WO2020073420A1 - 一种可提供复合减振力的铁路货车转向架减振装置 - Google Patents

一种可提供复合减振力的铁路货车转向架减振装置 Download PDF

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Publication number
WO2020073420A1
WO2020073420A1 PCT/CN2018/115546 CN2018115546W WO2020073420A1 WO 2020073420 A1 WO2020073420 A1 WO 2020073420A1 CN 2018115546 W CN2018115546 W CN 2018115546W WO 2020073420 A1 WO2020073420 A1 WO 2020073420A1
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WIPO (PCT)
Prior art keywords
vibration damping
spring
damping
inclined wedge
bogie
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PCT/CN2018/115546
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English (en)
French (fr)
Inventor
左世斌
罗汉江
尹买云
张显锋
祝笈
张锐
吴畅
邓涛
王云贵
李嘉乐
李松
李志强
韩金刚
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中车眉山车辆有限公司
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Application filed by 中车眉山车辆有限公司 filed Critical 中车眉山车辆有限公司
Priority to AU2018445294A priority Critical patent/AU2018445294B2/en
Publication of WO2020073420A1 publication Critical patent/WO2020073420A1/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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings

Definitions

  • the invention belongs to the technical field of railway vehicle accessory design, in particular to the technical field of design of a railway freight car bogie damping device with a large axle load and a fast running speed, and particularly relates to a railway freight car that can provide a compound damping force Bogie damping device.
  • the mechanical friction damping device has a simple structure, low cost, and is easy to manufacture and maintain.
  • railway trucks cast steel three-piece bogies generally use two types of constant friction resistance wedge friction damping device and variable friction resistance wedge friction damping device.
  • the bogie that uses the former method to reduce vibration is called “control" "Type” bogie, the latter is called “stable” bogie.
  • the control spring of the "control type" bogie that is, the damping spring of the damping device, referred to as the upper damping spring in the present invention
  • the damping force does not provide bearing capacity. Since the pre-compression deflection of the control spring does not change, the frictional damping resistance provided by it will not change with the change of the load of the bogie; the "stabilized" bogie wedge friction damper device has a damping spring tip and a diagonal The plane under the wedge is in contact, and the lower end is located on the side frame spring bearing surface.
  • the damping spring not only provides the damping force, but also carries it.
  • the inclined wedge of the constant friction resistance wedge type vibration damping device is a wide body inclined wedge, which can better "control" the diamond deformation of the bogie, and has a better effect on improving the stability of the bogie's serpentine motion.
  • the damping resistance is constant, the constant friction resistance wedge type damping device cannot meet the requirements of the damping performance of the vehicle under different load conditions. Especially as the axle weight increases, the vehicle's self-weight coefficient becomes smaller and smaller. Friction resistance wedge type vibration damping devices are prone to the phenomenon of excessive vibration damping resistance at no load and insufficient vibration damping resistance at full load.
  • the damping resistance is too large, the impact of the line rails on the wheelset will be directly transmitted to the car body, causing excessive vibration acceleration of the vehicle and deteriorating operating quality. At the same time, it also accelerates the wear of the friction pair parts of the bogie; It cannot effectively suppress the amplitude increase of the vehicle during resonance, and the bogie's serpentine motion stability is poor.
  • Variable friction resistance wedge type vibration damping device Although the vibration damping resistance changes with the load, the inclined wedge structure is affected by factors such as the central load spring space arrangement and the bolster structure. It is often impossible to design a wide body inclined wedge.
  • the contact area of the inclined wedge with the bolster and the side frame is small, especially the contact area of the friction surface of the inclined wedge pair with the bolster is small, which results in the lack of the ability of the bogie to rely on the inclined wedge for the correct positioning of the side frame and the bolster. Therefore, "stabilized" bogies using variable friction resistance wedge type vibration damping devices must use other mechanisms or other methods to improve the diamond-resistant deformation rigidity of the bogie to improve the stability of the bogie's serpentine motion.
  • the constant friction resistance wedge type vibration damping device and the variable friction wedge type vibration damping device have their own characteristics, and each has advantages and disadvantages. If a new type of wedge-type friction damping device can be designed, so that it has the respective advantages of the above two friction damping devices, and at the same time can overcome their respective shortcomings, that is, this damping device has both variable friction resistance wedge
  • the damping performance of the type vibration damping device is "stable" under no-load and full load, and has the characteristics of better "control" diamond deformation ability and better stability of the serpentine motion of the wedge-type damping device with constant friction resistance.
  • the technical performance and operating quality of the three major bogies of traditional railway freight cars will be greatly improved and improved, the wear and tear of vehicle parts will be greatly reduced, and the cost of vehicle manufacturing and operation and maintenance will also be reduced.
  • the present invention provides a simple structure, reliable performance, convenient operation, maintenance and repair, and at the same time has the advantages of variable friction resistance wedge type vibration damping device and constant friction resistance wedge type vibration damping device.
  • a wedge-type friction damping device for railway freight car bogies that provides different modes of damping resistance under different load conditions.
  • a railway truck bogie damping device that can provide a compound damping force.
  • the bogie includes a bolster and is placed on a side frame through a central suspension spring.
  • the damping device is installed at the end of the bolster.
  • the vibration device consists of two parts, a wide body inclined wedge damping part mounted on the bottom of the slanting wedge groove at the end of the bolster and a spring damping part installed on the lower plane of the bottom of the slanting wedge groove at the end of the bolster.
  • the spring damper is coupled by the guide seat.
  • the inclined wedge vibration damping portion includes an inclined wedge and an upper vibration damping spring; the spring vibration damping portion includes a lower vibration damping spring; the top of the guide seat plate is provided with three top columns, and the three top cylinders pass through the bolster end
  • the mounting seat of the guide seat on the bottom plate of the inclined wedge groove is rigidly fastened to the inclined wedge by a locking bolt and a spring washer, and the upper damping spring is located between the inner cavity of the inclined wedge and the upper plane of the bottom of the inclined wedge groove;
  • the lower plane is provided with a positioning column, the upper end of the lower damping spring is sleeved into the positioning column, and the lower end falls on the surface of the central suspension spring platform of the side frame.
  • the three top posts provided on the plane of the guide seat base plate are in clearance fit with the guide seat mounting holes on the inclined wedge groove bottom plate of the bolster end, and there is a gap between the upper plane of the guide seat base plate and the lower plane of the inclined wedge groove bottom plate of the bolster end .
  • the positioning column on the lower plane of the guide seat plate is guaranteed to extend into the inner diameter hole of the lower damping spring, and there is a gap between the inner diameter hole of the lower damping spring and the positioning seat of the guide seat in the vertical plane.
  • the lower damping spring is a common bearing structure of an inner circular spring and an outer circular spring.
  • An annular limit protrusion is provided on the central suspension spring bearing surface of the lower end of the lower damping spring, and the lower end of the lower damping spring falls within the annular limit protrusion ring.
  • the vibration damping device of the present invention is installed symmetrically on both sides of the end of the bolster, and a total of four sets of the vibration damping device are installed on both ends of each bolster.
  • the vibration damping device of the present invention includes a diagonal wedge, an upper vibration damping spring, a guide seat, a lower vibration damping spring, and a locking bolt and a spring washer for connecting and fastening the diagonal wedge and the guide seat.
  • This damping device cooperates with the bolster, side frame and central suspension spring of the three major bogies of traditional railway freight cars to form a bogie mechanical friction damping system.
  • the center suspension spring of the vibration damping system bears the load of the vehicle.
  • the upper vibration damping spring installed in the chute groove of the bolster after precompression provides the vibration damping resistance. This vibration damping resistance does not change with the load of the bogie. Maintain a constant.
  • the compression deformation of the lower damping spring between the side frame and the diagonal wedge in the center suspension spring exceeds its The vertical height difference between the guide seats is also subjected to a load to provide another part of the vibration damping friction resistance.
  • the lower damping spring is also a load-bearing spring, so this part of the damping frictional resistance changes with the change of the load of the bogie, which is proportional to the vertical displacement of the lower damping spring.
  • the present invention has the following beneficial effects:
  • the wide-body inclined wedge is used, and the contact area of the inclined wedge is large, which can strengthen the connection between the bogie bolster and the side frame, make the bogie have a better positioning ability, improve the bogie resistance of the bogie, and effectively "control" the bogie
  • the diamond shape is deformed, thereby improving the stability of the bouncing movement of the bogie.
  • the use of wide-body inclined wedges can reduce the mechanism for increasing the bogie's diamond stiffness in other ways and simplify the bogie structure.
  • the upper damping spring and the lower damping spring of the present invention are designed to be arranged in different vertical spaces.
  • the space size between the two does not interfere with each other.
  • the outer dimension space and stiffness of the lower damping spring have a larger choice, which can be better achieved. Design intent of vehicle damping performance.
  • the invention only adds three threaded connection holes to the inclined wedge structure of the conventional constant friction wedge type vibration damping device, and the assembly method of the inclined wedge and the upper vibration damping spring remains unchanged.
  • the guide seat is installed after the press fitting of the inclined wedge and the upper damping spring is completed.
  • the top post of the guide seat is closely attached to the inclined wedge bolt seat.
  • the locking bolt only bears a part of the vertical force.
  • the installation of the lower damping spring is suspended with the central suspension
  • the structure of the invention is simple and compact, which is convenient for manufacturing, installation, maintenance and repair. It has the characteristics of "stable” vibration-damping performance under no-load and full-load, and has better “control” diamond-shaped deformation capability of the bogie and better serpentine movement. The characteristics of stability will play an important role in improving and improving the technical performance and operating quality of the three truck bogies of railway freight cars, reducing the wear of vehicle parts, and reducing the cost of vehicle manufacturing, operation and maintenance.
  • FIG. 3 is a schematic structural view of the inclined wedge of the present invention, that is, an axonometric view from below;
  • FIG. 4 is a schematic structural view of the guide base of the present invention, that is, isometric view
  • FIG. 5 is a schematic view of the structure of the inclined wedge groove for installing the bolster end of the present invention, that is, its isometric view;
  • FIG. 6 is a schematic structural view of the invention installed on a bogie, wherein one end of the bolster is a half cross-sectional front view.
  • the upper plane, 13 is the bottom plane of the bottom of the inclined wedge groove, 21 is the bolster, 22 is the central suspension spring, 23 is the side frame, 24 is the column wear plate fastening bolts and nuts, and 25 is the side frame column wear plate.
  • a railway truck bogie damping device that can provide compound damping force.
  • the bogie includes a bolster 21 and is placed on a side frame 23 through a central suspension spring 22.
  • the damping device is installed at the end of the bolster 21.
  • the damping device consists of two Part of the structure, the wide body inclined wedge damping part installed on the upper plane 12 of the slanting wedge groove bottom of the bolster end and the spring damping part installed on the lower plane 13 of the slant wedge bottom of the bolster end, the inclined wedge vibration damping part and the spring
  • the vibrating part is coupled by the guide base 3.
  • the inclined wedge vibration damping part includes the inclined wedge 1 and the upper vibration damping spring 2; the spring vibration damping part includes the lower vibration damping spring 4; the guide seat 3 is provided on the plane 3.4 of the seat plate with three top posts 3.1, and the three top posts 3.1 pass through the bolster 21
  • the guide seat mounting hole 11 on the bottom of the inclined wedge groove is rigidly fastened to the inclined wedge through the locking bolt 5 and the spring washer 6, and the upper damping spring 2 is located between the inner cavity of the inclined wedge and the upper flat surface 12 of the bottom of the inclined wedge groove
  • the lower plane 3.3 of the guide seat plate is provided with a positioning column 3.2, the upper end of the lower damping spring 4 is sleeved into the positioning column 3.2, and the lower end falls on the side of the central suspension spring 22 platform of the side frame.
  • the three top posts 3.1 provided on the flat surface 3.4 of the guide base 3 are in clearance fit with the guide seat mounting hole 11 on the bottom of the inclined wedge groove of the bolster 21 end. There is a gap in the bottom plane 13 of the groove bottom plate.
  • the positioning column 3.2 of the lower plane 3.3 of the guide seat 3 seat plate is guaranteed to extend into the inner diameter hole of the lower damping spring 4 when the bogie is in a free state.
  • the inner diameter hole of the lower damping spring 4 and the positioning column 3.2 of the guide seat 3 are on the vertical plane There is a gap between them.
  • the lower damping spring 4 may be a common bearing structure of an inner circular spring and an outer circular spring, or may be a single spring bearing structure.
  • a ring-shaped limiting protrusion is provided on the lower suspension center 22 of the central suspension spring 22 on the lower damping spring 4, and the lower end of the lower damping spring 4 falls within the annular limiting protrusion ring.
  • the vibration damping device of the present invention is symmetrically installed on both sides of the end of the bolster, and a total of four groups of the vibration damping devices are installed on both ends of each bolster.
  • the railway wedge-type friction damping device that provides compound damping resistance includes a diagonal wedge 1, an upper damping spring 2, a guide seat 3, a lower damping spring 4, a locking bolt 5 and Spring washer 6 etc.
  • a three-piece bogie damping device for railway freight cars it forms a bogie damping system with the side frame 23, bolster 21 and central suspension spring.
  • the inclined wedge 1 is a wide-body inclined wedge, hollowed out in the middle, the auxiliary friction surfaces 1.3 on both sides are lower than the intermediate nose 1.1, the bottom of the inclined wedge is the lower end of the nose 1.1 and the inner side of the main friction surface 1.4, the two pairs of friction A bolt seat 1.5 is cast on the lower side of the surface 1.3, and a screw hole with a certain depth is finished on the bolt seat 1.5.
  • the guide base 3 is an integrally cast steel structure or a forged assembly welding structure.
  • On the plane 3.4 of the seat plate there are three top posts 3.1 corresponding to the inclined wedge 1 bolt base 1.5.
  • the through hole is convenient for the locking bolt 5 to pass through the through hole to fasten the guide seat 3 and the inclined wedge 1 bolt seat 1.5.
  • a positioning column 3.2 structure is provided at the central position of the lower plane 3.3 of the seat plate, mainly for installing the lower damping spring 4 in place.
  • the inclined wedge 1 has been installed in the inclined wedge groove at the end of the bolster 21 in advance.
  • the seat plate of the guide base 3 is located under the bottom plate of the bolster 21 and the end of the bolster 21
  • the bottom plate of the inclined wedge groove must be provided with a through hole corresponding to the position of the top post 3.1 of the guide base 3 as the guide base mounting hole 11, and ensure that the top post 3.1 has a certain amount of movement in the guide base mounting hole 11 in the longitudinal and lateral directions.
  • the upper damping spring 2 is first installed in the hollowed-out portion of the wedge 1, and one end of the upper damping spring 2 is pressed against the top lower surface 1.2 of the wedge 1, Then, the whole is press-fitted into the inclined wedge groove at the end of the assembled bolster 21, and the technical wedge 1 is used to fix the inclined wedge 1 and the upper damping spring 2 in the inclined wedge groove at the end of the bolster 21. Then, the three top posts 3.1 of the guide base 3 correspond to the bolt seat 1.5 of the inclined wedge 1 through the guide seat mounting hole 11 at the inclined wedge groove of the bolster 21, and the guide seat 3 is fastened to the guide seat 3 with the locking bolt 5 and the spring washer 6 On the wedge 1.
  • the inclined wedge 1 is subjected to the reaction force of the upper damping spring 2 and moves upward toward the bolster 21 and The outside movement makes the main friction surface 1.4 and the auxiliary friction surface 1.3 closely adhere to the side frame column wear plate 25 and the bolster figure eight surface wear plate, respectively.
  • ⁇ H there is a vertical height difference ⁇ H between the lower damping spring 4 and the lower plane 3.3 of the seat plate of the guide base 3. ⁇ H will gradually decrease after the vehicle is subjected to a load.
  • ⁇ H is reduced to 0, the lower damping spring 4 will be subjected to a load. This part of the load will be transmitted to the wedge 1 through the guide seat 3, so that it acts on the wedge 1
  • the increased frictional resistance on the vehicle increases the relative friction coefficient of the bogie after the vehicle load increases, and improves the vibration damping performance of the bogie.
  • a countersunk hole is provided in the center of the top post 3.1 of the guide base 3, and the guide base 3 and the inclined wedge 1 are fastened by countersunk screws.
  • the lower plane 3.3 of the guide base plate has a planar structure except for the positioning column 3.2, which can increase the height of the lower damping spring 4, thereby increasing the deflection of the lower damping spring 4, and the lower damping spring 4 can also be used as needed It is designed to be carried by both inner and outer circular springs to increase the friction resistance of heavy trucks.

Abstract

一种可提供复合减振力的铁路货车转向架减振装置，由摇枕（21）端部斜楔槽底部上平面（12）安装的宽体斜楔减振部和摇枕端部斜楔槽底部下平面（13）安装的弹簧减振部构成，斜楔减振部与弹簧减振部通过引导座（3）联接，该斜楔（1）接触摩擦面积大，斜楔（1）和侧架间增设下减振弹簧（4），增加了车辆满载时的摩擦阻力，上减振弹簧（2）和下减振弹簧（4）采用在不同垂向空间，该减振装置结构简单、紧凑，便于制造、安装和维护、检修，既具有空载和满载时减振性能"稳定"的特点，又具有较好的"控制"转向架菱形变形能力和较好蛇行运动稳定性的特点，对提高和改善铁路货车三大件转向架的技术性能和运行品质，降低车辆零部件磨耗，减少车辆制造和运用维护成本将发挥重要作用。

Description

一种可提供复合减振力的铁路货车转向架减振装置 技术领域
本发明属于铁道车辆配件设计技术领域，尤其属于一种适用于轴重较大、运行速度较快的铁路货车转向架减振装置设计技术领域，特别涉及一种可提供复合减振力的铁路货车转向架减振装置。
背景技术
长期以来，由于数量大、运行速度相对较低，铁路货车转向架大都采用机械式摩擦减振装置。机械式摩擦减振装置结构简单、成本低、制造维修方便。目前，铁路货车铸钢三大件式转向架普遍采用常摩擦阻力楔块式摩擦减振装置和变摩擦阻力楔块式摩擦减振装置两种，采用前者方式减振的转向架称为“控制型”转向架，后者称为“稳定型”转向架。
“控制型”转向架的控制弹簧，即减振装置的减振弹簧，本发明称为上减振弹簧，进行预压缩后安装在摇枕端部斜楔槽底板上平面上，只提供转向架减振力不提供承载力。由于控制弹簧预压缩挠度不发生变化，其提供的摩擦减振阻力不会随转向架承载载荷的变化而变化；“稳定型”转向架楔块式摩擦减振器装置的减振弹簧顶端与斜楔下平面接触，下端坐落在侧架弹簧承台面，减振弹簧既提供减振力，同时也承载。由于摩擦减振阻力随转向架承载载荷的变化，与减振弹簧垂向位移呈线性比例关系。“稳定型”转向架的相对摩擦系数在空载和满载时可以近似为相等，因此，转向架减振效果不会有空载和满载差异，始终“稳定”。
常摩擦阻力楔块式减振装置的斜楔为宽体斜楔，能较好地“控制”转向架的菱形变形，对提高转向架的蛇行运动稳定性具有较好的作用。但是，由于减振阻力为常数，常摩擦阻力楔块式减振装置无法适应车辆不同载荷工况下减振性能的要求，特别是随着轴重的增加，车辆自重系数越来越小，常摩擦阻力楔块式减振装置容易出现空载时减振阻力过大、满载时减振阻力不足的现象。减振阻力过大，线路钢轨对轮对的冲击将直接传至车体，造成车辆振动加速度过大，运行品质恶化，同时也加速转向架各摩擦副零部件的磨耗；减振阻力不足，则不能有效抑制车辆共振时的振幅增长，转向架蛇行运动稳定性差。变摩擦阻力楔块式减振装置虽然减振阻力随承载载荷的变化而变化，但其斜楔结构受到中央承载弹簧空间布置、摇枕结构等因素的影响，往往无法设计成宽体斜楔，斜楔与摇枕、侧架的接触面积较小，尤其斜楔副摩擦面与摇枕的接触面积较小，导致转向架依靠斜楔进行侧架与摇枕正位的能力不足。因此，采用变摩擦阻力楔块式减振装置的“稳定型”转向架必须借助其他机构或其他方法来提高转向架的抗菱形变形刚度，以提高转向架蛇行运动稳定性。
常摩擦阻力楔块式减振装置和变摩擦楔块式减振装置各有特点，各有利弊。如若能设计一种新型的楔块式摩擦减振装置，使之兼具上述两种摩擦减振装置的各自优点，同时又能克服各自缺点，即这种减振装置既具有变摩擦阻力楔块式减振装置在空载和满载时减振性能“稳定”的特点，又具有常摩擦阻力楔块式减振装置较好的“控制”菱形变形能力和较好蛇行运动稳定性的特点，那么传统铁路货车三大件转向架的技术性能和运行品 质将会得到较大的改善和提高，车辆零部件磨耗将大幅降低，也将降低车辆制造和运用维护成本。
发明内容
针对上述问题，本发明提供一种结构简单、性能可靠、运用维护和检修方便，同时兼具有变摩擦阻力楔块式减振装置和常摩擦阻力楔块式减振装置各自优点的，在车辆不同载荷工况下提供不同模式减振阻力的铁路货车转向架楔块式摩擦减振装置。
本发明通过以下技术方案实现：
可提供复合减振力的铁路货车转向架减振装置，转向架包括摇枕并通过中央悬挂弹簧安放于侧架上，所述减振装置安装于摇枕端部，其特征在于：所述减振装置由两部分构成，摇枕端部斜楔槽底部上平面安装的宽体斜楔减振部和摇枕端部斜楔槽底部下平面安装的弹簧减振部，斜楔减振部与弹簧减振部通过引导座联接。
所述斜楔减振部包括斜楔和上减振弹簧；所述弹簧减振部包括下减振弹簧；所述引导座座板上平面设置有三根顶柱，三顶圆柱穿过摇枕端部斜楔槽底板上的引导座安装孔通过锁紧螺栓和弹簧垫圈与斜楔刚性紧固，上减振弹簧位于斜楔内腔与斜楔槽底部上平面之间；所述引导座座板下平面设置有定位柱，下减振弹簧上端限位套入定位柱、下端落在侧架中央悬挂弹簧承台面上。
所述引导座座板上平面设置的三根顶柱与摇枕端部斜楔槽底板上的引导座安装孔间隙配合，引导座座板上平面与摇枕端部斜楔槽底板下平面有 间隙。
所述下减振弹簧上平面与引导座座板下平面间有间隙。
所述引导座座板下平面的定位柱在转向架自由状态时保证伸入到下减振弹簧的内径孔内，下减振弹簧内径孔与引导座定位柱在垂向面之间有间隙。
所述下减振弹簧为内圆弹簧和外圆弹簧共同承载结构。
所述下减振弹簧下端中央悬挂弹簧承台面上设置环形限位凸起，下减振弹簧下端落于环形限位凸起环内。
本发明所述减振装置对称安装于摇枕端部两侧共两组，每根摇枕两端共安装四组所述减振装置。
本发明减振装置包括斜楔、上减振弹簧、引导座、下减振弹簧以及用于连接紧固斜楔和引导座的锁紧螺栓和弹簧垫圈。这种减振装置与传统铁路货车三大件转向架的摇枕、侧架以及中央悬挂弹簧相互配合，形成转向架机械摩擦减振系统。当车辆空载时，减振系统的中央悬挂弹簧承受车辆载荷，预压缩后安装在摇枕斜楔槽内的上减振弹簧提供减振阻力，此减振阻力不随转向架承载载荷的变化而维持为一常数。当车辆满载时，除上减振弹簧压缩变形继续提供减振摩擦阻力外，随着车辆载荷的增加，介于侧架和斜楔之间的下减振弹簧在中央悬挂弹簧压缩变形超过其与引导座间的垂向高度差时，也受到载荷作用而提供另一部分减振摩擦阻力。下减振弹簧同时也是承载弹簧，因此这部分减振摩擦阻力随转向架承载载荷的变化而变化，与下减振弹簧的垂向位移成正比例关系。
与现有技术相比本发明具有如下有益效果：
采用宽体斜楔，斜楔接触摩擦面积大，可加强转向架摇枕与侧架的联系，使转向架具有较好的正位能力，提高转向架抗菱刚度，能有效“控制”转向架菱形变形，从而提高转向架蛇行运动稳定性。对于传统“稳定型”转向架，采用宽体斜楔可以减少通过其他方式来增加转向架抗菱刚度的机构，简化转向架结构。
在斜楔和侧架间增设下减振弹簧并在斜楔和下减振弹簧间设置一定的垂向高度差，使之在车辆满载时提供一部分减振阻力，增加了车辆满载时的摩擦阻力，同时新增的摩擦阻力随着车辆载荷的变化而变化，这样就改善了传统“控制型”转向架满载时摩擦阻力和相对摩擦系数过小，减振能力不能兼顾空载和满载工况的问题。
本发明上减振弹簧和下减振弹簧采用在不同垂向空间布置的设计，二者之间空间尺寸互不干涉，下减振弹簧的外形尺寸空间和刚度选择余地较大，能较好实现车辆减振性能设计意图。
本发明仅在传统常摩擦楔块式减振装置的斜楔结构上增加三个螺纹连接孔，其斜楔和上减振弹簧的组装方式保持不变。斜楔和上减振弹簧压装完成后再安装引导座，引导座顶柱与斜楔螺栓座密贴，满载时锁紧螺栓只承受部分垂向力，下减振弹簧的安装则与中央悬挂弹簧的安装方式相同。因此，本发明安装方法简单、可靠，传统安装常摩擦楔块式减振装置的转向架只需对摇枕端部斜楔槽结构作较小的改动就可以满足安装、运用要求。
本发明结构简单、紧凑，便于制造、安装和维护、检修，既具有空载 和满载时减振性能“稳定”的特点，又具有较好的“控制”转向架菱形变形能力和较好蛇行运动稳定性的特点，对提高和改善铁路货车三大件转向架的技术性能和运行品质，降低车辆零部件磨耗，减少车辆制造和运用维护成本将发挥重要作用。
附图说明
图1是本发明正等轴测结构示意图；
图2是本发明纵向中心方向全剖视图；
图3是本发明斜楔的结构示意图，即仰视轴测视图；
图4是本发明引导座结构示意图，即正等轴测视图；
图5是用于安装本发明的摇枕端部斜楔槽改造结构示意图，即其正等轴测视图；
图6是本发明安装在转向架上的结构示意图，其中摇枕一端为半剖主视图。
图中标识：
1是斜楔，1.1是鼻部，1.2是顶部下平面，1.3是副摩擦面，1.4是主摩擦面，1.5是螺栓座；2是上减振弹簧；3是引导座，3.1是顶柱，3.2是定位柱，3.3是座板下平面，3.4是座板上平面，4是下减振弹簧，5是锁紧螺栓，6是弹簧垫圈，11是引导座安装孔，12是斜楔槽底部上平面，13是斜楔槽底部下平面，21是摇枕，22是中央悬挂弹簧，23是侧架，24是立柱磨耗板紧固螺栓、螺母，25是侧架立柱磨耗板。
具体实施方式
下面结合具体实施方式对本发明进一步说明，具体实施方式是对本发明原理的进一步说明，不以任何方式限制本发明，与本发明相同或类似技术均没有超出本发明保护的范围。
结合附图。
可提供复合减振力的铁路货车转向架减振装置，转向架包括摇枕21并通过中央悬挂弹簧22安放于侧架23上，减振装置安装于摇枕21端部，减振装置由两部分构成，摇枕端部斜楔槽底部上平面12安装的宽体斜楔减振部和摇枕端部斜楔槽底部下平面13安装的弹簧减振部，斜楔减振部与弹簧减振部通过引导座3联接。
斜楔减振部包括斜楔1和上减振弹簧2；弹簧减振部包括下减振弹簧4；引导座3座板上平面3.4设置有三根顶柱3.1，三根顶柱3.1穿过摇枕21端部斜楔槽底板上的引导座安装孔11通过锁紧螺栓5和弹簧垫圈6与斜楔刚性紧固，上减振弹簧2位于斜楔内腔与斜楔槽底部上平面12之间；引导座座板下平面3.3设置有定位柱3.2，下减振弹簧4上端限位套入定位柱3.2、下端落在侧架中央悬挂弹簧22承台面上。
引导座3座板上平面3.4设置的三根顶柱3.1与摇枕21端部斜楔槽底板上的引导座安装孔11间隙配合，引导座3座板上平面3.4与摇枕21端部斜楔槽底板下平面13有间隙。
下减振弹簧4上平面与引导座3座板下平面3.3间有间隙。
引导座3座板下平面3.3的定位柱3.2在转向架自由状态时保证伸入到下减振弹簧4的内径孔内，下减振弹簧4内径孔与引导座3定位柱3.2 在垂向面之间有间隙。
下减振弹簧4可以为内圆弹簧和外圆弹簧共同承载结构，也可以为单一弹簧承载结构。
下减振弹簧4下端中央悬挂弹簧22承台面上设置环形限位凸起，下减振弹簧4下端落于环形限位凸起环内。
本发明减振装置对称安装于摇枕端部两侧共两组，每根摇枕两端共安装四组所述减振装置。
如图1、图2所示，提供复合减振阻力的铁路货车楔块式摩擦减振装置包括斜楔1、上减振弹簧2、引导座3、下减振弹簧4、锁紧螺栓5和弹簧垫圈6等。其作为铁路货车三大件式转向架减振装置与侧架23、摇枕21和中央悬挂弹簧形成转向架减振系统。
如图3所示，斜楔1为宽体斜楔，中间挖空，两侧副摩擦面1.3低于中间鼻部1.1，斜楔底面分别鼻部1.1下端和主摩擦面1.4内侧、两副摩擦面1.3下侧铸有螺栓座1.5，螺栓座1.5上精加工一定深度的螺纹孔。
如图4所示，引导座3为整体铸造钢结构或锻造组焊结构，其座板上平面3.4上设有与斜楔1螺栓座1.5对应的三个顶柱3.1，顶柱3.1中心开有通孔，便于锁紧螺栓5穿过通孔使引导座3和斜楔1螺栓座1.5紧固。座板下平面3.3中心位置设一定位柱3.2结构，主要对下减振弹簧4起到安装到位主要。
如图5所示，引导座3和斜楔1组装时，斜楔1事先已经安装在摇枕21端部斜楔槽内，引导座3座板位于摇枕21底板下侧，摇枕21端部斜楔 槽底板须对应引导座3的顶柱3.1位置开设通孔作为引导座安装孔11，并保证顶柱3.1在引导座安装孔11内纵向、横向具有一定的移动量。
如图6所示，本发明安装至转向架时，先将上减振弹簧2安装在斜楔1的中间挖空部分，上减振弹簧2一端顶在斜楔1的顶部下平面1.2上，然后整体压装在组装好的摇枕21端部斜楔槽内，采用工艺定位销使斜楔1和上减振弹簧2在摇枕21端部斜楔槽内固定。再将引导座3三个顶柱3.1通过摇枕21斜楔槽处的引导座安装孔11与斜楔1的螺栓座1.5对应，用锁紧螺栓5和弹簧垫圈6将引导座3紧固在斜楔1上。此时引导座3座板上平面3.4与摇枕斜楔槽底部下平面13间具有垂向间隙量δ，若δ不符合设计要求时，可在引导座3顶柱3.1与斜楔1螺栓座1.5接触处安装不同厚度垫片进行调节。安装好摇枕21上其余3处的减振系统零部件后，再按照传统三大件转向架组装方法将摇枕21嵌入两侧架中央方框内，安装中央悬挂弹簧22和下减振弹簧4。中央悬挂弹簧22和下减振弹簧4安装完成后，落下摇枕21，取出用于固定斜楔1的工艺销，斜楔1受到上减振弹簧2的反力作用后向摇枕21上方和外侧运动，使主摩擦面1.4、副摩擦面1.3分别与侧架立柱磨耗板25和摇枕八字面磨耗板密贴。此时，下减振弹簧4与引导座3座板下平面3.3间存在垂向高度差ΔH。ΔH将在车辆受到载荷作用后逐渐减小，当ΔH减至0后，下减振弹簧4将受到载荷作用，这部分载荷将通过引导座3传递至斜楔1上，使得作用在斜楔1上的摩擦阻力增加，增加了转向架在车辆载荷增加后的相对摩擦系数，改善转向架减振性能。
作为上述减振装置的另一种实施方式，引导座3上顶柱3.1中心设置 沉头孔，引导座3与斜楔1通过沉头螺钉紧固后。此时，引导座座板下平面3.3除定位柱3.2外为平面结构，可加大下减振弹簧4的高度，从而提高下减振弹簧4的挠度，另外下减振弹簧4也可根据需要设计成内圆弹簧、外圆弹簧共同承载，提高重车摩擦阻力。

Claims (8)

  1. 一种可提供复合减振力的铁路货车转向架减振装置，转向架包括摇枕并通过中央悬挂弹簧安放于侧架上，所述减振装置安装于摇枕端部，其特征在于：所述减振装置由两部分构成，摇枕端部斜楔槽底部上平面安装的宽体斜楔减振部和摇枕端部斜楔槽底部下平面安装的弹簧减振部，斜楔减振部与弹簧减振部通过引导座联接。
  2. 根据权利要求1所述的可提供复合减振力的铁路货车转向架减振装置，其特征在于：所述斜楔减振部包括斜楔和上减振弹簧；所述弹簧减振部包括下减振弹簧；所述引导座座板上平面设置有三根顶柱，三根顶柱穿过摇枕端部斜楔槽底板上的引导座安装孔通过锁紧螺栓和弹簧垫圈与斜楔刚性紧固，上减振弹簧位于斜楔内腔与斜楔槽底部上平面之间；所述引导座座板下平面设置有定位柱，下减振弹簧上端限位套入定位柱、下端落在侧架中央悬挂弹簧承台面上。
  3. 根据权利要求2所述的可提供复合减振力的铁路货车转向架减振装置，其特征在于：所述引导座座板上平面设置的三根顶柱与摇枕端部斜楔槽底板上的引导座安装孔间隙配合，引导座座板上平面与摇枕端部斜楔槽底板下平面有间隙。
  4. 根据权利要求2所述的可提供复合减振力的铁路货车转向架减振装置，其特征在于：所述下减振弹簧上平面与引导座座板下平面间有间隙。
  5. 根据权利要求4所述的可提供复合减振力的铁路货车转向架减振装置，其特征在于：所述引导座座板下平面的定位柱在转向架自由状态时保证伸入到下减振弹簧的内径孔内，下减振弹簧内径孔与引导座定位柱在垂向面 之间有间隙。
  6. 根据权利要求5所述的可提供复合减振力的铁路货车转向架减振装置，其特征在于：所述下减振弹簧为内圆弹簧和外圆弹簧共同承载结构。
  7. 根据权利要求5所述的可提供复合减振力的铁路货车转向架减振装置，其特征在于：所述下减振弹簧下端中央悬挂弹簧承台面上设置环形限位凸起，下减振弹簧下端落于环形限位凸起环内。
  8. 根据权利要求1至7任一项所述的可提供复合减振力的铁路货车转向架减振装置，其特征在于：所述减振装置对称安装于摇枕端部两侧共两组，每根摇枕两端共安装四组所述减振装置。
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CN203332129U (zh) * 2013-07-22 2013-12-11 济南轨道交通装备有限责任公司 一种构架式转向架减振装置
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