滚刚度，进而满足高速时轨道列车的要求。
本发明还提供了一种高速轨道列车的转向架，包括构架及安装于所述构架的轮对、轴箱、悬挂装置、基础制动装置；所述构架为以上任一实施例所述的构架。由于上述构架具有上述技术效果，具有该构架的转向架也具有相同的技术效果，此处不再赘述。
以上对本发明所提供的一种高速轨道列车转向架及其构架结构均进行了详细介绍。本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想。应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以对本发明进行若干改进和修饰，这些改进和修饰也落入本发明权利要求的保护范围内。

Claims (8)

  1. 一种高速轨道列车转向架构架，包括侧梁(1)、位于所述侧梁(1)之间的横梁(2)，所述侧梁(1)设有用于安装空气弹簧(5)的空气弹簧座(11)，其特征在于：所述横梁(2)为中空的无缝钢管结构；所述构架还包括通道(6)，所述通道(6)连通所述空气弹簧(5)的主气室(51)与所述横梁(2)空腔；
    所述侧梁(1)的下方焊接用于安装抗侧滚扭杆(7)的抗侧滚扭杆座(4)，且所述抗侧滚扭杆座(4)与所述侧梁(1)底部圆角过渡，形成燕尾结构(41)。
  2. 根据权利要求1所述的高速轨道列车转向架构架，其特征在于：还包括纵向设置的气室(3)，所述气室(3)的两端分别与两根所述横梁(2)连通；所述通道(6)连通所述气室(3)以实现与所述横梁(2)空腔的连通。
  3. 根据权利要求2所述的高速轨道列车转向架构架，其特征在于：所述气室(3)的两端焊接固定于对应的所述横梁(2)的内侧壁，所述横梁(2)内侧壁对应于所述气室(3)端部的位置开设有横梁通孔(21)，以导通所述横梁(2)空腔与所述气室(3)。
  4. 根据权利要求3所述的高速轨道列车转向架构架，其特征在于：所述气室(3)为截面呈U形的弯板结构，以其开口侧纵向焊接于所述侧梁(1)的内侧壁；所述气室(3)连接所述侧梁(1)与所述横梁(2)。
  5. 根据权利要求2至4中任一项所述的高速轨道列车转向架构架，其特征在于：所述侧梁(1)内侧壁与所述气室(3)开口侧对应的位置开设有侧梁通孔(12)；所述通道(6)横向设置，一端导通所述空气弹簧(5)的主气室(51)，另一端插入所述侧梁通孔(12)以导通所述气室(3)。
  6. 根据权利要求5所述的高速轨道列车转向架构架，其特征在于：所述抗侧滚扭杆座(4)由钢板焊接形成顶部具有开口、底部为安装板(42)的结构，所述安装板(42)用于安装所述抗侧滚扭杆(7)，所述顶部与所述侧梁(1)下侧壁焊接构成箱型结构。
  7. 根据权利要求6所述的高速轨道列车转向架构架，其特征在于：所述抗侧滚扭杆座(4)底部的安装板(42)由钢板压型而成，且开有螺栓孔(43)，用于安装所述抗侧滚扭杆(7)。
  8. 一种高速轨道列车的转向架，包括构架及安装于所述构架的轮对、轴箱、悬挂装置、基础制动装置，其特征在于：所述构架为权利要求1-7任一项所述的高速轨道列车的转向架构架。
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