WO2017185673A1 - 一种轴箱橡胶垫、转向架及铁路车辆 - Google Patents

一种轴箱橡胶垫、转向架及铁路车辆 Download PDF

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Publication number
WO2017185673A1
WO2017185673A1 PCT/CN2016/102445 CN2016102445W WO2017185673A1 WO 2017185673 A1 WO2017185673 A1 WO 2017185673A1 CN 2016102445 W CN2016102445 W CN 2016102445W WO 2017185673 A1 WO2017185673 A1 WO 2017185673A1
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Prior art keywords
plate
lining plate
damper
axle box
liner
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PCT/CN2016/102445
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English (en)
French (fr)
Inventor
刘振明
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中车齐齐哈尔车辆有限公司
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Application filed by 中车齐齐哈尔车辆有限公司 filed Critical 中车齐齐哈尔车辆有限公司
Priority to AU2016383700A priority Critical patent/AU2016383700B2/en
Priority to NZ733493A priority patent/NZ733493A/en
Publication of WO2017185673A1 publication Critical patent/WO2017185673A1/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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/305—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating rubber springs

Definitions

  • Railway vehicles generally include components such as a vehicle body, a bogie, a brake device, a coupler cushioning device, etc., wherein the bogie functions to support the vehicle body, guide the railway vehicle to travel along the track, and to withstand various loads from the vehicle body and the track.
  • the most common bogies for railway vehicles are two-axis cast steel three-piece bogies, which include bolsters, wheel sets, spring dampers and brakes.
  • an axle box rubber pad is usually installed between the side frame of the bogie and the load saddle of the wheel pair to pass the wheel pair and the side frame.
  • the axle box rubber pad is elastically fixed.
  • the wheel pair is subjected to a vertical force, and under the action of the vertical force, the rubber layer 3' is vertically compressed, and since the rubber layer 3' has good elasticity, the vertical force can be buffered, thereby Reduce the impact load between the wheel and rail and improve the vertical stiffness of the wheel pair.
  • it is also subjected to lateral force and longitudinal force. Since the rubber layer 3' has a certain shear deformation resistance along the lateral and longitudinal directions of the railway vehicle, the lateral force and the longitudinal direction can be buffered to some extent. The force increases the lateral and longitudinal stiffness of the wheel pair and plays a role in damping to a certain extent.
  • a first object of the present invention is to provide a axle box rubber pad of a railway vehicle bogie, wherein the axle box rubber pad upper lining plate and the lower lining plate have a damping device, and the damper device is used for The lateral and/or longitudinal vibrational kinetic energy of the lining plate and the lower lining plate is converted into the internal energy of the damper device, thereby reducing the vibration kinetic energy, avoiding the wheel-to-snake motion caused by the vibration, thereby improving the running stability and safety of the railway vehicle. Sex.
  • a second object of the present invention is to provide a bogie for a railway vehicle.
  • a third object of the present invention is to provide a railway vehicle.
  • the damper device is provided separately from the upper lining plate and the lower lining plate, or the damper device is formed by the upper lining plate and the lower lining plate.
  • the lower lining plate when the wheel pair is laterally and/or longitudinally moved relative to the side frame during operation of the railway vehicle, the lower lining plate is moved in the lateral direction and/or the longitudinal direction relative to the upper lining plate, at this time, due to the damper device
  • the friction damping effect causes the kinetic energy of the relative movement between the upper lining plate and the lower lining plate to be converted into the internal energy of the damper device, thereby reducing the lateral and/or longitudinal vibrational kinetic energy of the upper lining plate and the lower lining plate, thereby avoiding
  • the wheel-to-snake motion is caused by the vibration, thereby improving the operational stability and safety of the railway vehicle.
  • a first damper plate is fixed on a lower surface of the upper lining plate, and a second damper plate is fixed on a surface of the lower lining plate.
  • the first damper plate and the damper plate are The second damper plate contacts to form a friction pair, and the first damper plate and the second damper plate are the damper devices.
  • the first damper plate and the second damper plate when the railway vehicle is in an empty state, have a predetermined gap in a vertical direction;
  • the predetermined gap is reduced to zero.
  • the lower lining plate is provided with a plurality of lower locating pins, and a lower locating pin head of the lower locating pin is located above the lower lining plate and is located in the second through hole of the second damper plate.
  • the first damper plate is a metal plate and is welded to the upper lining plate;
  • the second damper plate is a non-metal plate, and the second through hole is in an interference fit with the lower locating pin head.
  • the upper lining plate and the lower lining plate both include an inclined section and a horizontal section, the inclined section is connected to both ends of the horizontal section, and is inclined with respect to the horizontal section toward the railway;
  • the first damper plate and the second damper plate are respectively fixed to the horizontal sections of the upper lining plate and the lower lining plate.
  • a rubber body is disposed between the inclined sections corresponding to the lower lining plate and the lower lining plate, and an edge of the rubber body forms a mounting hole with the two horizontal sections, and the first damper plate And the second damper plate is located in the mounting hole.
  • the upper lining plate contacts the lower lining plate to form a friction pair, and the upper lining plate and the lower lining plate form the damper device.
  • the present invention also provides a bogie for a railway vehicle, comprising a wheel set and a side frame, further comprising a axle box rubber pad respectively connected to the wheel set and the side frame, wherein
  • the axle box rubber pad is the axle box rubber pad described above.
  • the upper liner of the axle box rubber pad is provided with a plurality of upper positioning pins, and the axle box rubber pad is connected to the side frame by an upper positioning pin;
  • the lower liner of the axle box rubber pad is provided with a plurality of lower positioning pins, and the axle box rubber pad is connected to the bearing saddle of the wheel pair by the lower positioning pin.
  • the present invention further provides a railway vehicle including a vehicle body and a bogie, wherein the bogie is the bogie described above.
  • FIG. 2 is a schematic structural view of a shaft box rubber mat provided in a specific embodiment of the present invention.
  • Figure 4 is a front elevational view of the axle box rubber pad of Figure 2;
  • the rubber layer 3' functions as a spring, and during the resilience of the lateral force and the longitudinal force, the elastic potential energy of the rubber layer 3' is converted into the upper lining 1' and The vibration kinetic energy of the lower lining plate 2', and when there is no damper device in the rubber box of the axle box, the elastic potential energy of the rubber layer 3' is attenuated very slowly, resulting in the vibration kinetic energy attenuation of the upper lining plate 1' and the lower lining plate 2'. It is also very slow, so that the vibration between the wheel set and the side frame can not be eliminated, resulting in the wheel-to-snake motion of the railway vehicle due to vibration, thereby reducing the running stability and safety of the railway vehicle.
  • FIG. 2 is a schematic structural view of a shaft box rubber pad according to a specific embodiment of the present invention
  • FIG. 3 is a schematic structural view of the shaft box rubber pad of FIG. Figure 4 shows The front view of the axle box rubber pad in Figure 2.
  • the present invention provides a axlebox rubber pad for a bogie, the bogie further comprising a wheelset and a side frame, the axlebox rubber pads being coupled to the wheelset and the sideframe, respectively.
  • the axle box rubber pad comprises a vertically disposed upper lining plate 1 and a lower lining plate 2, wherein the upper lining plate 1 is connected to the side frame, and the lower lining plate 2 is connected to the wheel pair.
  • damping device between the upper lining plate 1 and the lower lining plate 2, wherein the damper device is separately provided from the upper lining plate 1 and the lower lining plate 2, or the damper device is composed of the upper lining plate 1 and the lower lining plate 2 formed, the damping device is used to convert the lateral and longitudinal vibrational kinetic energy of the upper liner 1 and the lower liner 2 into the internal energy of the damping device.
  • a first damper plate 11 is fixed on the lower surface of the upper lining plate 1, and a second damper plate 21 is fixed on the upper surface of the lower lining plate 2.
  • the first The damper plate 11 is in contact with the second damper plate 21 with a certain pressure therebetween to form a friction pair, and the first damper plate 11 and the second damper plate 21 are the above-described damper devices.
  • the first damper plate 11 and the second damper plate 21 are disposed to have a predetermined gap A in the vertical direction, and at this time, during the running of the railway vehicle, the first The damper plate 11 and the second damper plate 21 cannot be in contact with each other, so that the friction pair cannot be formed, and the damper device does not function.
  • the railway vehicle can ensure high operational stability and safety even if the damping device does not function to attenuate the vibration kinetic energy.
  • the upper liner 1 When the railway vehicle is in a heavy load state, the upper liner 1 is pressed, and the predetermined gap A is reduced to zero.
  • the first damper plate 11 is in contact with the second damper plate 21, and the two form a friction pair, and the friction between the two is opposite to the relative movement between the upper lining plate 1 and the lower lining plate 2, thereby hindering the side frame.
  • the effect of relative movement with the wheel pair when the railway vehicle is in a heavy load state, the vibration kinetic energy of the lower lining plate 2 relative to the upper lining plate 1 is large.
  • the damper device can function to attenuate the vibration kinetic energy, thereby ensuring the railway vehicle in a heavy load state. It still has high operational stability and safety.
  • the first damper plate 11 and the second damper plate 21 are not necessarily disposed to have a predetermined gap A, and may be set to be in an empty state or a heavy load state.
  • the gap A is zero, so that when the vehicle is in the heavy load state, the upper lining plate 1 moves toward the lower lining plate 2, and the lower lining plate 2 is pressed, and the first damper plate 11 and the second damper plate 21 are present.
  • the sliding friction between the two becomes a static frictional force due to the excessive positive pressure, and the static friction does not convert the kinetic energy into internal energy.
  • the presence of the predetermined gap A in the present embodiment can effectively prevent When the railway vehicle is in a heavy load state, a static frictional force is formed between the first damper plate 11 and the second damper plate 21, thereby ensuring that the damper device can reduce the vibration kinetic energy.
  • the upper lining plate 1 is provided with a plurality of upper positioning pins 12, and the upper positioning pin head 121 of each upper positioning pin 12 is located below the upper lining plate 1, and the first damper plate 11 is provided with a plurality of a first through hole such that each upper positioning pin head 121 is located in the corresponding first through hole; meanwhile, the lower lining plate 2 is provided with a plurality of lower positioning pins 22, and the lower positioning pin head 221 of the lower positioning pin 22 is located Above the lower lining plate 2, the second damper plate 21 is provided with a plurality of second through holes, so that the lower positioning pin heads 221 are located in the corresponding second through holes.
  • first damper plate 11 is a metal plate and is welded to the upper lining plate 1.
  • the second damper plate 21 is a non-metal plate, and the second through hole and the lower locating pin head 221 are interference fit to prevent positioning.
  • the pin head 221 is loosened in the second through hole, and the connection of the second damper plate 21 to the lower lining plate 2 is achieved.
  • first damper plate 11 is not limited to being a metal plate, and is not limited to being welded to the upper lining plate 1.
  • second damper plate 21 is not limited to being a non-metal plate, and is not limited to passing through the lower locating pin head. 221 interference fit to achieve the connection with the lower lining 2, the first damper plate 11 and the second damper plate 21 may be metal plates or non-metal plates, or may be respectively with the upper lining plate 1 and the lower lining plate 2 integrated knot Construction is not limited here. Based on this, the connection between the upper lining plate 1 and the lower lining plate 2 can be flexibly selected according to the material and structure of the first damper plate 11 and the second damper plate 21, which are also not limited herein.
  • the upper lining plate 1 and the lower lining plate 2 both include the inclined section 5 and the horizontal section 4, wherein the horizontal section 4 is connected to both ends of the inclined section 5, and is opposite to The inclined section 5 is inclined toward the direction of the wheel pair.
  • each inclined section 5 is inclined downward with respect to the horizontal section 4, so that the upper liner 1 and the lower liner 2 in this embodiment It has a splayed structure
  • the horizontal section 4 is a horizontal section of a splayed shape
  • the two inclined sections 5 are two inclined sections of a splayed shape.
  • the first damper plate 11 and the second damper plate 21 are respectively fixed to the horizontal sections 4 of the upper lining plate 1 and the lower lining plate 2.
  • the lower lining plate 2 and the wheel pair are connected by a bearing saddle, and in order to cooperate with the wheel pair, the bearing saddle has a figure-eight structure, and therefore, in order to ensure the reliability of the connection between the lower lining plate 2 and the bearing saddle
  • the lower lining plate 2 is also set to have a figure-eight structure similar to the shape of the load-bearing saddle
  • the upper lining plate 1 is further set to have the same figure-shaped structure as that of the lower lining plate 2.
  • the axle box rubber pad can improve the rigidity in the three directions of the lateral direction, the longitudinal direction and the vertical direction between the wheel pair and the side frame, and actually In use, by adjusting the angle between the inclined section 5 and the horizontal section 4, and the area and thickness of the inclined section 2 and the horizontal section 4, the axle box rubber pad can be applied to railway vehicles of different loads, thereby improving the applicability.
  • the above-mentioned upper lining plate 1 and lower lining plate 2 may also be flat plate structures.
  • the axle box rubber pad does not have the advantage of flexibly adjusting the connection rigidity in each direction, or includes a plurality of flat-plate type axle box rubber pads. They are respectively disposed at the lateral, longitudinal and vertical joints of the side frame and the wheel pair. At this time, the connection structure of the rubber pad of the axle box and the side frame and the wheel pair is complicated, and the space on the bogie is occupied.
  • a rubber body 3 is disposed between the upper lining plate 1 and the lower lining plate 2, and the rubber body 3 is disposed between the upper lining plate 1 and the inclined section 5 corresponding to the lower lining plate 2, and therefore, in this embodiment The rubber body 3 is not disposed between the two horizontal sections 4.
  • the rubber body 3 is capable of buffering the lateral, longitudinal and vertical forces between the upper liner 1 and the lower liner 2 as described in the background.
  • a mounting hole 31 is formed between the edge of the rubber body 3 and the two horizontal sections 4, and the first damper plate 11 and the second damper plate 21 are located in the mounting hole 31.
  • the first damper plate 11 and the second damper plate 12 are similar in size to the horizontal section 4, and the mounting hole 31 is a through hole.
  • the rubber body 3 is disposed on the upper lining plate 1. And each inclined section 4 of the lower liner 2 between.
  • the upper lining plate 1 when the railway vehicle is in a heavy load state, the upper lining plate 1 is in contact with the lower lining plate 2 to form a friction pair, and at this time, the upper lining plate 1 and the lower lining plate 2 form the above-described damper device.
  • the upper lining plate 1 and the lower lining plate 2 by reasonably arranging the vertical distance between the upper liner 1 and the lower liner 2, or causing one of the upper liner 1 and the lower liner 2 to protrude toward the other, or both Protruding, when the railway vehicle is in a heavy load state, the upper lining plate 1 and the lower lining plate 2 also form a friction pair, and at this time, the upper lining plate 1 and the lower lining plate 2 can also achieve friction damping effect.
  • the present invention also provides a bogie for a railway vehicle, comprising a wheel set and a side frame, further comprising a axle box rubber pad respectively connected to the wheel set and the side frame, wherein the axle box rubber pad is in any of the above embodiments
  • the axle box rubber pad described Since the axle box rubber pad has the above technical effects, the bogie including the axle box rubber pad also has corresponding technical effects, and details are not described herein again.
  • the upper lining plate 1 and the side frame are connected by the above upper positioning pin 12, and the lower lining plate 2 and the bearing saddle are connected by the lower positioning pin 22, and due to the upper positioning pin 12
  • the upper positioning pin head 121 is located in the first through hole of the upper lining plate 1
  • the lower positioning pin head 221 of the lower positioning pin 22 is located in the second through hole of the lower lining plate 2, so that the upper positioning pin 12 is positioned downward.
  • the pin 22 is attached to the upper lining plate 1 and the lower lining plate 2, respectively, and does not affect the frictional acting surface between the first damper plate 11 and the second damper plate 21.
  • axle housing rubber pad, bogie and railway vehicle provided by the present invention are described in detail above.
  • the principles and embodiments of the present invention have been described herein with reference to specific examples, and the description of the above embodiments is only to assist in understanding the method of the present invention and its core idea. It should be noted that those skilled in the art can make various modifications and changes to the present invention without departing from the spirit and scope of the invention.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Springs (AREA)
  • Vibration Dampers (AREA)

Abstract

一种铁路车辆转向架的轴箱橡胶垫，以及具有该橡胶垫的转向架和铁路车辆，包括竖向分布的上衬板(1)与下衬板(2)。上衬板(1)与所述下衬板(2)之间具有阻尼装置。阻尼装置与上衬板(1)和下衬板(2)分体设置，或所述阻尼装置由所述上衬板(1)和所述下衬板(2)形成。该阻尼装置用于将上衬板(1)与下衬板(2)的横向和/或纵向振动动能转化为内能，从而减小振动动能，避免由于振动引起的轮对蛇形运动，进而提高铁路车辆的运行稳定性与安全性。

Description

一种轴箱橡胶垫、转向架及铁路车辆
本申请要求于2016年04月27日提交中国专利局、申请号为201610269774.3、发明名称为“一种轴箱橡胶垫、转向架及铁路车辆”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
本发明涉及铁路车辆技术领域，特别涉及一种轴箱橡胶垫、转向架及铁路车辆。
背景技术
铁路车辆一般包括车体、转向架、制动装置、车钩缓冲装置等部件，其中，转向架的作用是支承车体、引导铁路车辆沿轨道行驶，并承受来自车体及轨道的各种载荷。
铁路车辆最常见的转向架是二轴铸钢三大件式转向架，其包括摇枕、轮对、弹簧减振装置及制动装置等部件。通常情况下，为了提高铁路车辆的动力学性能，减小轨道间的冲击载荷，通常在转向架的侧架与轮对的承载鞍之间加装轴箱橡胶垫，使轮对与侧架通过该轴箱橡胶垫弹性固定。
目前，常用的轴箱橡胶垫如图1所示，该轴箱橡胶垫包括上衬板1＇和下衬板2＇，且二者之间设置橡胶层3＇，上衬板1＇通过定位销4＇固定于侧架，下衬板2＇通过定位销4＇固定于轮对上的承载鞍，使得侧架与轮对通过该轴箱橡胶垫连接。
铁路车辆运行过程中，轮对受到竖向力，在该竖向力的作用下，橡胶层3＇被竖向压缩，由于该橡胶层3＇具有良好的弹性，能够缓冲该竖向力，从而减小轮轨间的冲击载荷，提高轮对的竖向刚度。另外，铁路车辆运行过程中，也受到横向力与纵向力，由于该橡胶层3＇沿铁路车辆的横向和纵向均具有一定的抗剪切变形能力，在一定程度上能够缓冲上述横向力和纵向力，提高轮对的横向和纵向刚度，在一定程度上起到减震的作用。
但是，图1所示的轴箱橡胶垫中，橡胶层3＇的作用相当于弹簧，其回弹力缓冲上述横向力和纵向力的过程中，橡胶层3＇的弹性势能转化为上衬板1＇ 与下衬板2＇振动的动能，且当该轴箱橡胶垫中不存在阻尼装置时，橡胶层3＇的弹性势能衰减很慢，导致上衬板1＇与下衬板2＇的振动动能衰减也很慢，进而使得轮对与侧架之间的振动不能被消除，导致铁路车辆由于振动引起轮对蛇形运动，进而降低铁路车辆的运行稳定性和安全性。
鉴于上述轴箱橡胶垫存在的缺陷，亟待提供一种能够减小轮对与侧架之间振动动能的轴箱橡胶垫。
发明内容
为解决上述技术问题，本发明的第一目的为提供一种铁路车辆转向架的轴箱橡胶垫，该轴箱橡胶垫上衬板与下衬板之间具有阻尼装置，该阻尼装置用于将上衬板与下衬板的横向和/或纵向振动动能转化为阻尼装置的内能，从而减小该振动动能，避免由于振动引起的轮对蛇形运动，进而提高铁路车辆的运行稳定性与安全性。本发明的第二目的为提供一种铁路车辆的转向架。本发明的第三目的为提供一种铁路车辆。
为了实现本发明的第一目的，本发明提供一种铁路车辆转向架的轴箱橡胶垫，包括竖向分布的上衬板与下衬板；其中，所述上衬板与所述下衬板之间具有阻尼装置；
所述阻尼装置与所述上衬板和所述下衬板分体设置，或所述阻尼装置由所述上衬板和所述下衬板形成。
本发明中，铁路车辆运行过程中轮对相对于侧架发生横向和/或纵向相对运动时，带动下衬板相对于上衬板沿横向和/或纵向运动，此时，由于该阻尼装置的摩擦阻尼作用，使得上衬板与下衬板之间相对运动的动能转化为阻尼装置的内能而耗散，从而减小上衬板与下衬板的横向和/或纵向的振动动能，避免由于振动而引起轮对蛇形运动，从而提高铁路车辆的运行稳定性与安全性。
可选地，所述上衬板下表面固定有第一阻尼板，所述下衬板上表面固定有第二阻尼板，所述铁路车辆处于重载状态时，所述第一阻尼板与所述第二阻尼板接触形成摩擦副，所述第一阻尼板与所述第二阻尼板为所述阻尼装置。
可选地，所述铁路车辆处于空车状态时，所述第一阻尼板与所述第二阻尼板沿竖向具有预定间隙；
所述铁路车辆处于重载状态时，所述预定间隙减小为零。
可选地，所述上衬板设有若干上定位销，所述上定位销的上定位销头部位于所述上衬板下方，且位于所述第一阻尼板的第一通孔内；
所述下衬板设有若干下定位销，所述下定位销的下定位销头部位于所述下衬板上方，且位于所述第二阻尼板的第二通孔内。
可选地，所述第一阻尼板为金属板，且焊接于所述上衬板；
所述第二阻尼板为非金属板，且所述第二通孔与所述下定位销头部过盈配合。
可选地，所述上衬板与所述下衬板均包括倾斜段与水平段，所述倾斜段连接于所述水平段的两端，且相对于所述水平段朝向铁路的方向倾斜；
所述第一阻尼板与所述第二阻尼板分别固定于所述上衬板和所述下衬板的所述水平段。
可选地，所述上衬板与所述下衬板对应的所述倾斜段之间设有橡胶体，所述橡胶体的边缘与两所述水平段形成安装孔，所述第一阻尼板与所述第二阻尼板位于所述安装孔内。
可选地，所述铁路车辆处于重载状态时，所述上衬板与所述下衬板接触形成摩擦副，所述上衬板与所述下衬板形成所述阻尼装置。
为了实现本发明的第二目的，本发明还提供一种铁路车辆的转向架，包括轮对和侧架，还包括分别与所述轮对和所述侧架连接的轴箱橡胶垫，其中，所述轴箱橡胶垫为以上所述的轴箱橡胶垫。
可选地，所述轴箱橡胶垫的所述上衬板设有若干上定位销，所述轴箱橡胶垫通过上定位销与所述侧架连接；
所述轴箱橡胶垫的所述下衬板设有若干下定位销，所述轴箱橡胶垫通过所述下定位销与所述轮对的承载鞍连接。
为了实现本发明的第三目的，本发明进一步提供一种铁路车辆，包括车体及转向架，其中，所述转向架为以上所述的转向架。
附图说明
图1为现有技术中轴箱橡胶垫的结构示意图；
图2为本发明所述提供轴箱橡胶垫在一种具体实施例中的结构示意图；
图3为图2的轴箱橡胶垫的另一视角的结构示意图；
图4为图2中的轴箱橡胶垫的主视图。
图1中：
1＇上衬板、2＇下衬板、3＇橡胶层、4＇定位销。
图2-4中：
1上衬板、11第一阻尼板、12上定位销、121上定位销头部；
2下衬板、21第二阻尼板、22下定位销、221下定位销头部；
3橡胶体、31安装孔、4水平段、5倾斜段、A预定间隙。
具体实施方式
为了使本领域的技术人员更好地理解本发明的技术方案，下面结合附图和具体实施例对本发明作进一步的详细说明。
图1所示的轴箱橡胶垫中，橡胶层3＇的作用相当于弹簧，其回弹力缓冲上述横向力和纵向力的过程中，橡胶层3＇的弹性势能转化为上衬板1＇与下衬板2＇的振动动能，且当该轴箱橡胶垫中不存在阻尼装置时，橡胶层3＇的弹性势能衰减很慢，导致上衬板1＇与下衬板2＇的振动动能衰减也很慢，进而使得轮对与侧架之间的振动不能被消除，导致铁路车辆由于振动引起轮对蛇形运动，进而降低铁路车辆的运行稳定性及安全性。
需要说明的是，本文中提到的“横向”、“纵向”、“竖向”等方位词是以铁路车辆的行驶方向定义的，其中，“纵向”指的是铁路车辆行驶方向所在的方向，“横向”指的是转向架所在的平面上与铁路车辆行驶方向垂直的方向，“竖向”指的是与转向架所在的平面垂直的方向，因此，上述“横向”、“纵向”和“竖向”在三维空间中相互垂直。应当理解，上述“横向”、“纵向”、“竖向”等方位词不应理解为对本发明保护范围的绝对限定。
请参考附图2-4，其中，图2为本发明所述提供轴箱橡胶垫在一种具体实施例中的结构示意图；图3为图2中的轴箱橡胶垫另一视角的结构示意图；图4为 图2中的轴箱橡胶垫的主视图。
在一种具体实施例中，本发明提供一种转向架的轴箱橡胶垫，该转向架还包括轮对与侧架，轴箱橡胶垫分别与轮对和侧架连接。如图2所示，轴箱橡胶垫包括竖向设置的上衬板1与下衬板2，其中，上衬板1与侧架连接，下衬板2与轮对连接。
另外，上衬板1与下衬板2之间还具有阻尼装置，其中，该阻尼装置与上衬板1和下衬板2分体设置，或该阻尼装置由上衬板1和下衬板2形成，该阻尼装置用于将上衬板1与下衬板2的横向和纵向振动动能转化为阻尼装置的内能。
本实施例中，铁路车辆运行过程中轮对相对于侧架发生横向和/或纵向运动时，带动下衬板2相对于上衬板1沿横向和/或纵向运动，此时，由于该阻尼装置的摩擦阻尼作用，使得上衬板1与下衬板2之间相对运动的动能转化为阻尼装置的内能而耗散，从而减小上衬板1与下衬板2的横向和/或纵向的振动动能，避免由于振动而引起轮对蛇形运动，从而提高铁路车辆的运行稳定性与安全性。
具体地，如图2-4所示，上衬板1下表面固定有第一阻尼板11，下衬板2上表面固定有第二阻尼板21，当铁路车辆处于重载状态时，第一阻尼板11与第二阻尼板21接触，且二者之间具有一定的压力，从而形成摩擦副，该第一阻尼板11与第二阻尼板21为上述的阻尼装置。
图2-4所示的实施例中，当第一阻尼板11与第二阻尼板21沿横向和/或纵向相对运动时，二者克服滑动摩擦力做功，根据机械能守恒，这部分能量来源于第一阻尼板11与第二阻尼板21的振动动能，从而使得上衬板1与下衬板2之间的振动动能转化为第一阻尼板11与第二阻尼板21的内能而耗散，进而有效防止轮对相对于侧架振动。
进一步地，如图4所示，当铁路车辆处于空车状态时，第一阻尼板11与第二阻尼板21设置为沿竖向具有预定间隙A，此时，铁路车辆运行过程中，第一阻尼板11与第二阻尼板21不能相互接触，因此不能形成摩擦副，该阻尼装置不起作用。但是，由于此时轮对的振动能量较小，即使阻尼装置未起到衰减振动动能的作用，铁路车辆仍能保证较高的运行稳定性和安全性。
当铁路车辆处于重载状态时，上衬板1下压，上述预定间隙A减小为零， 第一阻尼板11与第二阻尼板21接触，二者形成摩擦副，二者之间的摩擦力与上衬板1和下衬板2之间的相对运动趋势相反，从而起到阻碍侧架与轮对相对运动的作用。同时，铁路车辆处于重载状态时，下衬板2相对于上衬板1的振动动能较大，此时，由于该阻尼装置能够起到衰减振动动能的作用，从而保证铁路车辆在重载状态时仍具有较高的运行稳定性和安全性。
需要说明的是，本实施例中的预定间隙A设定为能够保证第一阻尼板11与第二阻尼板21在铁路车辆处于重载状态时相接触。
可以理解，当铁路车辆处于空车状态时，第一阻尼板11与第二阻尼板21之间并不是必须设置为具有预定间隙A，也可设置为在空车状态或重载状态时该预定间隙A均为零，如此设置，当车辆处于重载状态时，上衬板1朝向下衬板2的方向运动，并压紧下衬板2，存在第一阻尼板11与第二阻尼板21之间由于正压力过大而造成二者之间的滑动摩擦力变为静摩擦力，而该静摩擦力做功并不能将动能转化为内能，因此，本实施例中预定间隙A的存在能够有效防止铁路车辆处于重载状态时，第一阻尼板11与第二阻尼板21之间形成静摩擦力，从而保证该阻尼装置能够起到减小振动动能的作用。
另一方面，如图4所示，上衬板1设有若干上定位销12，且各上定位销12的上定位销头部121位于上衬板1下方，第一阻尼板11开设有若干第一通孔，以使各上定位销头部121位于对应的第一通孔内；同时，下衬板2设有若干下定位销22，且下定位销22的下定位销头部221位于下衬板2上方，第二阻尼板21开设有若干第二通孔，以使各下定位销头部221位于对应的第二通孔内。
可以理解，上述上定位销12与下定位销22可用于与转向架的其它部件连接。
进一步地，第一阻尼板11为金属板，且焊接于上衬板1，第二阻尼板21为非金属板，且上述第二通孔与下定位销头部221过盈配合，从而防止定位销头部221在第二通孔内松动，并实现第二阻尼板21与下衬板2的连接。
当然，上述第一阻尼板11并不仅限于为金属板，也并不仅限于焊接于上衬板1，同样，第二阻尼板21不仅限于为非金属板，也不仅限于通过与下定位销头部221过盈配合而实现与下衬板2的连接，第一阻尼板11与第二阻尼板21可均为金属板或均为非金属板，或可分别为与上衬板1和下衬板2一体设置的结 构，此处不作限定。基于此，可根据第一阻尼板11与第二阻尼板21的材料和结构灵活选择二者分别与上衬板1与下衬板2的连接方式，此处同样不作限定。
以上各实施例中，如图2-4所示，上衬板1与下衬板2均包括倾斜段5与水平段4，其中，水平段4连接于倾斜段5的两端，且相对于倾斜段5朝向轮对的方向倾斜，图2-4所示的实施例中，各倾斜段5相对于水平段4向下倾斜，从而使得该实施例中的上衬板1与下衬板2呈八字型结构，水平段4为八字型的水平段，两倾斜段5为八字型的两倾斜段。其中，第一阻尼板11与第二阻尼板21分别固定于上衬板1和下衬板2的水平段4。
通常情况下，下衬板2与轮对之间通过承载鞍连接，且为了与轮对配合，该承载鞍为八字型结构，因此，为了保证下衬板2与承载鞍之间连接的可靠性，本实施例中将下衬板2也设为与承载鞍形状类似的八字型结构，并进一步将上衬板1也设为与下衬板2形状相同的八字型结构。
本实施例中，由于相对于转向架所在的平面倾斜的倾斜段5的存在，使得该轴箱橡胶垫能够提高轮对与侧架之间横向、纵向及竖向三个方向的刚度，且实际使用时，通过调整倾斜段5与水平段4之间的角度，及倾斜段2与水平段4的面积和厚度，能够使该轴箱橡胶垫适用不同载重的铁路车辆，从而提高其适用性。
当然，上述上衬板1与下衬板2也可均为平板结构，此时，该轴箱橡胶垫不具有灵活调整各方向连接刚度的优势，或者包括多个平板型的轴箱橡胶垫，且分别设于侧架与轮对的横向、纵向和竖向连接处，此时，各轴箱橡胶垫与侧架和轮对的连接结构较复杂，且会占用转向架上较大的空间。
进一步地，上衬板1与下衬板2之间设有橡胶体3，该橡胶体3具体设置于上衬板1与下衬板2对应的倾斜段5之间，因此，本实施例中，两水平段4之间未设置橡胶体3。如背景技术中所述，该橡胶体3能够缓冲上衬板1与下衬板2之间的横向、纵向和竖向作用力。
另外，橡胶体3的边缘与两水平段4之间形成安装孔31，第一阻尼板11与第二阻尼板21位于该安装孔31内。
图2-4所示的实施例中，第一阻尼板11、第二阻尼板12与水平段4的大小相近，且安装孔31为通孔，此时，橡胶体3设于上衬板1与下衬板2的各倾斜段4 之间。
当然，上述安装孔31并不仅限于为通孔，也可为盲孔，此时，上衬板1的水平段4与下衬板2的水平段4之间也存在部分橡胶体3，上衬板1、下衬板2与部分橡胶体3围成上述安装孔31，第一阻尼板11与第二阻尼板21均位于该安装孔31内。
在另一种具体实施例中，当铁路车辆处于重载状态时，上衬板1与下衬板2接触形成摩擦副，此时，上衬板1与下衬板2形成上述的阻尼装置。
具体地，通过合理设置上衬板1与下衬板2之间的竖向距离，或使得上衬板1与下衬板2中，一者朝向另一者的方向凸出，或二者均凸出，当铁路车辆处于重载状态时，上衬板1与下衬板2也形成摩擦副，此时，上衬板1与下衬板2也能实现摩擦阻尼作用。
本发明还提供一种铁路车辆的转向架，包括轮对和侧架，还包括分别与轮对和侧架连接的轴箱橡胶垫，其中，该轴箱橡胶垫为以上任一实施例中所述的轴箱橡胶垫。由于该轴箱橡胶垫具有上述技术效果，包括该轴箱橡胶垫的转向架也具有相应的技术效果，此处不再赘述。
具体地，以上各实施例中，上衬板1与侧架之间通过上述上定位销12连接，下衬板2与承载鞍之间通过上述下定位销22连接，且由于上定位销12的上定位销头部121位于上衬板1的第一通孔内，下定位销22的下定位销头部221位于下衬板2的第二通孔内，使得将上定位销12与下定位销22分别安装于上衬板1与下衬板2的同时，不会影响第一阻尼板11与第二阻尼板21之间的摩擦力作用面。
本发明进一步提供一种铁路车辆，包括车体及转向架，其中，该转向架为以上任一实施例中所述的转向架。
以上对本发明所提供的一种轴箱橡胶垫、转向架及铁路车辆均进行了详细介绍。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 (11)

  1. 一种铁路车辆转向架的轴箱橡胶垫，包括竖向分布的上衬板(1)与下衬板(2)；其特征在于，所述上衬板(1)与所述下衬板(2)之间具有阻尼装置；
    所述阻尼装置与所述上衬板(1)和所述下衬板(2)分体设置，或所述阻尼装置由所述上衬板(1)和所述下衬板(2)形成。
  2. 根据权利要求1所述的轴箱橡胶垫，其特征在于，所述上衬板(1)下表面固定有第一阻尼板(11)，所述下衬板(2)上表面固定有第二阻尼板(21)，所述铁路车辆处于重载状态时，所述第一阻尼板(11)与所述第二阻尼板(21)接触形成摩擦副，所述第一阻尼板(11)与所述第二阻尼板(21)为所述阻尼装置。
  3. 根据权利要求2所述的轴箱橡胶垫，其特征在于，所述铁路车辆处于空车状态时，所述第一阻尼板(11)与所述第二阻尼板(21)沿竖向具有预定间隙(A)；
    所述铁路车辆处于重载状态时，所述预定间隙(A)减小为零。
  4. 根据权利要求2所述的轴箱橡胶垫，其特征在于，所述上衬板(1)设有若干上定位销(12)，所述上定位销(12)的上定位销头部(121)位于所述上衬板(1)下方，且位于所述第一阻尼板(11)的第一通孔内；
    所述下衬板(2)设有若干下定位销(22)，所述下定位销(22)的下定位销头部(221)位于所述下衬板(2)上方，且位于所述第二阻尼板(21)的第二通孔内。
  5. 根据权利要求4所述的轴箱橡胶垫，其特征在于，所述第一阻尼板(11)为金属板，且焊接于所述上衬板(1)；
    所述第二阻尼板(21)为非金属板，且所述第二通孔与所述下定位销头部(221)过盈配合。
  6. 根据权利要求2-5中任一项所述的轴箱橡胶垫，其特征在于，所述上衬板(1)与所述下衬板(2)均包括倾斜段(5)与水平段(4)，所述倾斜段(5)连接于所述水平段(4)的两端，且相对于所述水平段(4)朝向铁路的方向倾 斜；
    所述第一阻尼板(11)与所述第二阻尼板(21)分别固定于所述上衬板(1)和所述下衬板(2)的所述水平段(4)。
  7. 根据权利要求6所述的轴箱橡胶垫，其特征在于，所述上衬板(1)与所述下衬板(2)对应的所述倾斜段(5)之间设有橡胶体(3)，所述橡胶体(3)的边缘与两所述水平段(4)形成安装孔(31)，所述第一阻尼板(11)与所述第二阻尼板(21)位于所述安装孔(31)内。
  8. 根据权利要求1所述的轴箱橡胶垫，其特征在于，所述铁路车辆处于重载状态时，所述上衬板(1)与所述下衬板(2)接触形成摩擦副，所述上衬板(1)与所述下衬板(2)形成所述阻尼装置。
  9. 一种铁路车辆的转向架，包括轮对和侧架，还包括分别与所述轮对和所述侧架连接的轴箱橡胶垫，其特征在于，所述轴箱橡胶垫为权利要求1-8中任一项所述的轴箱橡胶垫。
  10. 根据权利要求9所述的转向架，其特征在于，所述轴箱橡胶垫的所述上衬板(1)设有若干上定位销(12)，所述轴箱橡胶垫通过所述上定位销(12)与所述侧架连接；
    所述轴箱橡胶垫的所述下衬板(2)设有若干下定位销(22)，所述轴箱橡胶垫通过所述下定位销(22)与所述轮对的承载鞍连接。
  11. 一种铁路车辆，包括车体及转向架，其特征在于，所述转向架为权利要求9或10所述的转向架。
PCT/CN2016/102445 2016-04-27 2016-10-18 一种轴箱橡胶垫、转向架及铁路车辆 WO2017185673A1 (zh)

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