WO2018058996A1 - 永磁直驱地铁列车 - Google Patents

永磁直驱地铁列车 Download PDF

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Publication number
WO2018058996A1
WO2018058996A1 PCT/CN2017/086768 CN2017086768W WO2018058996A1 WO 2018058996 A1 WO2018058996 A1 WO 2018058996A1 CN 2017086768 W CN2017086768 W CN 2017086768W WO 2018058996 A1 WO2018058996 A1 WO 2018058996A1
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WIPO (PCT)
Prior art keywords
permanent magnet
traction
motor
direct drive
axle
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PCT/CN2017/086768
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English (en)
French (fr)
Inventor
胡定祥
赵旭东
冯遵委
楚永萍
梁小强
祝航
张杨
何斌斌
Original Assignee
中车南京浦镇车辆有限公司
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Application filed by 中车南京浦镇车辆有限公司 filed Critical 中车南京浦镇车辆有限公司
Publication of WO2018058996A1 publication Critical patent/WO2018058996A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies

Definitions

  • the invention relates to a permanent magnet direct drive subway train and belongs to the field of urban rail transit.
  • the AC asynchronous traction system generally adopts a vehicle control or a rack control mode for the motor, so that when the motor fails, only the power of one car or one bogie can be cut off, and the power safety redundancy of the train is small, and at the same time Due to the use of vehicle control or frame control, limited by the control system, the difference in vehicle diameter between the various axles of the vehicle must be controlled within a small range, which increases the workload and maintenance cost of the vehicle.
  • the technical problem to be solved by the invention is to overcome the above-mentioned shortcomings of large wheelbase, heavy weight and low efficiency of the asynchronous motor-driven bogie technology, and the limitation of the traction system on the diameter difference of each axle wheel, and provide a permanent magnet straight Drive the subway train.
  • the two ends of the rotor of the permanent magnet synchronous traction motor are coupled with the axle, and the inner side of the stator of the permanent magnet synchronous traction motor is connected with the frame device through the elastic supporting device, and the traction system matched with the direct drive permanent magnet synchronous motor adopts the axis control mode, in each An isolating contactor is provided between the motor and the traction inverter.
  • the subway train adopts the axle-mounted permanent magnet direct drive bogie instead of the original asynchronous motor bogie.
  • the permanent magnet traction system is used instead of the traditional traction system.
  • the permanent magnet direct drive motor needs to be equipped with water cooling device, which makes the train efficient. Light weight, energy saving and environmental protection, low noise and low wear.
  • the axle-mounted permanent magnet direct drive bogie adopts a permanent magnet synchronous traction motor instead of an asynchronous motor.
  • the permanent magnet synchronous motor rotor adopts a permanent magnet structure and does not need to consume electricity. Compared with the asynchronous motor, it has high efficiency, small volume, light weight and energy saving. The advantages of environmental protection.
  • the shaft-mounted permanent magnet direct drive bogie is directly driven by a permanent magnet synchronous traction motor, which eliminates the longitudinal space of the gear box and the coupling, further improves the efficiency, and at the same time reduces the wheelbase of the bogie and improves the bogie.
  • the small curve passes the performance and reduces the wheel and rail wear.
  • the traction system matched with the direct-drive permanent magnet adopts the axle control method to replace the vehicle control or the frame control mode of the traction system of the asynchronous motor, so that the train can separately cut off one motor instead of cutting one car or one in the event of motor failure.
  • the bogie increases the safety redundancy of the train power. Due to the axle control mode, the control system has no limit on the wheel diameter difference between the shafts during operation, which greatly reduces the workload and maintenance cost of the vehicle rim wheel. Between each motor and the traction inverter Isolation contactor is installed to prevent the generator from affecting the inverter after the motor failure, and to ensure the safety of the traction system in the motor failure state.
  • the present invention also has the following features:
  • the elastic supporting device has three elastic nodes, three elastic nodes of the elastic supporting device are located in the same vertical plane, and the first and second elastic nodes are installed on the upper and lower sides of the stator of the permanent magnet synchronous traction motor.
  • the third elastic node is mounted to the beam of the gantry device.
  • the permanent magnet synchronous traction motor has the interference pressure at both ends of the rotor mounted on the axle.
  • the stator of the permanent magnet synchronous traction motor is supported on the axle by cylindrical roller bearings disposed at both ends, and the vertical vibration is received by the two cylindrical roller bearings, and the stator of the permanent magnet synchronous traction motor passes through four disposed on one end side
  • the ball bearing is laterally positioned to withstand lateral vibration through this four-point ball bearing.
  • the center pin of the double traction rod device is mounted on the vehicle body, the rubber sleeve is installed on the lower part of the center pin, the traction body is installed outside the rubber sleeve, two traction rods are installed on the traction body, and the traction rod is attached.
  • a traction stop composite seat mounted on the frame device 1 at one end.
  • the air spring of the second air spring suspension device falls on the frame, the vertical damper and the lateral damper are installed between the vehicle body and the frame device, and the lateral gear mount is installed on On the vehicle body, the lateral gear mount is equipped with an elastic buffer rubber stop and an over-filled steel wire rope.
  • the double traction rod device adapts to the traverse and vertical movement of the frame relative to the vehicle body by twisting and deflecting the elastic nodes at both ends of the traction rod, so that the additional vertical and lateral stiffness of the second series is small, and the ride comfort is improved.
  • a two-line vertical damper with two ends connected to the side frame and the vehicle body, and a two-stage transverse damper connecting the frame and the traction center pin.
  • the permanent magnet direct-drive subway train adopts the permanent magnet synchronous traction motor mounted on the motor holding shaft.
  • the permanent magnet synchronous traction motor eliminates the excitation energy of the rotor, improves the efficiency of the motor, further improves the transmission efficiency after the gearbox device is omitted, and reduces the transmission efficiency.
  • the wheelbase of the bogie has the advantages of energy saving, environmental protection and small curve passing ability, and the permanent magnet traction system adopts the axis control method to remove the limitation of the wheel diameter difference of the vehicle, which reduces the workload of the wheel and reduces the workload. With maintenance costs, permanent magnet direct-drive subway trains are widely used in urban rail transit vehicles.
  • Fig. 1 is a front view showing the structure of a motor-mounted shaft-mounted permanent magnet direct drive bogie.
  • Fig. 2 is a schematic top view showing the structure of a motor-mounted shaft-mounted permanent magnet direct drive bogie.
  • Fig. 3 is a schematic left side view of the motor-mounted shaft-mounted permanent magnet direct drive bogie.
  • Figure 4 is a bottom view of the motor-mounted shaft-mounted permanent magnet direct drive bogie.
  • FIG. 5 is a three-dimensional structural diagram of a motor-mounted shaft-mounted permanent magnet direct drive bogie.
  • Figure 6 is a schematic cross-sectional view of a permanent magnet synchronous motor.
  • Figure 7 is a schematic view showing the structure of a triangular elastic supporting device.
  • Figure 8 is a partial structural view of the bogie.
  • Figure 9 is a schematic view showing the structure of the secondary suspension device.
  • frame device 1 a rubber pile suspension device 2, wheelset axle box device 3, permanent magnet synchronous traction motor 4, triangular elastic support device 5, secondary air spring suspension device 6, tread base brake Device 7, double traction rod device 8, rotor 9, stator 10, inner bearing ring 11, first motor end cover 12, cylindrical roller bearing 13, bearing outer ring gland 14, bearing outer ring gland 15, second Motor end cap 16, first spacer 17, second spacer 18, four-point ball bearing 19, axle 20, wheel 21, mounting seat 22, elastic node one 23, elastic node two 24, center pin 25, traction body 26 , traction rod 27, rubber sleeve 28, traction stop composite seat 29, air spring 30, vertical damper 31, transverse damper 32, anti-overcharge wire rope 33, transverse gear mount 34, elastic cushion rubber stop 35.
  • the permanent magnet direct drive subway train includes a vehicle body, a frame device disposed under the vehicle body, and a wheel set device, and the permanent magnet synchronous traction motor is mounted on the axle of the axle, and the traction is matched with the direct drive permanent magnet synchronous motor.
  • the system adopts the axis control mode, and an isolation contactor is arranged between each motor and the traction inverter.
  • the present invention is a motor-mounted shaft-mounted permanent magnet direct-drive bogie of the train of the present invention, comprising: a frame device 1 respectively located at a front side of the bogie frame and a rear permanent magnet synchronous traction motor 4 .
  • the device 2 is a second-line air spring suspension device 6 disposed above the bogie frame, a tread brake device 7 mounted on the inner side of the two wheel-pair axle box devices, and a double traction rod device 8 connecting the vehicle body and the bogie .
  • the two ends of the rotor 9 of the permanent magnet synchronous traction motor 4 are mounted on the axle 20 of the wheelset axle box device.
  • the first motor end cover 12 is mounted on the left side of the stator 10 of the permanent magnet synchronous traction motor 4.
  • the first motor end cover 12 is seated on the axle 20 through the cylindrical roller bearing 13, and the outer ring of the cylindrical roller bearing 13 is laterally fixed by the bearing outer ring gland 15, and the inner side of the inner ring of the cylindrical roller bearing 13 is laterally blocked by the bearing inner ring 11
  • the outer side of the inner ring of the cylindrical roller bearing 13 is laterally positioned by the outer bearing ring 14 that is over-engaged on the axle 20;
  • the second motor end cover 16 is mounted on the right side of the stator 10 of the permanent magnet synchronous traction motor 4,
  • the second motor end cover 16 is seated on the axle 20 through the cylindrical roller bearing 13 , and a four-point ball bearing 19 is mounted between the second motor end cover 16 and the axle 20 on the right side of the cylindrical roller
  • the outer ring gland 14 is laterally fixed, and the inner side of the inner ring of the cylindrical roller bearing 13 is laterally blocked on the axle through the inner ring 11 of the bearing, and the outer side of the inner ring of the cylindrical roller bearing 13 is over-received on the axle 20 and is limited to the outer side.
  • the outer ring 14 of the bearing on the wheel 21 is laterally positioned, and the motor is vertically supported by the cylindrical roller bearings 13 on the left and right sides, and is laterally received only by the four-point ball bearing 19, the four-point ball bearing 19 and the second motor on the right side. There is a small gap between the end caps 16 and no vertical load.
  • the stator 10 of the permanent magnet synchronous traction motor 4 is provided with a triangular elastic support device mount 22, and the mount 22 is connected by an elastic node 23 on the triangular elastic support device 5, and the frame device 1 and the triangular elastic support device 5 pass the elasticity.
  • the nodes 24 are connected, and the longitudinal edges of the elastic nodes 24 are provided with a gap, so that the longitudinal rigidity of the elastic nodes is small.
  • the center pin 25 of the double traction rod device 8 is mounted on the vehicle body, the rubber sleeve 28 is mounted on the lower portion of the center pin 25, the traction body 26 is externally mounted on the rubber sleeve, and two traction rods 27 are mounted on the traction body 26, and the traction rod 27 is further attached.
  • One end is mounted on the traction stop composite seat 29 on the frame device 1.
  • the air spring 31 of the secondary air spring suspension device 6 falls on the frame, the vertical damper 31 and the lateral damper 32 are installed between the vehicle body and the frame device, and the lateral gear mount 34 is mounted on the vehicle body, and the horizontal direction
  • the gear mount 34 is provided with an elastic buffer rubber stopper 35 for preventing overcharging of the wire rope 33.
  • the present invention may have other embodiments, such as transposition of the triangular support device, support of a single tie rod, support of two tie rods, and arrangement of cylindrical roller bearings on one side of the left and right sides of the motor, one side arrangement Roller bearings with ribs or tapered roller bearings on both sides. Any technical solution formed by equivalent replacement or equivalent transformation falls within the protection scope of the present invention.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

永磁直驱地铁列车，包括车体、设置于车体下方的构架装置（1）和轮对装置，轮轴上抱轴安装有永磁同步牵引电机（4），永磁同步牵引电机（4）转子（9）两端与车轴（20）联接，永磁同步牵引电机（4）定子（10）的内侧通过弹性支撑装置（5）与构架装置（1）连接，与直驱式永磁同步电机（4）配套的牵引系统采用轴控方式，在每台电机与牵引逆变器之间设置有隔离接触器。直驱式永磁同步配套的牵引系统采用轴控方式，控制系统对运行时各条轴之间的车轮直径差无限制，使得车辆镟轮的工作量以及维护成本大大降低，在每台电机与牵引逆变器之间设置有隔离接触器，以防止电机故障后变为发电机影响逆变器工作，保证牵引系统在电机故障状态的安全性。

Description

永磁直驱地铁列车 技术领域
本发明涉及永磁直驱地铁列车,属于城市轨道交通领域。
背景技术
在地铁列车设计中，一般采用交流异步电机驱动，由于需要转子电励磁，电机效率不够高，能耗大，电机弹性安装或刚性安装在构架上，为了适应电机与轮对间的动态扰动及传递力矩需要设置复杂的连轴节和齿轮箱等机构，这种转向架结构复杂，齿轮箱联轴节的传动效率较低且占据转向架纵向空间，使得转向架的轮对轴距较大、重量大，车辆的小曲线通过性能、节能性等性能指标难以显著提升。另一方面，交流异步牵引系统对电机一般采取车控或架控模式，使得电机故障时，只能将一辆车或一台转向架的动力切除，列车的动力安全冗余性较小，同时，由于采用车控或架控，受到控制系统限制，车辆运时各条轴之间车辆直径差必须控制在很小范围内，增加了车辆镟轮工作量和维护成本。
发明内容
本发明所要解决的技术问题是，克服现有采用异步电机驱动转向架技术轴距大、重量大、效率低的上述不足，以及牵引系统对各轴车轮直径差的限制，提供一种永磁直驱地铁列车。
为了解决以上技术问题，本发明提供的永磁直驱地铁列车，包括车体、设置于车体下方的构架装置和轮对装置，其特征在于：轮轴上抱轴安装有永磁同步牵引电机，所述永磁同步牵引电机转子两端与车轴联接，永磁同步牵引电机定子的内侧通过弹性支撑装置与构架装置连接，与直驱式永磁同步电机配套的牵引系统采用轴控方式，在每台电机与牵引逆变器之间设置有隔离接触器。
地铁列车采用抱轴安装式永磁直驱转向架替代原有异步电机转向架，采用永磁牵引系统替代与传统牵引系统，同时可为永磁直驱电机需配备水冷装置，使得列车具有效率高、重量轻、节能环保、低噪声、低磨耗的优点。抱轴安装式永磁直驱转向架采用永磁同步牵引电机取代异步电机，永磁同步电机转子采用永磁体结构，不需要耗电，相对于异步电机具有效率高，体积小，重量轻，节能环保的优点。轴安装式永磁直驱转向架采用永磁同步牵引电机抱轴安装直接驱动，省去齿轮箱和联轴节的纵向空间，进一步提高效率，且同时能缩小转向架轴距，提升转向架的小曲线通过性能，降低轮轨磨耗。
与直驱式永磁同步配套的牵引系统采用轴控方式取代异步电机牵引系统的车控或架控方式，使得列车在电机故障时可以单独切除某一台电机而不是切除一辆车或一台转向架，增加了列车动力的安全冗余，由于采用轴控方式，控制系统对运行时各条轴之间的车轮直径差无限制，使得车辆镟轮镟轮的工作量以及维护成本大大降低，在每台电机与牵引逆变器之间设 置有隔离接触器，以防止电机故障后变为发电机影响逆变器工作，保证牵引系统在电机故障状态的安全性。
为了解决以上技术问题，本发明还具有如下特征：
1、所述弹性支撑装置具有三个弹性节点，所述弹性支撑装置的三个弹性节点位于同一竖直平面内，第一、第二弹性节点安装于永磁同步牵引电机定子内侧的上部和下部，第三个弹性节点安装于构架装置的横梁。通过弹性支撑装置，增大平衡电机牵引制动力矩的力臂，减小构架的受力，同时该装置对一系悬挂装置附加横向和纵向定位刚度较小，保证转向架的小曲线通过性能。
2、永磁同步牵引电机转子两端过盈压装在车轴上。
3、车轴中部设有凹槽，用来释放车轴的弯曲变形。
4、永磁同步牵引电机定子通过设置于两端的圆柱滚子轴承支撑在车轴上，通过这两个圆柱滚子轴承承受垂向振动，永磁同步牵引电机定子通过设置于端部一侧的四点球轴承进行横向定位，通过这个四点球轴承承受横向振动。
5、具有双牵引拉杆装置，双牵引拉杆装置的中心销安装于车体上，中心销下部安装有橡胶套，橡胶套外部安装有牵引体，牵引体上安装两个牵引拉杆，牵引拉杆的另一端安装在构架装置1上的牵引止挡复合座。
6、具有二系空气弹簧悬挂装置，二系空气弹簧悬挂装置的空气弹簧落于构架上，垂向减振器、横向减振器安装于车体与构架装置之间，横向档安装座安装于车体上，横向档安装座上装有弹性缓冲橡胶止挡和防过充钢丝绳。该双牵引拉杆装置通过牵引拉杆两端的弹性节点扭转和偏转来适应构架相对于车体的横移和垂向运动，使得二系附加的垂向和横向刚度较小，提高乘坐的舒适性。
7、具有两端分别连接侧架与车体的二系垂向减振器，连接构架与牵引中心销的二系横向减振器。
永磁直驱地铁列车采用电机抱轴安装式永磁直驱转向架采用永磁同步牵引电机，省去了转子励磁电能，提高了电机效率，省去齿轮箱装置后进一步提高传动效率，且缩小了转向架的轴距，其节能、环保和小曲线通过能能力强的优势，且永磁牵引系统采用轴控方式解除了车辆各轴轮径差的限制，减小了镟轮工作量，降低了维护成本，永磁直驱地铁列车广泛应用于城市轨道交通车辆。
附图说明
图1为电机抱轴安装式永磁直驱转向架的主视结构示意图。
图2为电机抱轴安装式永磁直驱转向架的俯视结构示意图。
图3为电机抱轴安装式永磁直驱转向架的左视结构示意图。
图4为电机抱轴安装式永磁直驱转向架的仰视结构示意图。
图5为电机抱轴安装式永磁直驱转向架的立体结构示意图。
图6为永磁同步电机剖面示意图。
图7为三角形弹性支撑装置结构示意图。
图8为转向架局部结构示意图。
图9为二系悬挂装置结构示意图。
图中标号示意如下：构架装置1，一系橡胶堆悬挂装置2，轮对轴箱装置3，永磁同步牵引电机4，三角形弹性支撑装置5，二系空气弹簧悬挂装置6，踏面基础制动装置7，双牵引拉杆装置8，转子9，定子10，轴承内挡圈11，第一电机端盖12，圆柱滚子轴承13，轴承外圈压盖14，轴承外圈压盖15，第二电机端盖16，第一隔圈17，第二隔圈18，四点球轴承19，车轴20，车轮21，安装座22，弹性节点一23，弹性节点二24，中心销25，牵引体26，牵引拉杆27，橡胶套28，牵引止挡复合座29，空气弹簧30，垂向减振器31，横向减振器32，防过充钢丝绳33，横向档安装座34，弹性缓冲橡胶止挡35。
具体实施方式
本实施例永磁直驱地铁列车，包括车体、设置于车体下方的构架装置和轮对装置，轮轴上抱轴安装有永磁同步牵引电机，与直驱式永磁同步电机配套的牵引系统采用轴控方式，在每台电机与牵引逆变器之间设置有隔离接触器。
如图1至图9所示，为本发明列车的电机抱轴安装式永磁直驱转向架，组成包括：构架装置1、分别位于转向架构架前侧和后侧永磁同步牵引电机4、位于永磁同步牵引电机4与构架之间的三角形弹性支撑装置5、设置于转向架构架下方的前后轮对轴箱装置3，连接轮对轴箱装置3和构架装置1的一系橡胶堆悬挂装置2，设置于转向架构架上方的二系空气弹簧悬挂装置6、位于两个轮对轴箱装置内侧安装于构架的踏面制动装置7，连接车体与转向架的双牵引拉杆装置8组成。
永磁同步牵引电机4的转子9两端过盈安装在轮对轴箱装置的车轴20上，永磁同步牵引电机4的定子10左侧安装有第一电机端盖12，第一电机端盖12通过圆柱滚子轴承13坐落在车轴20上，圆柱滚子轴承13的外圈用轴承外圈压盖15进行横向固定，圆柱滚子轴承13的内圈内侧通过轴承内挡圈11横向挡在车轴上，圆柱滚子轴承13的内圈外侧通过过盈在车轴20上的轴承外挡圈14进行横向定位；永磁同步牵引电机4的定子10右侧安装有第二电机端盖16，第二电机端盖16中通过圆柱滚子轴承13坐落在车轴20上，且在圆柱滚子轴承13右侧第二电机端盖16与车轴20间还安装有四点球轴承19，圆柱滚子轴承13和四点球轴承 19的外圈之间用第一隔圈17隔开，圆柱滚子轴承13和四点球轴承19的内圈之间用第二隔圈18隔开，圆柱滚子轴承13的外圈用轴承外圈压盖14进行横向固定，圆柱滚子轴承13的内圈内侧通过轴承内挡圈11横向挡在车轴上，圆柱滚子轴承13的内圈外侧通过过盈在车轴20上且外侧限位在车轮21上的轴承外挡圈14进行横向定位，电机垂向通过左右两侧的圆柱滚子轴承13承受，横向仅通过四点球轴承19承受，四点球轴承19与右侧第二电机端盖16之间存在小间隙，不承受垂向载荷。
永磁同步牵引电机4的定子10上设有三角形弹性支撑装置安装座22，安装座22通过三角形弹性支撑装置5上的弹性节点一23连接，构架装置1与三角形弹性支撑装置5之间通过弹性节点二24连接，弹性节点二24的纵向前后设有间隙，使得该弹性节点的纵向刚度较小。
双牵引拉杆装置8的中心销25安装于车体上，中心销25下部安装有橡胶套28，橡胶套外部安装有牵引体26，牵引体26上安装两个牵引拉杆27，牵引拉杆27的另一端安装在构架装置1上的牵引止挡复合座29上。
二系空气弹簧悬挂装置6的空气弹簧31落于构架上，垂向减振器31、横向减振器32安装于车体与构架装置之间，横向档安装座34安装于车体上，横向档安装座34上装有弹性缓冲橡胶止挡35，防过充钢丝绳33。
除上述实施例外，本发明还可以有其他实施方式，比如将三角形支撑装置换位，单根拉杆支撑，两根拉杆支撑，又如将电机左右两侧一侧布置圆柱滚子轴承，一侧布置带挡边的滚子轴承，或是两侧均布置成圆锥滚轴承。凡采用等同替换或等效变换形成的技术方案，均落在本发明要求的保护范围。

Claims (8)

  1. 一种永磁直驱地铁列车，包括车体、设置于车体下方的构架装置和轮对装置，其特征在于：轮轴上抱轴安装有永磁同步牵引电机，所述永磁同步牵引电机转子两端与车轴联接，永磁同步牵引电机定子的内侧通过弹性支撑装置与构架装置连接，与直驱式永磁同步电机配套的牵引系统采用轴控方式，在每台电机与牵引逆变器之间设置有隔离接触器。
  2. 根据权利要求1所述的永磁直驱地铁列车，其特征在于：所述弹性支撑装置具有三个弹性节点，所述弹性支撑装置的三个弹性节点位于同一竖直平面内，第一、第二弹性节点安装于永磁同步牵引电机定子内侧的上部和下部，第三个弹性节点安装于构架装置的横梁，通过弹性支撑装置，增大平衡电机牵引制动力矩的力臂，减小构架的受力，同时该装置对一系悬挂装置附加横向和纵向定位刚度较小，保证转向架的小曲线通过性能。
  3. 根据权利要求1所述的永磁直驱地铁列车，其特征在于：永磁同步牵引电机转子两端过盈压装在车轴上。
  4. 根据权利要求1所述的永磁直驱地铁列车，其特征在于：车轴中部设有凹槽，用来释放车轴的弯曲变形。
  5. 根据权利要求1所述的永磁直驱地铁列车，其特征在于：永磁同步牵引电机定子通过设置于两端的圆柱滚子轴承支撑在车轴上，通过这两个圆柱滚子轴承承受垂向振动，永磁同步牵引电机定子通过设置于端部一侧的四点球轴承进行横向定位，通过这个四点球轴承承受横向振动。
  6. 根据权利要求1所述的永磁直驱地铁列车，其特征在于：具有双牵引拉杆装置，双牵引拉杆装置的中心销安装于车体上，中心销下部安装有橡胶套，橡胶套外部安装有牵引体，牵引体上安装两个牵引拉杆，牵引拉杆的另一端安装在构架装置1上的牵引止挡复合座。
  7. 根据权利要求6所述的永磁直驱地铁列车，其特征在于：具有二系空气弹簧悬挂装置，二系空气弹簧悬挂装置的空气弹簧落于构架上，垂向减振器、横向减振器安装于车体与构架装置之间，横向档安装座安装于车体上，横向档安装座上装有弹性缓冲橡胶止挡和防过充钢丝绳，该双牵引拉杆装置通过牵引拉杆两端的弹性节点扭转和偏转来适应构架相对于车体的横移和垂向运动，使得二系附加的垂向和横向刚度较小，提高乘坐的舒适性。
  8. 根据权利要求7所述的永磁直驱地铁列车，其特征在于：具有两端分别连接侧架与车体的二系垂向减振器，连接构架与牵引中心销的二系横向减振器。
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