WO2017092302A1 - 一种空心轴桥结构及轮对 - Google Patents

一种空心轴桥结构及轮对 Download PDF

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Publication number
WO2017092302A1
WO2017092302A1 PCT/CN2016/088504 CN2016088504W WO2017092302A1 WO 2017092302 A1 WO2017092302 A1 WO 2017092302A1 CN 2016088504 W CN2016088504 W CN 2016088504W WO 2017092302 A1 WO2017092302 A1 WO 2017092302A1
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WIPO (PCT)
Prior art keywords
wheel
bearing
axle
hub
axle bridge
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/CN2016/088504
Other languages
English (en)
French (fr)
Inventor
邓小星
陈喜红
陈国胜
李冠军
陈清明
陶功安
曾艳梅
张建全
向阳
钟晓波
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 Zhuzhou Locomotive Co Ltd
Original Assignee
CRRC Zhuzhou Locomotive 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 CN201510882519.1A external-priority patent/CN105437868B/zh
Priority claimed from CN201510884968.XA external-priority patent/CN105416332B/zh
Application filed by CRRC Zhuzhou Locomotive Co Ltd filed Critical CRRC Zhuzhou Locomotive Co Ltd
Priority to DE112016005502.1T priority Critical patent/DE112016005502B4/de
Publication of WO2017092302A1 publication Critical patent/WO2017092302A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B17/00—Wheels characterised by rail-engaging elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/02—Dead axles, i.e. not transmitting torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/02—Dead axles, i.e. not transmitting torque
    • B60B35/04—Dead axles, i.e. not transmitting torque straight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/02—Dead axles, i.e. not transmitting torque
    • B60B35/08—Dead axles, i.e. not transmitting torque of closed hollow section
    • 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
    • B61F5/50—Other details

Definitions

  • the invention relates to a hollow shaft bridge structure and a wheel pair, belonging to the field of rail vehicles, and particularly suitable for rail vehicles such as an EMU, a passenger car and a city rail.
  • the lightweight of bogies has always been pursued by designers. With the development of China's rolling stock, especially high-speed EMUs, the weight of bogies has reached a bottleneck. Among them, it is difficult to reduce the weight of the bogie frame, and it is more difficult to reduce the weight of the wheel pair belonging to the unsprung mass. Especially for high-speed EMUs, one of the keys to breaking the existing speed limit is to design a lighter weight wheelset assembly. In addition, lightweight wheelset components are also important for reducing line damage and energy savings.
  • the coupling wheel pair is a wheel-pair structure between the rigid wheel pair and the independent rotating wheel pair, and the torsional coupling stiffness of the left and right wheels is not as large as the rigid wheel pair and does not seem to be 0 like the independent rotating wheel pair. .
  • the biggest advantage of the rigid wheel pair is automatic guiding.
  • the disadvantage is that there is a risk of snakes and the tread of the small curve line is worn.
  • the biggest advantage of the independent rotating wheel pair is that the snake is very stable and the wheel can pass through purely when the small curve passes.
  • the disadvantage is the lack of automatic The alignment ability causes the rim to be severely rubbed.
  • the invention aims to provide a hollow shaft bridge structure and a wheel pair.
  • the hollow shaft bridge only bears the bending moment load, the torque load is carried by the torsion bar, and the axle bridge has no bending-torsion coupling load of the traditional wheel-to-axle, and the reliability is higher.
  • the quality of the wheelset is greatly reduced compared with the traditional wheelset. Therefore, it is possible to promote the speed increase of the high-speed EMU, which is also beneficial to reduce line damage and energy saving.
  • a hollow shaft bridge structure comprising a shaft bridge for mounting a corresponding wheel through a bearing
  • the structural feature is that the axle bridge is a hollow tubular structure for bearing a bending moment load generated by the lateral force and the vertical force of the wheel a torsion bar fixedly connected to the corresponding drive plate in the axle bridge, the torsion bar being fixedly connected with the drive plate and the wheel to bear a torque load, so that the wheel, the drive plate and the torsion bar can be wound The center of the axle bridge rotates.
  • the present invention can be further optimized, and the following is a technical solution formed after optimization:
  • the bearings supported on the axle bridge are located within the hub bore of the respective wheel, while the conventional wheelset bearing is located in a separate axlebox external to the wheel.
  • the axle bridge is a hollow structure, and the torsion bar may be solid or hollow.
  • the torsion bar is a hollow tubular structure.
  • the axle bridge is symmetrically disposed with a built-in suspension support.
  • a series of suspensions are built in, reducing the length of the axle bridge and the torsion bar.
  • the suspension mount includes a spring mounting interface, a damper mounting interface, and a longitudinal lateral suspension interface; the suspension mount of the axle bridge is coupled to the frame by a spring, a damper, and a longitudinal lateral suspension assembly.
  • the length of the axle bridge and the torsion bar is shorter than that of the conventional wheelset axle due to the outer axle box without the conventional wheelset, and the mass is small.
  • the present invention also provides a wheel set including a shaft bridge; the two ends of the axle bridge are respectively mounted in the hub holes of the first wheel and the second wheel through respective bearings;
  • the axle bridge has a hollow shaft bridge structure as described above; lateral and vertical forces of the first wheel and the second wheel are transmitted to the axle bridge through the bearing; at least the outer end of the hub of the first wheel is provided with a drive plate, An inner end surface of the drive plate is rigidly coupled to an end of the torsion bar, and the first wheel and the drive plate, the torsion bar, and the second wheel are rotatable about a center of the axle.
  • the outer ends of the hubs of the first wheel and the second wheel are each provided with a drive plate, and inner end faces of the two drive plates are respectively rigidly coupled with corresponding ends of the torsion bar.
  • the wheel pair composition of the invention arranges the bearing between the wheel and the axle bridge, and the traditional axle box is eliminated; the wheel is connected with the torsion bar through the transmission disk, and the torsion bar is connected to the other side wheel through the transmission disk, thereby realizing the left and right wheels Synchronous rotation.
  • the outer ring of the bearing is press-fixed and fixed to the hub through the driving disk and the inner end cover mounted on the inner side of the hub, so that the first wheel and the second wheel respectively correspond to the outer ring of the corresponding bearing, the driving disk,
  • the inner end cap is formed in one piece.
  • the hub of the second wheel cooperates with the outer ring of the bearing, and the hub and the outer ring are press-fixed by the outer end cover and the inner end cover on the inner side of the outer ring, so that the second wheel outer ring when the wheel pair travels
  • the outer end cover and the inner end cover form a whole.
  • the problem to be solved by the present invention is that the left and right wheels of the coupling wheel pair are coupled by a friction pair, which allows the friction torque to be flexibly controlled.
  • the axle bridge only bears the bending moment load, the torque load is borne by the torsion bar, and the axle bridge has no conventional
  • the bending and torsion coupling load of the wheel-to-axle has higher reliability, so that the effect of the automatic steering and curve reduction of the coupling wheel pair can be maximized.
  • the outer end of the hub of the second wheel is provided with an outer end cover, A friction coupling mechanism is provided between the hub and the outer end cover, and the friction coupling mechanism is used to form the wheel pair to form an independent rotating wheel pair or a torsion coupling wheel pair.
  • the torsion coupling wheel pair means that the two wheel sets are torque-transmitted at this time to become a rigid wheel pair.
  • the core portion of the torsion coupling wheel pair of the present invention is an electrically controlled coupling mechanism.
  • the contact force of the bonding surface is small, so the frictional force of the bonding surface is also small, and the left and right wheels are allowed to rotate independently, and the wheel pair is represented as an independent rotating wheel pair.
  • the power supply cable has a current, under the action of the magnetic flux, the bonding surface generates a contact force, and at the same time, the bonding surface generates a frictional force, so the outer end cover forms a frictional coupling moment with the iron core, that is, the left and right wheels have friction coupling torque. .
  • the wheel pair behaves as a torsion coupling wheel pair.
  • the bonding surface When the supply current is large enough, the bonding surface generates a large contact force (since the gap of the bonding surface is very small, the magnetic attraction force is calculated), and the bonding surface generates a large friction force, so the outer end cover
  • the friction coupling torque with the iron core is so great that the mating surface is completely unable to slide, and the wheel pair performance is approximately a rigid wheel pair.
  • the friction coupling mechanism comprises a core with a suction cup, a winding coil wrapped around the iron core; a first bonding surface is formed between the outer end of the iron core and the inner side wall of the outer end cover, the suction cup and the suction cup The outer end covers are radially adhered to form a second bonding surface, and the suction cup and the outer end cover are axially abutted to form a third bonding surface; when the winding coil generates a magnetic flux, the magnetic flux flows through the iron core
  • the first bonding surface, the outer end cover, the third bonding surface, the second bonding surface, and the suction cup return to the iron core to form a closed magnetic flux loop.
  • the contact force of the bonding surface is small, so the frictional force of the bonding surface is also small, so the coupling torque between the outer end cover and the iron core is small, and the left and right wheels are allowed to rotate independently.
  • the hour wheel pair behaves as an independent rotating wheel pair.
  • the winding coil generates magnetic flux, and the magnetic flux flows through the iron core, the bonding surface, the outer end cover, the bonding surface, and the suction cup, and then returns to the iron core to form a closed magnetic flux loop. Therefore, the outer end cap forms a frictional coupling moment with the iron core, that is, the left and right wheels have friction coupling torque.
  • Wheel pair It behaves as a twisted coupling wheel set.
  • the inner end of the iron core has end teeth
  • the outer end of the torsion bar has end teeth that mesh with the inner end end of the iron core; the outer end of the torsion bar engages with the inner end of the iron core and passes through the tight
  • the firmware is fixed together.
  • the first bonding surface, the third bonding surface and the second bonding surface are friction surfaces with friction protrusions.
  • the two stages of the winding coil are connected to a brush which is in conductive contact with a brush disk mounted at the end of the axle bridge, the brush disk being electrically connected to the power supply cable.
  • a cable hole for passing through the power supply cable is formed on the axle bridge to prevent the cable winding problem.
  • the connection between the torsion bar and the drive plate is prevented from being fatigued, and the end of the torsion bar is provided with end teeth, the drive plate
  • the inner end surface is provided with end teeth that are coupled to the end teeth.
  • the outer ring of the bearing is fixedly connected with the inner edge of the hub, and the inner ring of the bearing is fixedly connected with the outer wall surface of the axle bridge.
  • the two ends of the axle bridge and the inner ring of the bearing are pressed and fixed on both sides of the bearing by the gland located on the outer side of the bearing and the retaining ring on the inner side of the bearing, so that the two ends of the axle bridge and the inner ring of the corresponding bearing are respectively pressed.
  • the cover and the retaining ring form a whole.
  • the hub of the first wheel cooperates with the outer ring of the bearing, and the hub and the outer ring are press-fixed on both sides of the inner end cover of the inner side of the bearing through the drive plate, so that the first wheel when the wheel pair travels,
  • the outer ring of the bearing, the drive plate and the inner end cap form a unitary body.
  • Both ends of the axle bridge cooperate with the inner ring of the bearing, and the axle bridge and the inner ring are pressed and fixed by the gland located outside the inner ring and the retaining ring located inside the inner ring, so that the wheel pair travels
  • the bridge, the inner ring, the gland, and the retaining ring form a whole.
  • the connection between the torsion bar and the drive plate is prevented from being fatigued, and the inner circumference of one side of the drive plate has end teeth distributed along the circumference.
  • the end of the torsion bar also has end teeth distributed along the circumference; the end teeth of the drive plate are engaged with the end teeth of the torsion bar and fixed by fasteners, so that the first wheel and the drive plate are when the wheel pair travels,
  • the torsion bar rotates synchronously around the center of the axle.
  • the fasteners only serve as a connection and do not withstand torque.
  • brake discs are mounted on the webs of the first wheel and the second wheel.
  • the length of the axle bridge and the torsion bar are reduced, and the axle bridge is symmetrically disposed with a series of suspension carriers for mounting a series of suspensions.
  • brake discs are mounted on the webs of the first wheel and the second wheel.
  • the wheel pair composition of the invention arranges the bearing between the wheel and the axle bridge, and the traditional axle box is eliminated; the wheel is connected with the torsion bar through the transmission disk, and the torsion bar is connected to the other side wheel through the transmission disk, thereby realizing the left and right wheels Synchronous rotation.
  • the wheelset assembly of the present invention has all the functions of self-steering, synchronous drive braking, and the like included in the transmission wheel pair.
  • the wheelset composition quality of the present invention is reduced by about 20%-30%.
  • the axle bridge is a hollow structure, and the torsion bar can be solid or hollow, but compared to the traditional wheel The full solid axle has a small mass.
  • the wheel hub and the bearing outer ring do not have the same interference as the traditional wheel-to-wheel alignment, so the hub can be thinned to facilitate weight reduction.
  • the invention improves the bearing force of the axle, the axle bridge only bears the bending moment load, the torque load is carried by the torsion bar, and the axle bridge has no bending-torsion coupling load of the traditional wheel-to-axle. Therefore, the fatigue load on the axle bridge is significantly reduced, and the axle bridge can be made lighter and thinner.
  • the present invention realizes the allowable torsional coupling torque of the control wheel pair by controlling the magnitude of the supply current.
  • the current can be increased to achieve automatic alignment of the wheel pair.
  • the current can be adjusted in time when the bogie is unstable, and the torsion coupling torque can be adjusted to make the bogie return to the snake stable state.
  • the control algorithm can realize the rolling stock. Active control of snake movement.
  • the misalignment angular velocity of the friction pair according to the present invention is small (compared to the friction pair of the brake disc), so the heat generation and life of the friction pair are at a completely controllable level.
  • the electromagnet composition principle of the invention is consistent with the electromagnetic lock, and only requires about one power consumption of the energy-saving lamp to maintain the contact force required by the friction pair;
  • the second advantage of using the electromagnet as the action force is the contact force of the friction pair. It can be precisely controlled by adjusting the current and the contact force value is very stable;
  • the third advantage of using an electromagnet as the operating force is that the electronic control has the fastest response speed.
  • the loop current can be controlled by the algorithm to control the coil current, so as to improve the stability of the rolling stock.
  • Embodiment 1 is a schematic structural view of Embodiment 1 of the present invention.
  • FIG. 2 is a schematic structural view of a suspension interface of the present invention
  • Figure 3 is a schematic structural view of a wheel of the present invention.
  • Figure 4 is a schematic structural view of the axle bridge of the present invention (with a section cut);
  • Figure 5 is a schematic structural view of a drive disk of the present invention.
  • Figure 6 is a schematic structural view of a torsion bar of the present invention.
  • Figure 7 is a schematic structural view of Embodiment 2 of the present invention.
  • Figure 8 is a schematic view showing the structure of the rigid connection side of the wheel set of the present invention.
  • Figure 9 is a schematic view showing the structure of the wheel-to-wire friction coupling side of the present invention.
  • Figure 10 is a schematic illustration of the closed path of the wheelset flux of the present invention.
  • a wheel pair as shown in Figure 1, the wheel pair consists essentially of a bilaterally symmetrical structure.
  • the hub of the first wheel 1 3 cooperates with the outer ring 13 of the bearing 6, and presses the outer ring 13 of the bearing 6 on both sides with the drive plate 7 and the inner end cover 14. Screws 5 are used to fasten the drive disc 7 and the hub 3 for fastening the inner end cap 14 and the hub 3.
  • the first wheel 1 is formed integrally with the outer ring 13, the drive plate 7, and the inner end cover 14 of the bearing 6 during travel.
  • both ends of the axle bridge 19 are engaged with the inner ring 12 of the bearing 6, and the inner ring 12 of the bearing 6 is pressed against the both sides by the gland 10 and the retaining ring 16.
  • the retaining ring 16 is in contact with the shoulder 17 of the axle bridge 19, and the screw 11 is coupled to the gland 10 and the axle bridge 19. Under the tightening force of the screw 11, both sides of the inner ring 12 of the bearing 6 are pressed.
  • the axle bridge 19 is formed integrally with the inner ring 12 of the bearing 6, the gland 10, and the retaining ring 16 during travel.
  • the vertical forces of the first wheel 1 and the second wheel 21 are transmitted to the axle bridge 19 via the bearing 6; the lateral forces of the first wheel 1 and the second wheel 21 are also transmitted to the axle bridge 19 via the bearing 6. Thereby, the transmission of the vertical force and the lateral force between the wheel and the axle bridge is realized.
  • the hub 3 of the first wheel 1 has end teeth 4 distributed along the circumference, and the outer circumference of one side of the transmission disc 7 also has end teeth 4 distributed along the circumference; under the fastening of the screw 5, the hub 3 The end teeth 4 are tightly engaged with the end teeth 4 of the drive disc 7.
  • the inner circumference of one side of the drive disc 7 has circumferentially distributed end teeth 8, and both ends of the torsion bar 20 also have end teeth 8 distributed along the circumference; screws 9 are used to fasten the drive disc 7 and the torsion bar 20, in the tightness of the screw 9.
  • the end teeth 8 of the drive disc 7 are tightly engaged with the end teeth 8 of the torsion bar 20.
  • the first wheel 1 rotates synchronously with the drive plate 7, the torsion bar 20, and the wheel 21 about the center of the wheel axle.
  • the transmission of the vertical force and the lateral force between the first wheel 1 and the second wheel 21 and the axle bridge 19 and the synchronous rotation of the first wheel 1 and the second wheel 21 are simultaneously achieved.
  • the wheel set has all the functions of self-steering, synchronous drive braking, etc. included in the drive wheel pair.
  • the axle bridge 19 is symmetrically disposed with a series of suspension bearing seats 39.
  • the primary suspension carrier 39 includes a spring mounting interface 43, a damper mounting interface 40, and a longitudinal lateral suspension interface 38.
  • a series of suspension carriers 39 of the axle bridge 19 are coupled to the spring 18, the damper 41, and the longitudinal lateral suspension assembly 37.
  • the frame 42 is connected to achieve a series of suspension functions. Under the action of a series of suspensions, the axle bridge 19 has no rotation.
  • the brake disc 2 is mounted on the web of the first wheel 1 and the second wheel 21 to effect the mounting of the brake disc.
  • the wheel pair composition has the following characteristics:
  • the wheelset consists of all functions such as self-steering and synchronous drive braking included in the drive wheel pair.
  • the axle bridge 19 is a hollow structure, and the torsion bar 20 may be solid or hollow, but has a smaller mass than a full solid axle of a conventional wheelset.
  • the wheel hub 3 and the bearing outer ring 13 do not have the same interference as the conventional wheel-to-wheel coupling, so that the hub 3 can be thinned to facilitate weight reduction.
  • the axle bridge 19 is only subjected to the moment load, and the torque load is carried by the torsion bar 20, and the axle bridge 19 has no bending-torsion coupling load of the conventional wheel-to-axle. Therefore, the fatigue load on the axle bridge is significantly reduced, and the axle bridge can be made lighter and thinner.
  • An electrically controlled coupling wheel set as shown in Figure 7, is distributed by friction coupling mechanism for convenience of description
  • the position divides the wheel pair into a rigid joint side (Fig. 8) and a friction coupling side (Fig. 9).
  • the structure is shown in Figures 7 and 8.
  • the hub 3 of the first wheel 1 cooperates with the outer ring 13 of the bearing 6, and the outer ring 13 of the bearing 6 is pressed against the sides of the bearing 6 by the drive plate 7 and the inner end cover 14. Screws 5 are used to fasten the drive disc 7 and the hub 3 for fastening the inner end cap 14 and the hub 3.
  • the first wheel 1 is formed integrally with the outer ring 13, the drive plate 7, and the inner end cover 14 of the bearing 6 during travel.
  • the ends of the axle bridge 19 cooperate with the inner ring 12 of the bearing 6, and the inner ring 12 of the bearing 6 is pressed against the sides of the bearing 6 by the gland 10 and the retaining ring 16.
  • the retaining ring 16 is in contact with the shoulder 17 of the axle bridge 19, and the screw 11 is coupled to the gland 10 and the axle bridge 19. Under the tightening force of the screw 11, both sides of the inner ring 12 of the bearing 6 are pressed. Thus, the axle bridge 19 is formed integrally with the inner ring 12 of the bearing 6, the gland 10, and the retaining ring 16 during travel.
  • the hub 3 of the first wheel 1 has end teeth 4 distributed along the circumference, and the outer circumference of one side of the transmission disc 7 also has end teeth 4 distributed along the circumference; When fixed, the end teeth 4 of the hub 3 are tightly engaged with the end teeth 4 of the drive plate 7.
  • the inner circumference of one side of the drive disc 7 has circumferentially distributed end teeth 8, and both ends of the torsion bar 20 also have end teeth 8 distributed along the circumference; screws 9 are used to fasten the drive disc 7 and the torsion bar 20, in the tightness of the screw 9. In solidification, the end teeth 8 of the drive disc 7 are tightly engaged with the end teeth 8 of the torsion bar 20. Under the coupling of the end teeth 4 and the end teeth 8, the first wheel 1 and the drive plate 7 and the torsion bar 20 rotate synchronously around the center of the axle.
  • the structure is shown in Figures 7 and 9.
  • the hub 3 of the second wheel 21 cooperates with the outer ring 13 of the bearing 6, and the outer ring 13 of the bearing 6 is pressed bilaterally by the outer end cap 25 and the inner end cap 14.
  • a screw 24 is used to fasten the outer end cap 7 and the hub 3, and the screw 15 is used to fasten the inner end cap 14 and the hub 3. Therefore, the second wheel 21 is integrally formed with the outer ring 13, the outer end cover 25, and the inner end cover 14 of the bearing 6 during traveling.
  • the ends of the axle bridge 19 cooperate with the inner ring 12 of the bearing 6, and the inner ring 12 of the bearing 6 is pressed against the sides of the bearing 6 by the gland 10 and the retaining ring 16.
  • the retaining ring 16 is connected to the shoulder 17 of the axle bridge 19
  • the screw 32 is coupled to the gland 10 and the axle bridge 19, and under the fastening force of the screw 32, both sides of the inner ring 12 of the bearing 6 are pressed.
  • the axle bridge 19 is formed integrally with the inner ring 12 of the bearing 6, the gland 10, and the retaining ring 16 during travel.
  • the hub 3 of the second wheel 21 has end teeth 23 distributed along the circumference
  • the outer circumference of the outer end cover 25 also has end teeth 23 distributed along the circumference; at the screw 24 Under tightening, the end teeth 23 of the hub 3 are tightly engaged with the end teeth 23 of the outer end cap 25. Under the coupling of the end teeth 23, the second wheel 21 and the outer end cap 25 rotate synchronously about the center of the axle.
  • a friction coupling mechanism is also provided for the friction coupling side.
  • the friction coupling mechanism is composed of a core 28 with a suction cup 26, a winding coil 27 and an outer end cover 25.
  • the iron core 28 is attached to the outer end cover 25 (the bonding surface is 36), and the suction cup 26 of the iron core 28 and the outer end cover 25 are axially and radially fitted (the bonding surfaces are 35 and 34), and the third bonding is performed.
  • the face 35 and the second abutment face 34 constrain the axial and radial displacement of the core 28.
  • the core 28 has end teeth 30 which bite with the end teeth 30 of the torsion bar 20 and are axially tensioned by the screws 29.
  • the winding coil 27 is wound around the core 28.
  • the two stages of the winding coil 27 are connected to the brush 31, and the brush 31 is in pressure contact with the brush pad 33, and the brush pad 33 is connected to the power supply cable 22.
  • the axle bridge 19 is symmetrically disposed with a series of suspension bearing seats. Under the action of a suspension 18, the axle bridge 19 does not rotate when the wheelset rolls forward, so the power supply cable 22 can be selectively led out from the axle bridge 19. The power supply cable 22 does not wrap when the wheel rolls forward.
  • the first bonding surface 36, the third bonding surface 35, and the second bonding surface 34 have a small contact force, so the first bonding surface 36, the third bonding surface 35, and the first The frictional force of the second abutment surface 34 is also small, so the coupling torque of the outer end cover 25 and the iron core 28 is small, and the first wheel 1 and the second wheel 21 allow independent rotation. At this point, the wheel pair behaves as an independent rotating wheel pair.
  • the winding coil 27 when the power supply cable 22 has a current, the winding coil 27 generates a magnetic flux, and the magnetic flux flows through the iron core 28, the first bonding surface 36, the outer end cover 25, the third bonding surface 35, and the second. Fit surface 34, The chuck 26 is returned to the core 28 to form a closed flux loop.
  • the first bonding surface 36, the third bonding surface 35 and the second bonding surface 34 Under the action of the magnetic flux, the first bonding surface 36, the third bonding surface 35 and the second bonding surface 34 generate a contact force, while the first bonding surface 36, the third bonding surface 35 and the second bonding surface
  • the face 34 generates a frictional force, so the outer end cap 25 forms a frictional coupling moment with the core 28, that is, the first wheel 1 and the second wheel 21 have a frictional coupling moment.
  • the wheel pair behaves as a torsion coupling wheel pair.
  • the first bonding surface 36, the third bonding surface 35, and the second bonding surface 34 generate a large contact force (due to the first bonding surface 36 and the third bonding surface).
  • the gap between the 35 and the second bonding surface 34 is very small, and the magnetic attraction force is calculated to be large, and the first bonding surface 36, the third bonding surface 35, and the second bonding surface 34 generate a large friction force.
  • the outer end cover 25 and the iron core 28 form a frictional coupling torque so that the first abutment surface 36, the third abutment surface 35 and the second abutment surface 34 are completely unable to slide, and the wheel pair performance is approximately a rigid wheel. Correct.
  • the misalignment angular velocity of the friction pair according to the present invention is small (compared to the friction pair of the brake disc), so the heat generation and life of the friction pair are at a completely controllable level.
  • the electromagnet composition principle of the invention is consistent with the electromagnetic lock, and only requires about one power consumption of the energy-saving lamp to maintain the contact force required by the friction pair;
  • the second advantage of using the electromagnet as the action force is the contact force of the friction pair. It can be precisely controlled by adjusting the current and the contact force value is very stable;
  • the third advantage of using an electromagnet as the action force is that the electronic control has the fastest response speed.
  • the invention realizes the allowable torsional coupling torque of the wheel set by controlling the magnitude of the supply current.
  • the current can be increased to achieve automatic alignment of the wheel pair.
  • the control algorithm can realize the rolling stock. Active control of snake movement.
  • the misalignment angular velocity of the friction pair according to the present invention is small (compared to the friction pair of the brake disc), so the heat generation and life of the friction pair are at a completely controllable level.
  • the electromagnet composition principle of the invention is consistent with the electromagnetic lock, and only requires about one power consumption of the energy-saving lamp to maintain the contact force required by the friction pair;
  • the second advantage of using the electromagnet as the action force is the contact force of the friction pair. It can be precisely controlled by adjusting the current and the contact force value is very stable;
  • the third advantage of using an electromagnet as the action force is that the electronic control has the fastest response speed.

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Abstract

一种轮对，包括轴桥（19），分别通过相应轴承（6）装在第一车轮（1）和第二车轮（21）的轮毂（3）孔内；轴桥（19）为空心管状结构，轴桥（19）内套装有一根扭杆（20）；车轮（1,21）轮毂（3）外端装有传动盘（7），传动盘（7）的内端面与扭杆（20）的端部固定相连，实现了左右车轮（1,21）的转动。该轮对改善了车轴受力且质量相比传统轮对减少约20%-30%。还公开一种空心轴桥结构。

Description

一种空心轴桥结构及轮对 技术领域
本发明涉及一种空心轴桥结构及轮对，属于轨道车辆领域，尤其适用于动车组、客车、城轨等轨道车辆。
背景技术
转向架轻量化是设计者们的一直追求，随着我国机车车辆特别是高速动车组的发展，转向架轻量化已经走到了瓶颈。其中，对转向架构架的轻量化都很难，而对属于簧下质量的轮对进行轻量化更加艰难。特别是高速动车组，若想突破现有速度极限，关键之一是必须设计更为轻量化的轮对组件。此外轻量化轮对组件还对减小线路损伤和节能减排意义重大。
此外，耦合轮对是介于刚性轮对与独立旋转轮对之间的轮对结构，其左、右车轮的扭转耦合刚度不像刚性轮对那么大也不像独立旋转轮对那样似乎为0。刚性轮对最大优点是自动导向，缺点是存在蛇行风险并且小曲线线路踏面磨耗大；而独立旋转轮对最大优点是蛇行稳定性非常好且小曲线通过时车轮可以纯滚动通过，缺点是缺乏自动对中能力从而引起轮缘碰磨严重。
在现有轮对结构下，对轮对进行大幅轻量化不太可能。因此必须基于轮轨关系理论创新结构，才能实现显著的轻量化。而对于耦合轮对的研究大多基于磁流变技术，磁流变耦合技术结构较复杂，实用性受限，亟待解决。
发明内容
本发明旨在提供一种空心轴桥结构及轮对，该空心轴桥只承受弯矩载荷，扭矩载荷由扭杆承担，轴桥无传统轮对车轴的弯扭耦合载荷，可靠性更高。 同时轮对质量相比传统轮对大幅减小，因此，有可能促成高速动车组进一步提速，也有益于减小线路损伤和节能减排。
为了实现上述目的，本发明所采用的技术方案是：
一种空心轴桥结构，包括用于通过轴承安装相应车轮的轴桥，其结构特点是，所述轴桥为空心管状结构，用于承担所述车轮横向力和垂向力产生的弯矩载荷；套装在所述轴桥内用于与相应传动盘固定相连的扭杆，该扭杆与所述传动盘、车轮固定相连而承担扭矩载荷，而使所述车轮、传动盘和扭杆可绕轴桥中心转动。
根据本发明的实施例，还可以对本发明作进一步的优化，以下为优化后形成的技术方案：
优选地，所述轴桥内壁与扭杆外壁之间具有间隙。
优选地，支承在所述轴桥上的轴承位于相应车轮的轮毂孔内，而传统轮对轴承位于车轮外部的独立轴箱内。
所述轴桥为空心结构，扭杆可以是实心也可以是空心结构，优选所述扭杆为空心管状结构。由此，相比传统轮对的全实心车轴，质量更小。
优选地，所述轴桥左右对称设置了内置式一系悬挂承载座。由此，一系悬挂内置，减小了轴桥和扭杆长度。
所述一系悬挂承载座包括弹簧安装接口、减振器安装接口和纵向横向悬挂接口；所述轴桥的一系悬挂承载座通过弹簧、减振器、纵向横向悬挂组件与构架连接。
优选地，由于无传统轮对的外置轴箱，轴桥和扭杆的长度比传统轮对车轴短，质量较小。
基于同一个发明构思，本发明还提供了一种轮对，其包括轴桥；所述轴桥的两个端部分别通过相应轴承装在第一车轮和第二车轮的轮毂孔内；所述轴桥具有如上所述的空心轴桥结构；所述第一车轮和第二车轮的横向力和垂向力通过轴承传递至轴桥；至少所述第一车轮的轮毂外端装有传动盘，该传动盘的内端面与所述扭杆的一个端部配合刚性连接，所述第一车轮与传动盘、扭杆、第二车轮可绕轮轴中心转动。
根据本发明的一个实施例，所述第一车轮和第二车轮的轮毂外端均装有传动盘，两个传动盘的内端面分别与所述扭杆的相应端部配合刚性连接。
本发明的轮对组成将轴承布置在车轮与轴桥之间，取消了传统的轴箱；车轮通过传动盘与扭杆连接，扭杆再通过传动盘与另一侧车轮连接，实现了左右车轮同步旋转。
所述轴承的外圈与所述轮毂通过传动盘和装在轮毂内侧的内端盖双侧压紧固定相连，使所述第一车轮和第二车轮分别与相应的轴承的外圈、传动盘、内端盖形成一个整体。
所述第二车轮的轮毂与轴承的外圈配合，且所述轮毂与外圈通过外端盖和位于外圈内侧的内端盖双侧压紧固定，使轮对行进时第二车轮外圈、外端盖、内端盖形成一个整体。
本发明进一步要解决的问题是将耦合轮对的左、右车轮通过一个摩擦副耦合，允许摩擦力矩灵活控制，同时，轴桥只承受弯矩载荷，扭矩载荷由扭杆承担，轴桥无传统轮对车轴的弯扭耦合载荷，可靠性更高，从而可以最大程度发挥耦合轮对自动导向、曲线减磨的作用。
根据本发明的另一个实施例，所述第二车轮的轮毂外端设有外端盖，该 轮毂与外端盖之间设有摩擦耦合机构，该摩擦耦合机构用于使轮对形成独立旋转轮对或扭转耦合轮对。
所述扭转耦合轮对是指两个轮对之间在此时扭力传动而成为刚性轮对。
本发明的扭转耦合轮对核心部分为电控耦合机构。当供电电流为0时，贴合面接触力很小，因此贴合面的摩擦力也很小，左、右车轮允许独立旋转，此时轮对表现为独立旋转轮对。当供电电缆有电流时，在磁通的作用下，贴合面产生接触力，同时贴合面产生摩擦力，所以外端盖与铁芯形成摩擦耦合力矩，即左、右车轮存在摩擦耦合力矩。此时轮对表现为扭转耦合轮对。当供电电流足够大时，贴合面产生很大的接触力(由于贴合面间隙非常小，经计算，磁吸力将很大)，同时贴合面产生很大的摩擦力，所以外端盖与铁芯形成摩擦耦合力矩很大以至于贴合面完全无法滑动，此时轮对表现近似为刚性轮对。
优选地，所述摩擦耦合机构包括带吸盘的铁芯，包绕在铁芯上的绕组线圈；所述铁芯外端与外端盖内侧壁之间形成第一贴合面，所述吸盘与外端盖之间径向贴合形成第二贴合面，该吸盘与外端盖之间轴向贴合形成第三贴合面；所述绕组线圈产生磁通时，磁通流经铁芯、第一贴合面、外端盖、第三贴合面、第二贴合面、吸盘后回到铁芯，形成一个闭合磁通回路。由此，当供电电流为0时，贴合面接触力很小，因此贴合面的摩擦力也很小，所以外端盖与铁芯的耦合力矩很小，左、右车轮允许独立旋转，此时轮对表现为独立旋转轮对。当供电电缆有电流时，绕组线圈产生磁通，磁通流经铁芯、贴合面、外端盖、贴合面、吸盘后回到铁芯，形成一个闭合磁通回路。所以外端盖与铁芯形成摩擦耦合力矩，即左、右车轮存在摩擦耦合力矩。此时轮对 表现为扭转耦合轮对。
所述铁芯的内端具有端齿，所述扭杆的外端具有与该铁芯内端端齿咬合的端齿；所述扭杆的外端与该铁芯的内端咬合后通过紧固件固定在一起。
为了提高摩擦力，保证传动可靠，所述第一贴合面、第三贴合面和第二贴合面均为带摩擦凸起的摩擦面。
所述绕组线圈的两级与一电刷相连，该电刷与装在轴桥端部的刷盘压力接触导电，所述刷盘与供电电缆电连接。
所述轴桥上开有用于穿过供电电缆的电缆孔，可以防止电缆线缠绕问题。
为了保证扭杆与传动盘之间形成咬合状态来主要承担扭力，避免了扭杆与传动盘之间的连接件过疲劳，所述扭杆的端部均设有端齿，所述传动盘的内端面设有与所述端齿配合传动的端齿。由此，连接件仅起到连接作用，而不承受扭力。
所述轴承的外圈与所述轮毂的内缘固定相连，轴承的内圈与轴桥的外壁面固定相连。
优选地，所述轴桥两端与轴承的内圈通过位于轴承外侧的压盖和位于轴承内侧的挡圈双侧压紧固定相连，使轴桥两端分别与相应的轴承的内圈、压盖、挡圈形成一个整体。车轮滚动前进时，轴桥并不跟随旋转，这个特点使得轴桥无需承受传统车轴的高周交变应力。因此，轴桥的可靠性相对于传统车轴更高。
优选地，所述第一车轮的轮毂与所述轴承的外圈配合，并且轮毂与外圈通过传动盘和位于轴承内侧的内端盖双侧压紧固定，使轮对行进时第一车轮、轴承的外圈、传动盘和内端盖形成一个整体。
所述轴桥的两端与轴承的内圈配合，且所述轴桥与内圈通过位于内圈外侧的压盖和位于内圈内侧的挡圈双侧压紧固定，使轮对行进时轴桥、内圈、压盖、挡圈形成一个整体。
优选地，为了保证扭杆与传动盘之间形成咬合状态来主要承担扭力，避免了扭杆与传动盘之间的连接件过疲劳，所述传动盘一侧内周具有沿圆周分布的端齿，所述扭杆两端也具有沿圆周分布的端齿；所述传动盘的端齿与扭杆的端齿咬合相连并通过紧固件固定，使轮对行进时第一车轮与传动盘、扭杆可绕轮轴中心同步转动。由此，紧固件仅起到连接作用，而不承受扭力。
优选地，所述第一车轮和第二车轮的幅板上均装有制动盘。
为了使一系悬挂内置，减小轴桥和扭杆长度，所述轴桥左右对称地设置有用于安装一系悬挂的一系悬挂承载座。
为了方便制动，所述第一车轮和第二车轮的幅板上均装有制动盘。
本发明的轮对组成将轴承布置在车轮与轴桥之间，取消了传统的轴箱；车轮通过传动盘与扭杆连接，扭杆再通过传动盘与另一侧车轮连接，实现了左右车轮同步旋转。
与现有技术相比，本发明的有益效果是：
1)本发明轮对组成具备了传动轮对所包含的自导向、同步驱动制动等所有功能。
2)轴桥直径尺寸相当的情况下，轴桥和扭杆的长度比传统轮对车轴短,甚至相对传统车轴短1/3左右，质量较小。与传统轮对相比，本发明轮对组成质量减小约20％—30％。
3)轴桥为空心结构，扭杆可以是实心也可以是空心结构，但相比传统轮 对的全实心车轴，质量较小。
4)无传统轮对的轴箱体，一系悬挂承载座有效利用了轴桥承载。因此，无传统轮对轴箱体的质量。
5)车轮轮毂与轴承外圈配合不存在像传统轮对轮轴配合一样的过盈量，因此轮毂可以减薄，利于减重。
6)本发明改善了车轴受力，轴桥只承受弯矩载荷，扭矩载荷由扭杆承担，轴桥无传统轮对车轴的弯扭耦合载荷。因此轴桥所受的疲劳载荷显著降低，轴桥因此可以变的更轻薄。
7)本发明实现了通过控制供电电流大小控制轮对的允许扭转耦合力矩。在曲线通过时，减小电流可使轮对纯滚动通过；在直线运行时，可增大电流实现轮对自动导向。若结合转向架失稳检测系统使用，可以在检测到转向架蛇行失稳时及时调节电流大小，通过调节轮对允许扭转耦合力矩使转向架重新恢复到蛇行稳定状态，配合控制算法可实现机车车辆蛇行运动的主动控制。
由于该耦合轮对左、右车轮最终经摩擦副耦合，机车车辆在曲线通过时，内外侧车轮的转速差促使摩擦副滑动从而耗散扭转势能，因此该耦合轮对将消除扭转振动并减轻甚至消除钢轨波浪形磨损。
由于曲线通过时内外车轮的转速差有限，本发明所述的摩擦副的错位角速度很小(与制动盘摩擦副相比)，因此该摩擦副的发热和寿命处于完全可控水平。
8)节能。本发明的电磁铁组成原理与电磁锁一致，只需要约一盏节能灯的功耗便能维持摩擦副所需的接触力；采用电磁铁作为动作力的第二个优势在于摩擦副的接触力可通过调节电流精确控制且该接触力值非常稳定；采 用电磁铁作为动作力的第三个优势在于电控的响应速度最快。
9)通过算法控制线圈电流可以实现蛇行稳定性闭环主动控制，从而提高机车车辆蛇行稳定性。
附图说明
图1是本发明实施例1的结构原理图；
图2是本发明一系悬挂接口的结构示意图；
图3是本发明车轮的结构示意图；
图4是本发明轴桥的结构示意图(带局剖)；
图5是本发明传动盘的结构示意图；
图6是本发明扭杆的结构示意图；
图7是本发明实施例2的结构原理图；
图8是本发明轮对刚性连接侧结构示意图；
图9是本发明轮对摩擦耦合侧结构示意图；
图10是本发明轮对磁通闭合路径示意图。
具体实施方式
以下将参考附图并结合实施例来详细说明本发明。需要说明的是，在不冲突的情况下，本发明中的实施例及实施例中的特征可以相互组合。为叙述方便，下文中如出现“上”、“下”、“左”、“右”字样，仅表示与附图本身的上、下、左、右方向一致，并不对结构起限定作用。
实施例1
一种轮对，如图1所示，轮对组成基本呈左右对称结构。第一车轮1的轮毂 3与轴承6的外圈13配合，并且用传动盘7和内端盖14双侧压紧轴承6的外圈13。螺钉5用于紧固传动盘7和轮毂3，螺钉15用于紧固内端盖14和轮毂3。从而，行进时第一车轮1与轴承6的外圈13、传动盘7、内端盖14形成一个整体。
如图1所示，轴桥19两端与轴承6的内圈12配合，并且用压盖10和挡圈16双侧压紧轴承6的内圈12。挡圈16与轴桥19的挡肩17接触，螺钉11联接所述压盖10和轴桥19，在螺钉11的紧固力下，轴承6的内圈12双侧都被压紧。从而，行进时轴桥19与轴承6的内圈12、压盖10、挡圈16形成一个整体。
第一车轮1和第二车轮21的垂向力通过轴承6传递至轴桥19；第一车轮1和第二车轮21的横向力也通过轴承6传递至轴桥19。从而实现了车轮与轴桥之间垂向力与横向力的传递。
如图1所示，第一车轮1的轮毂3一侧具有沿圆周分布的端齿4，传动盘7一侧外周也具有沿圆周分布的端齿4；在螺钉5的紧固下，轮毂3的端齿4与传动盘7的端齿4紧密咬合。传动盘7一侧内周具有沿圆周分布的端齿8，扭杆20两端也具有沿圆周分布的端齿8；螺钉9用于紧固传动盘7与扭杆20，在螺钉9的紧固下，传动盘7的端齿8与扭杆20的端齿8紧密咬合。在端齿4和端齿8的联接下，第一车轮1与传动盘7、扭杆20、车轮21绕轮轴中心同步转动。
由于同时实现了所述第一车轮1和第二车轮21与所述轴桥19之间垂向力与横向力的传递以及第一车轮1与第二车轮21的同步转动。该轮对组成具备了传动轮对所包含的自导向、同步驱动制动等所有功能。
如图1和图2所示，轴桥19左右对称设置了一系悬挂承载座39，一系悬挂承载座39包含弹簧安装接口43、减振器安装接口40和纵向横向悬挂接口38等。轴桥19的一系悬挂承载座39通过弹簧18、减振器41、纵向横向悬挂组件37与 构架42连接，实现了一系悬挂功能。在一系悬挂作用下，轴桥19无转动。
如图1所示，制动盘2安装在第一车轮1和第二车轮21的幅板上，实现制动盘的安装。
与传统轮对组成相比，该轮对组成具有以下特点：
(1)该轮对组成具备了传动轮对所包含的自导向、同步驱动制动等所有功能。
(2)直径尺寸相当的情况下，轴桥19和扭杆20的长度比传统轮对车轴短，质量较小。
(3)轴桥19为空心结构，扭杆20可以是实心也可以是空心结构，但相比传统轮对的全实心车轴，质量较小。
(4)无传统轮对的轴箱体，一系悬挂承载座39有效利用了轴桥19承载。因此，无传统轮对轴箱体的质量。
(5)车轮轮毂3与轴承外圈13配合不存在像传统轮对轮轴配合一样的过盈量，因此轮毂3可以减薄，利于减重。
(6)轴桥19只承受弯矩载荷，扭矩载荷由扭杆20承担，轴桥19无传统轮对车轴的弯扭耦合载荷。因此轴桥所受的疲劳载荷显著降低，轴桥因此可以变的更轻薄。
(7)第一车轮1和第二车轮21滚动前进时，轴桥19并不跟随旋转，这个特点使得轴桥19无需承受传统车轴的高周交变应力。因此，轴桥的可靠性相对于传统车轴更高。
实施例2
一种电控耦合轮对，如图7所示，为了方便描述，按摩擦耦合机构分布 位置将轮对划分为刚性连接侧(图8)和摩擦耦合侧(图9)。
对于刚性连接侧，结构如图7和图8所示。第一车轮1的轮毂3与轴承6的外圈13配合，并且用传动盘7和内端盖14双侧压紧轴承6的外圈13。螺钉5用于紧固传动盘7和轮毂3，螺钉15用于紧固内端盖14和轮毂3。从而，行进时第一车轮1与轴承6的外圈13、传动盘7、内端盖14形成一个整体。如图7和图8所示，轴桥19两端与轴承6的内圈12配合，并且用压盖10和挡圈16双侧压紧轴承6的内圈12。挡圈16与轴桥19的挡肩17接触，螺钉11联接压盖10和轴桥19，在螺钉11的紧固力下，轴承6的内圈12双侧都被压紧。从而，行进时轴桥19与轴承6的内圈12、压盖10、挡圈16形成一个整体。对于刚性连接侧，如图8所示，第一车轮1的轮毂3一侧具有沿圆周分布的端齿4，传动盘7一侧外周也具有沿圆周分布的端齿4；在螺钉5的紧固下，轮毂3的端齿4与传动盘7的端齿4紧密咬合。传动盘7一侧内周具有沿圆周分布的端齿8，扭杆20两端也具有沿圆周分布的端齿8；螺钉9用于紧固传动盘7与扭杆20，在螺钉9的紧固下，传动盘7的端齿8与扭杆20的端齿8紧密咬合。在端齿4和端齿8的联接下，第一车轮1与传动盘7、扭杆20绕轮轴中心同步转动。
对于摩擦耦合侧，结构如图7和图9所示。第二车轮21的轮毂3与轴承6的外圈13配合，并且用外端盖25和内端盖14双侧压紧轴承6的外圈13。螺钉24用于紧固外端盖7和轮毂3，螺钉15用于紧固内端盖14和轮毂3。从而，行进时第二车轮21与轴承6的外圈13、外端盖25、内端盖14形成一个整体。如图7和图9所示，轴桥19两端与轴承6的内圈12配合，并且用压盖10和挡圈16双侧压紧轴承6的内圈12。挡圈16与轴桥19的挡肩17接 触，螺钉32联接压盖10和轴桥19，在螺钉32的紧固力下，轴承6的内圈12双侧都被压紧。从而，行进时轴桥19与轴承6的内圈12、压盖10、挡圈16形成一个整体。对于摩擦耦合侧，如图9所示，第二车轮21的轮毂3一侧具有沿圆周分布的端齿23，外端盖25一侧外周也具有沿圆周分布的端齿23；在螺钉24的紧固下，轮毂3的端齿23与外端盖25的端齿23紧密咬合。在端齿23的联接下，第二车轮21与外端盖25绕轮轴中心同步转动。
特别的，如图7和图9所示，对于摩擦耦合侧还设计有摩擦耦合机构。摩擦耦合机构由带吸盘26的铁芯28、绕组线圈27和外端盖25组成。铁芯28与外端盖25贴合(贴合面为36)，铁芯28的吸盘26与外端盖25轴向和径向贴合(贴合面为35和34)，第三贴合面35和第二贴合面34约束住了铁芯28的轴向和径向位移。此外铁芯28具有端齿30，其与扭杆20的端齿30咬合并被螺钉29轴向拉紧。绕组线圈27缠绕在铁芯28上。绕组线圈27的两级与电刷31相连，电刷31与刷盘33压力接触导电，刷盘33与供电电缆22连接。如图7所示，轴桥19左右对称设置了一系悬挂承载座，在一系悬挂18作用下，轮对滚动前进时轴桥19无转动，因此供电电缆22可以选择从轴桥19穿孔引出，车轮滚动前进时供电电缆22不会发生缠绕。
当供电电缆22电流为0时，第一贴合面36、第三贴合面35和第二贴合面34接触力很小，因此第一贴合面36、第三贴合面35和第二贴合面34的摩擦力也很小，所以外端盖25与铁芯28的耦合力矩很小，第一车轮1与第二车轮21允许独立旋转。此时轮对表现为独立旋转轮对。
如图10所示，当供电电缆22有电流时，绕组线圈27产生磁通，磁通流经铁芯28、第一贴合面36、外端盖25、第三贴合面35和第二贴合面34、 吸盘26后回到铁芯28，形成一个闭合磁通回路。在磁通的作用下，第一贴合面36、第三贴合面35和第二贴合面34产生接触力，同时第一贴合面36、第三贴合面35和第二贴合面34产生摩擦力，所以外端盖25与铁芯28形成摩擦耦合力矩，即第一车轮1与第二车轮21存在摩擦耦合力矩。此时轮对表现为扭转耦合轮对。当供电电缆22的电流足够大时，第一贴合面36、第三贴合面35和第二贴合面34产生很大的接触力(由于第一贴合面36、第三贴合面35和第二贴合面34间隙非常小，经计算，磁吸力将很大)，同时第一贴合面36、第三贴合面35和第二贴合面34产生很大的摩擦力，所以外端盖25与铁芯28形成摩擦耦合力矩很大以至于第一贴合面36、第三贴合面35和第二贴合面34完全无法滑动，此时轮对表现近似为刚性轮对。
因此可以通过控制供电电缆22的电流大小控制轮对的允许扭转耦合力矩。在曲线通过时，减小电流可使轮对纯滚动通过；在直线运行时，可增大电流实现轮对自动导向。若结合转向架失稳检测系统使用，可以在检测到转向架蛇行失稳时及时调节电流大小，通过调节轮对允许扭转耦合力矩使转向架重新恢复到蛇行稳定状态，配合控制算法可实现机车车辆蛇行运动的主动控制。
由于该耦合轮对第一车轮1、第二车轮21最终经摩擦副耦合，机车车辆在曲线通过时，内外侧车轮的转速差促使摩擦副滑动从而耗散扭转势能，因此该耦合轮对将消除扭转振动并减轻甚至消除钢轨波浪形磨损。
由于曲线通过时内外车轮的转速差有限，本发明所述的摩擦副的错位角速度很小(与制动盘摩擦副相比)，因此该摩擦副的发热和寿命处于完全可控水平。
本发明的电磁铁组成原理与电磁锁一致，只需要约一盏节能灯的功耗便能维持摩擦副所需的接触力；采用电磁铁作为动作力的第二个优势在于摩擦副的接触力可通过调节电流精确控制且该接触力值非常稳定；采用电磁铁作为动作力的第三个优势在于电控的响应速度最快。
本发明实现了通过控制供电电流大小控制轮对的允许扭转耦合力矩。在曲线通过时，减小电流可使轮对纯滚动通过；在直线运行时，可增大电流实现轮对自动导向。若结合转向架失稳检测系统使用，可以在检测到转向架蛇行失稳时及时调节电流大小，通过调节轮对允许扭转耦合力矩使转向架重新恢复到蛇行稳定状态，配合控制算法可实现机车车辆蛇行运动的主动控制。
由于该耦合轮对左、右车轮最终经摩擦副耦合，机车车辆在曲线通过时，内外侧车轮的转速差促使摩擦副滑动从而耗散扭转势能，因此该耦合轮对将消除扭转振动并减轻甚至消除钢轨波浪形磨损。
由于曲线通过时内外车轮的转速差有限，本发明所述的摩擦副的错位角速度很小(与制动盘摩擦副相比)，因此该摩擦副的发热和寿命处于完全可控水平。
本发明的电磁铁组成原理与电磁锁一致，只需要约一盏节能灯的功耗便能维持摩擦副所需的接触力；采用电磁铁作为动作力的第二个优势在于摩擦副的接触力可通过调节电流精确控制且该接触力值非常稳定；采用电磁铁作为动作力的第三个优势在于电控的响应速度最快。
上述实施例阐明的内容应当理解为这些实施例仅用于更清楚地说明本发明，而不用于限制本发明的范围，在阅读了本发明之后，本领域技术人员对本发明的各种等价形式的修改均落入本申请所附权利要求所限定的范围。

Claims (21)

  1. 一种空心轴桥结构，包括用于通过轴承(6)安装相应车轮(1,21)的轴桥(19)，其特征在于，
    所述轴桥(19)为空心管状结构，用于承担所述车轮(1,21)横向力和垂向力产生的弯矩载荷；
    套装在所述轴桥(19)内用于与相应传动盘(7)配合相连的扭杆(20)，该扭杆(20)与所述传动盘(7)、车轮(1,21)配合相连而承担扭矩载荷，而使所述车轮(1,21)、传动盘(7)和扭杆(20)可绕轴桥中心转动。
  2. 根据权利要求1所述的空心轴桥结构，其特征在于，支承在所述轴桥(19)上的轴承(6)位于相应车轮(1，21)的轮毂(3)孔内。
  3. 根据权利要求1或2所述的空心轴桥结构，其特征在于，所述扭杆(20)为空心管状结构。
  4. 根据权利要求1或2所述的空心轴桥结构，其特征在于，所述轴桥(19)左右对称设置了内置式一系悬挂承载座(39)。
  5. 根据权利要求4所述的空心轴桥结构，其特征在于，所述一系悬挂承载座(39)包括弹簧安装接口(43)、减振器安装接口(40)和纵向横向悬挂接口(38)；所述轴桥(19)的一系悬挂承载座(39)通过弹簧(18)、减振器(41)、纵向横向悬挂组件(37)与构架(42)连接。
  6. 一种轮对，包括轴桥(19)；其特征在于；所述轴桥(19)的两个端部分别通过相应轴承(6)装在第一车轮(1)和第二车轮(21)的轮毂(3)孔内；所述轴桥(19)具有如权利要求1-5之一所述的空心轴桥结构；所述第一车轮(1)和第二车轮(21)的横向力和垂向力通过轴承(6)传递至轴桥(19)；
    至少所述第一车轮(1)的轮毂(3)外端装有传动盘(7)，该传动盘(7)的内端面与所述扭杆(20)的一个端部配合刚性连接，所述第一车轮(1)与传动盘(7)、扭杆(20)、第二车轮(21)可绕轮轴中心转动。
  7. 根据权利要求6所述的轮对，其特征在于，所述第一车轮(1)和第二车轮(21)的轮毂(3)外端均装有传动盘(7)，两个传动盘(7)的内端面分别与所述扭杆(20)的相应端部配合刚性连接。
  8. 根据权利要求7所述的轮对，其特征在于，所述轴承(6)的外圈(13)与所述轮毂(3)通过传动盘(7)和装在轮毂(3)内侧的内端盖(14)双侧压紧固定相连，使所述第一车轮(1)和第二车轮(21)分别与相应的轴承(6)的外圈(13)、传动盘(7)、内端盖(14)形成一个整体。
  9. 根据权利要求6-8之一所述的轮对，其特征在于，所述第二车轮(21)的轮毂(3)与轴承(6)的外圈(13)配合，且所述轮毂(3)与外圈(13)通过外端盖(25)和位于外圈(13)内侧的内端盖(14)双侧压紧固定，使轮对行进时第二车轮(21)外圈(13)、外端盖(25)、内端盖(14)形成一个整体。
  10. 根据权利要求6所述的轮对，其特征在于，所述第二车轮(21)的轮毂(3)外端设有外端盖(25)，该轮毂(3)与外端盖(25)之间设有摩擦耦合机构，该摩擦耦合机构用于使轮对形成独立旋转轮对或扭转耦合轮对。
  11. 根据权利要求10所述的轮对，其特征在于，所述摩擦耦合机构包括带吸盘(26)的铁芯(28)，包绕在铁芯(28)上的绕组线圈(27)；所述铁芯(28)外端与外端盖(25)内侧壁之间形成第一贴合面(36)，所述吸盘(26)与外端盖(25)之间径向贴合形成第二贴合面(34)，该吸盘(26)与外端盖(25)之间轴向贴合形成第三贴合面(35)；所述绕组线圈(27)产生磁通时， 磁通流经铁芯(28)、第一贴合面(36)、外端盖(25)、第三贴合面(35)、第二贴合面(34)、吸盘(26)后回到铁芯(28)，形成一个闭合磁通回路。
  12. 根据权利要求11所述的轮对，其特征在于，所述铁芯(28)的内端具有端齿(30)，所述扭杆(20)的外端具有与该铁芯(28)内端端齿(30)咬合的端齿(30)；所述扭杆(20)的外端与该铁芯(28)的内端咬合后通过紧固件固定在一起。
  13. 根据权利要求11所述的轮对，其特征在于，所述第一贴合面(36)、第三贴合面(35)和第二贴合面(34)均为带摩擦凸起的摩擦面。
  14. 根据权利要求11所述的轮对，其特征在于，所述绕组线圈(27)的两级与一电刷(31)相连，该电刷(31)与装在轴桥(19)端部的刷盘(33)压力接触导电，所述刷盘(33)与供电电缆(22)电连接。
  15. 根据权利要求10-14之一所述的轮对，其特征在于，所述轴桥(19)上开有用于穿过供电电缆(22)的电缆孔。
  16. 根据权利要求6-15之一所述的轮对，其特征在于，所述扭杆(20)的端部均设有端齿(8)，所述传动盘(7)的内端面设有与所述端齿(8)配合传动的端齿(4)。
  17. 根据权利要求6-15之一所述的轮对，其特征在于，所述轴承(6)的外圈(13)与所述轮毂(3)的内缘固定相连，轴承(6)的内圈(12)与轴桥(19)的外壁面固定相连。
  18. 根据权利要求6-15之一所述的轮对，其特征在于，所述轴桥(19)两端与轴承(6)的内圈(12)通过位于轴承(6)外侧的压盖(10)和位于轴承(6)内侧的挡圈(16)双侧压紧固定相连，使轴桥(19)两端分别与相应的轴承(6)的内圈(12)、压盖(10)、挡圈(16)形成一个整体。
  19. 根据权利要求6-15之一所述的轮对，其特征在于，所述第一车轮(1)的轮毂(3)与所述轴承(6)的外圈(13)配合，并且轮毂(3)与外圈(13)通过传动盘(7)和位于轴承(6)内侧的内端盖(14)双侧压紧固定，使轮对行进时第一车轮(1)、轴承(6)的外圈(13)、传动盘(7)和内端盖(14)形成一个整体。
  20. 根据权利要求6-15之一所述的轮对，其特征在于，所述轴桥(19)的两端与轴承(6)的内圈(12)配合，且所述轴桥(19)与内圈(12)通过位于内圈(12)外侧的压盖(10)和位于内圈(12)内侧的挡圈(16)双侧压紧固定，使轮对行进时轴桥(19)、内圈(12)、压盖(10)、挡圈(16)形成一个整体。
  21. 根据权利要求6-15之一所述的轮对，其特征在于，所述传动盘(7)一侧内周具有沿圆周分布的端齿(8)，所述扭杆(20)两端也具有沿圆周分布的端齿(8)；所述传动盘(7)的端齿(8)与扭杆(20)的端齿(8)咬合相连并通过紧固件固定，使轮对行进时第一车轮(1)与传动盘(7)、扭杆(20)可绕轮轴中心同步转动。
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