WO2020238678A1 - 轨道车辆的转向架构架及转向架 - Google Patents

轨道车辆的转向架构架及转向架 Download PDF

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Publication number
WO2020238678A1
WO2020238678A1 PCT/CN2020/090828 CN2020090828W WO2020238678A1 WO 2020238678 A1 WO2020238678 A1 WO 2020238678A1 CN 2020090828 W CN2020090828 W CN 2020090828W WO 2020238678 A1 WO2020238678 A1 WO 2020238678A1
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WO
WIPO (PCT)
Prior art keywords
box
plate
rail vehicle
bogie
bogie frame
Prior art date
Application number
PCT/CN2020/090828
Other languages
English (en)
French (fr)
Inventor
赵伟
张月军
胡海涛
刘少帅
宋树亮
Original Assignee
中车青岛四方机车车辆股份有限公司
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
Application filed by 中车青岛四方机车车辆股份有限公司 filed Critical 中车青岛四方机车车辆股份有限公司
Priority to US17/609,364 priority Critical patent/US20220212696A1/en
Priority to EP20814999.7A priority patent/EP3915853A4/en
Publication of WO2020238678A1 publication Critical patent/WO2020238678A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/04—Monorail systems
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/50—Other details
    • B61F5/52—Bogie frames

Definitions

  • the present invention relates to the technical field of rail vehicles, in particular to bogie frames and bogies of rail vehicles.
  • bogie frames directly determine the dynamic performance and safety performance of rail vehicles.
  • the bogie frame in the prior art is formed with a motor mounting seat and a gear box boom seat, and the motor and gear box are installed through the motor mounting seat and the gear box boom seat respectively.
  • the technical problem of this type of bogie frame in the prior art is that the motor mounting base and the gear box boom base need to be additionally provided, which results in low efficiency of disassembly and assembly of the bogie.
  • the height of the undercarriage will be too high, that is, the height of the rail vehicle floor from the ground will be higher, which will not facilitate the escape and evacuation of passengers and reduce the safety of operation.
  • the higher the height of the rail vehicle floor from the ground will reduce the driving safety and reduce the rolling resistance of the rail vehicle.
  • the present invention aims to solve at least one of the technical problems existing in the prior art or related technologies.
  • One of the objectives of the present invention is to provide a bogie frame for rail vehicles, which solves the technical problems of low bogie disassembly and assembly efficiency in the prior art and high height of the rail vehicle floor from the ground.
  • the present invention provides a bogie frame for a rail vehicle, which includes a first end beam, a second end beam, and a box beam arranged between the first end beam and the second end beam.
  • the box beam includes a primary gear box and a secondary gear box, the primary gear box is used to connect a traction motor and the secondary gear box, and transmit power from the traction motor to the secondary gear box,
  • the two-stage gear box is arranged between the first-stage gear box and the first end beam, and between the first-stage gear box and the second end beam.
  • the box beam further includes a motor box of the traction motor, the motor box is symmetrically arranged on both sides of the first-stage gear box, and the motor box, the first-stage gear The box and the secondary gear box are connected to form a "cross" beam.
  • the first-level gearbox includes a first-level box body, the first-level box body includes a top plate, a bottom plate, a first side plate connecting the top plate and the bottom plate, and a first side plate connecting the first side plate
  • the first end plate, the first side plate and the first end plate are both provided with first escape holes
  • the motor box includes a top support plate, a bottom support plate, and a connection between the top support plate and the bottom support plate
  • the second end plate is provided with a second escape hole; the second end plate is provided corresponding to the first end plate;
  • the two-stage gear box includes a two-stage box body, and the two The level box includes a second connecting flange corresponding to the first side plate.
  • the two-stage box body and the first end beam, and the two-stage box body and the second end beam are connected by plug joints.
  • the first side plate and the first end plate both extend toward the outside of the top plate, and an air spring installation platform is formed between the top plate, the first side plate and the first end plate.
  • a mounting platform is provided on a side of the top plate close to the mounting platform, and the mounting platform is used to connect with the secondary gearbox.
  • the secondary box body is divided into a left box body and a right box body from a vertical longitudinal section, and the left box body and the right box body are both formed with a first connection along the opening. Flange.
  • the secondary box body has a support base extending outwards
  • the secondary gear box further includes a first wheel axle and a second wheel axle for connecting traveling wheels on different sides of the wheelset. Both the wheel axle and the second wheel axle extend from the support base to the outside of the secondary box body, and one end of the first wheel axle and the second wheel axle located inside the secondary box body is connected by a differential.
  • the motor box further includes a second side plate connected to the top support plate, the bottom support plate, and the second end plate, and the second side plate is provided with a wire bracket and a cooling pipe passing through. Install holes.
  • the present invention provides a bogie including the above-mentioned bogie frame.
  • the bogie frame of the present invention integrates the gear box on the bogie frame, thereby improving the efficiency of disassembly and assembly of the bogie.
  • the gearbox does not need to be additionally provided on the basis of the bogie frame, it can reduce the height of the rail vehicle floor from the ground, increase the distance between the rail vehicle floor of the rail vehicle and the ground, and improve the rolling resistance of the rail vehicle.
  • the integrated design of the gearbox and the bogie frame and the built-in gear drive are conducive to reducing the height of the bogie, meeting the requirements of suburban elevated, urban tunnels and A-type subway tunnel shields, and greatly reducing project costs.
  • the bogie frame of the present invention because the motor box is integrated on the bogie frame, further improves the efficiency of disassembly and assembly of the bogie, reduces the height of the rail vehicle floor from the ground, and improves the track of the rail vehicle The distance between the vehicle floor and the ground also improves the rolling resistance of the rail vehicle.
  • Figure 1 is a schematic top view of a bogie in an embodiment of the present invention
  • Figure 2 is a schematic side view of the structure of the bogie of the embodiment of the present invention.
  • Figure 3 is a schematic front view of the structure of the bogie of the embodiment of the present invention.
  • FIG. 4 is a schematic diagram of a three-dimensional structure of a rail vehicle bogie showing a gearbox according to an embodiment of the present invention
  • Fig. 5 is a schematic side view of a rail vehicle bogie showing a gearbox according to an embodiment of the present invention
  • FIG. 6 is a schematic top view of a rail vehicle bogie showing a gearbox according to an embodiment of the present invention
  • FIG. 7 is a schematic diagram of the connection relationship between the traction motor body and the gear box of the embodiment of the present invention.
  • connection and “connected” should be understood in a broad sense, for example, it may be a fixed connection, a detachable connection, or an integral Ground connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium.
  • connection should be understood in specific situations.
  • the embodiment provides a rail vehicle bogie frame, including a first end beam 01, a second end beam 02, and a box beam arranged between the first end beam 01 and the second end beam 02 ,
  • the box beam includes a primary gear box 1 and a secondary gear box 2.
  • the primary gear box 1 is used to connect the traction motor and the secondary gear box 2, and transmits power from the traction motor to the secondary gear box 2.
  • the secondary gear The box 2 is arranged between the first-stage gear box 1 and the first end beam 01, and between the first-stage gear box 1 and the second end beam 02.
  • This kind of bogie frame improves the efficiency of disassembly and assembly of the bogie because the gear box is integrated on the bogie frame.
  • the gearbox does not need to be additionally provided on the basis of the bogie frame, it can reduce the height of the rail vehicle floor from the ground, increase the distance between the rail vehicle floor of the rail vehicle and the ground, and improve the rolling resistance of the rail vehicle.
  • the integrated design of the gearbox and the bogie frame and the built-in gear drive are conducive to reducing the height of the bogie, meeting the shield requirements of suburban elevated, urban tunnels and A-type subway tunnels, and greatly reducing engineering costs.
  • this type of bogie frame can reduce the overall weight of the bogie, thereby reducing the wear of the running wheel 08 tires and saving operating costs.
  • the embodiment only uses a single-track vehicle as an example to describe the bogie frame of the rail vehicle mentioned above.
  • the bogie frames of rail vehicles mentioned above can be applied to dual-rail vehicles in addition to single-track vehicles.
  • the double-axle straddle-type monorail vehicle Take the double-axle straddle-type monorail vehicle as an example. It has good running stability, smoothness, comfortable ride, and large passenger capacity. However, due to its floor structure and track beam 010 cross-section up to 1.5 meters, customers all hope to optimize the double-axle
  • the structure of the straddle-type monorail transportation system can reduce the floor height of straddle-type monorail vehicles, facilitate passengers to escape and evacuate, and improve operational safety.
  • the section height of the track beam 010 will be greatly reduced. Specifically, the section height of the track beam 010 can be reduced by about 600mm. Without changing the height of the vehicle floor, Improve the level of passenger escape and evacuation. In addition, when combined with the optimized car body structure, the total height of the cross section of the vehicle track can be reduced to about 700mm, which in turn reduces the height of the tunnel section and saves the project cost.
  • the box beam further includes a motor box 05 of the traction motor.
  • the motor box 05 is symmetrically or nearly symmetrically arranged on both sides of the first-stage gear box 1, and the motor box 05, the first-stage gear box 1 and The secondary gear box 2 is connected to form a "cross" beam.
  • the "cross" beam is just an image metaphor, and it is not strictly required that the motor box 05 and the first gear box 1 must be on the same straight line, or the first gear box 1 and the second gear box 2 must be on the same line. vertical.
  • the "cross"-shaped beam and the first end beam 01 and the second end beam 02 can form a bogie frame similar to the "king" shape.
  • the primary gearbox 1 and the motor boxes arranged on both sides of the primary gearbox 1 are connected to form a box-shaped beam.
  • This kind of bogie frame because the motor box is integrated on the bogie frame, further improves the efficiency of disassembly and assembly of the bogie, reduces the height of the rail vehicle floor from the ground, and increases the distance between the rail vehicle floor of the rail vehicle and the ground. Improve the rolling resistance of rail vehicles.
  • the motor box 05 is used to install the traction motor body as a power drive unit.
  • the traction motor body is sequentially connected to the primary gear box 1, the secondary gear box 2, and the axle.
  • the output shaft of the traction motor body is connected to the first input shaft 11 of the first-stage gearbox 1
  • the output shaft of the first-stage gearbox 1 is connected to the second input shaft of the second-stage gearbox 2
  • the output shaft of the second-stage gearbox 2 Connect the axle.
  • the transmission unit and the power unit are integrated on the bogie frame to simplify the structure of the bogie and reduce the weight of the bogie.
  • the transmission direction has changed between the first-stage gearbox 1 and the second-stage gearbox 2.
  • the power transmission direction of the primary gearbox 1 is along the transverse direction
  • the power transmission direction of the secondary gearbox 2 is along the longitudinal direction.
  • a central traction mounting seat 09 is fixed on the first-stage gearbox 1 to facilitate the installation of a traditional "Z"-shaped traction device or other structural traction devices.
  • the central traction mounting seat 09 and the first-stage gearbox 1 are two independent structures, which can further facilitate the processing and forming of the central traction mounting seat 09 and the first-stage gearbox 1 respectively.
  • the central traction mounting seat 09 can also be easily repaired or replaced.
  • the central traction mounting seat 09 is provided with a lateral stop seat and a vertical stop seat.
  • the integrated design of various stops and the central traction mounting seat 09 is realized, which can facilitate the structural maintenance of the bogie frame.
  • the distance between the box beam and the first end beam 01 is equal to the distance between the box beam and the second end beam 02, thereby ensuring the structural symmetry of the "king"-shaped steering frame .
  • the first end beam 01 and the second end beam 02 are both U-shaped beams with openings facing downwards, please refer to FIG. 2.
  • the U-shaped beam includes a cantilever beam and a connecting beam located between the cantilever beams on both sides.
  • the structure of the first end beam 01 and the second end beam 02 can facilitate the installation of the guide wheel 07.
  • the bogie frame of the rail vehicle also includes an axle box 06.
  • the axle box 06 is fixed on the gear box and is arranged longitudinally between the motor box body 05 and the first end beam 01. And between the motor box 05 and the second end beam 02.
  • a mounting groove is opened on the top of the gear box, and the axle box 06 is fixed in the mounting groove.
  • the traditional axle box 06 located at the bottom of the bogie frame it can not only save the space at the bottom of the bogie frame, but also can be used as a component of the bogie frame to strengthen the structural strength of the bogie frame.
  • axle box 06 is symmetrically arranged on both sides of the box-shaped beam to facilitate the symmetrical installation of the wheels.
  • each pair of running wheels 08 includes a first running wheel and a second running wheel.
  • the first running wheel is connected to the first wheel axle
  • the second running wheel is connected to the second wheel axle.
  • the gearbox is connected between the axles through a differential.
  • the speed of the first running wheel and the second running wheel of each pair of wheels can be different, thereby improving the driving safety in the turning process or other minor conditions.
  • the secondary gearbox 2 is gradually inclined upward toward a direction away from the primary gearbox 1. That is, in FIGS. 4 and 5, for the frame bearing beam formed by the gear box, the position of the first-stage gear box 1 is recessed downward. Since the first-stage gearbox 1 carries an air spring above the air spring, the car body of the rail vehicle is carried above the air spring, and the wheel diameter of the running wheel is fixed. By making the first-stage gearbox 1 recessed, the height of the rail vehicle can be reduced as a whole, thereby improving the running stability of the rail vehicle and ensuring safety during escape. That is, when other components of the rail vehicle are of inconvenient specifications, the overall height of the rail vehicle can be reduced by designing the rail vehicle gear box in a relatively concave form of the first-stage gear box 1.
  • the secondary gearbox 2 includes a first secondary gearbox and a second secondary gearbox arranged on both sides of the primary gearbox 1.
  • the first two-stage gearbox is used to transmit power from the first-stage gearbox 1 to the front wheel pair of the rail vehicle
  • the second two-stage gearbox is used to transmit power from the first-stage gearbox 1 to the rear wheel pair of the rail vehicle.
  • the first and second stage gearboxes can be arranged symmetrically on both sides of the first stage gearbox 1 but not necessarily.
  • the first-level gearbox 1 includes a first-level box body, the first-level box body includes a top plate 3, a bottom plate 4, a first side plate 5 connecting the top plate 3 and the bottom plate 4, and a first side plate connected to 5 The first end plate 6.
  • the setting of the top plate 3 can increase the stress surface of the first-stage gearbox 1, so that when the first-stage gearbox 1 is used as a component of the frame load beam, the force is more uniform, and stress concentration on the first-stage box body is prevented.
  • the specific structural forms of the top plate 3, the bottom plate 4, the first side plate 5 and the first end plate 6 are not limited. They can adopt a flat plate structure, a curved plate with a curvature, or a bent plate.
  • the structure of the first-stage gearbox 1 is not limited by the examples here, as long as it can meet the load bearing requirements.
  • both the first side plate 5 and the first end plate 6 of the first-stage gearbox 1 are provided with first escape holes.
  • the first avoidance hole on the first end plate 6 is for the connection between the traction motor body and the internal gear train of the first-stage gearbox 1.
  • a first input shaft 11 is provided at the first end plate 6, and the first input shaft 11 is connected to the coupling 04 of the traction motor body.
  • the first avoidance hole on the first side plate 5 is to make the gear train inside the first gear box 1 and the gear train inside the second gear box 2 connect.
  • the first side plate 5 of the primary box body refers to the plate structure connected with the secondary gear box 2
  • the first end plate 6 refers to the trapezoidal plate in FIG. 4.
  • the first end plate 6 is designed in the form of a trapezoidal plate, which can make the structure of the first-level box more stable, so that the top plate 3 is forced to pass through the first side plate 5 and The first end plate 6 is transferred to the bottom plate 4, thereby preventing the top plate 3 from being damaged.
  • the first end plate 6 is designed in the form of a trapezoidal plate, which can also facilitate the installation of the secondary gearbox 2 so that the secondary gearbox 2 is fixed on the first side plate 5 while satisfying the requirement of In the longitudinal direction, the two-stage gearbox 2 is gradually inclined upward toward the direction away from the first-stage gearbox 1.”
  • the first side plate 5 and the first end plate 6 both extend toward the outside of the top plate 3, and an air spring installation platform 9 is formed between the top plate 3, the first side plate 5 and the first end plate 6. .
  • the installation platform 9 is a recessed platform formed on the top of the first-stage gear box 1, which can make the installation of the air spring reliable and stable.
  • FIGS. 4 and 6 it is found that a side of the top plate 3 close to the installation platform 9 is provided with an installation stand 12, and the installation stand 12 is used to connect with the secondary gear box 2.
  • the threaded member passes through the secondary gearbox 2 and then penetrates into the mounting platform 12 to realize the fixation between the secondary gearbox 2 and the primary gearbox 1.
  • the mounting platform 12 is not provided, the area on the primary gearbox 1 for connecting the secondary gearbox 2 may become a weak link of the primary gearbox 1.
  • the mounting platforms 12 corresponding to the two first side plates 5 are staggered with each other, so as to meet the distribution requirements of other components.
  • the two-stage gear box 2 includes a two-stage box body, which is divided into a left box body and a right box body from a vertical longitudinal section. Dividing the secondary box into a left box and a right box from the vertical longitudinal section can facilitate the installation of the internal gear train of the secondary box.
  • the secondary box in order to facilitate the installation of the gear train of the secondary gear box 2, in addition to dividing the secondary box into multiple parts in the vertical longitudinal section, the secondary box can also be divided from any other position.
  • both the left and right boxes are formed with a first connecting flange 7 along the opening, which can further facilitate the assembly of the left and right boxes.
  • the left box body and the right box body can be tightened by circumferential bolts to meet the needs of quick installation.
  • a second connecting flange 8 is provided on the end surface of the secondary box body close to the primary gear box 1.
  • the second connecting flange 8 is attached to the first side plate 5 of the first-level box body, and the screw is used to fix it, so that the second connecting flange 8 carries the two-stage box Shear force generated by vibration between bodies.
  • the second connecting flange 8 can increase the force-bearing area between the primary box and the secondary box while facilitating the connection between the primary box and the secondary box.
  • a positioning stop can be provided between the primary box and the secondary box to realize rapid installation between the primary box and the secondary box.
  • multiple bolt holes can be reserved on the surface of the primary and secondary boxes to respectively assemble the traction device (such as the central traction mounting seat 09), the walking system, the frame installation, the traction motor body mounting seat, and the brake seat. And other functional components.
  • the traction device such as the central traction mounting seat 09
  • the walking system such as the central traction mounting seat 09
  • the frame installation such as the central traction motor body mounting seat
  • the brake seat can be reserved on the surface of the primary and secondary boxes to respectively assemble the traction device (such as the central traction mounting seat 09), the walking system, the frame installation, the traction motor body mounting seat, and the brake seat.
  • two independent transmission systems can be arranged in the primary and secondary boxes, and the two transmission systems do not interfere with each other, thereby meeting the independent transmission requirements between the front wheel pair and the rear wheel pair.
  • the two-stage gear box 2 protrudes to form a support seat for connecting with the bearing of the wheel set.
  • the support base can be used to install bearings and connect the wheel pair after the wheel shaft passes through the support shaft.
  • the end of the secondary gear box 2 away from the primary gear box 1 is formed with a plug joint 10 for connecting with the end beam of the frame.
  • a plug joint 10 for connecting with the end beam of the frame.
  • a weight reduction hole is opened at the position of the plug joint 10.
  • the first-level box body is finished by steel plate processing and welding, and has a box-shaped structure.
  • the secondary box body is cast and has a sub-box structure.
  • the sub-box surface is the flange surface of the first connecting flange 7.
  • the above-mentioned rail vehicle gearbox is divided into a primary gearbox 1 and a secondary gearbox 2, and the primary gearbox 1 and the secondary gearbox 2 serve as the central structure of the bogie to provide installation positions for other functional components of the bogie.
  • a bogie of a rail vehicle which includes the bogie frame of the above-mentioned rail vehicle, and further includes a traction motor body 03 in a motor box 05.
  • the traction motor body 03 includes an output shaft;
  • the motor box 05 includes a top support plate 301, a bottom support plate 302, and a second end plate connecting the top support plate 301 and the bottom support plate 302; the second end plate is formed with the first end of the output shaft 2. Avoidance hole.
  • the motor box 05 and the traction motor body 03 form the traction motor body of the rail vehicle bogie.
  • the traction motor body 03 is provided with a motor box 05, the top support plate 301 of the motor box 05 can be used to install air springs, and the bottom support plate 302 can be used to support the traction motor body 03 , And the second end plate meets the connection requirements of the bogie frame, and then the motor box 05 can be integrated on the bogie frame of the rail vehicle, which simplifies the overall structure of the bogie and facilitates subsequent maintenance.
  • the bogie provided with the traction motor body of the rail vehicle bogie does not need to separately provide an additional traction motor body mounting seat, and the preparation is simple, the structure strength is high, and there are no hidden safety hazards during operation, which solves the prior art Among them, a series of problems caused by low integration of rail vehicle bogies.
  • the traction motor body and the bogie frame of this type of rail vehicle bogie it is beneficial to reduce the height of the bogie, meet the requirements of suburban elevated, urban tunnel and A-type subway tunnel shield, and greatly reduce the project cost.
  • the height of the vehicle floor from the evacuation channel can be reduced, and the escape safety can be improved.
  • the motor box 05 is provided outside the traction motor body 03, the traction motor body 03 can be protected to prevent the traction motor body 03 from being scrapped in advance due to the influence of the external environment.
  • the second end plate can be provided at both ends of the traction motor body 03 or only at one end of the traction motor body 03.
  • both ends are defined along the axial direction of the output shaft.
  • the axial direction of the output shaft (not shown in Fig. 1) of the traction motor body 03 is the up-and-down direction of Fig. 1, so the two ends of the traction motor body 03 are also the upper and lower ends in Fig. 1 .
  • the motor box 05 has an open design. At this time, the opening position can facilitate the disassembly and assembly of the traction motor body 03.
  • the motor box 05 further includes a second side plate 303 connecting the top support plate 301, the bottom support plate 302 and the second end plate. Furthermore, the top support plate 301, the bottom support plate 302, the second end plate and the second side plate 303 can protect the traction motor body 03 from multiple sides.
  • a wired support is provided on the second side plate 303. Furthermore, various sensors of the traction motor body of the rail car bogie can be wired through the wire bracket. It is worth mentioning that the cable bracket is arranged on the second side plate 303 to prevent interference between the cable and other structures of the bogie.
  • the through holes of the cooling pipeline are opened on the second side plate 303 to facilitate the installation of the cooling pipeline.
  • the cooling pipeline can be a cooling water pipe or a cooling air pipe.
  • the cooling water pipe can be connected to the water tank at the bottom of the vehicle body.
  • a cooling water tank can also be additionally provided to connect the cooling water pipe.
  • the traction motor body 03 also includes a limit mounting plate 011.
  • the limit mounting plate 011 can be installed between the top support plate 301 and the bottom support plate 302, and prevents the traction motor body 03 from shaking in the motor box 05, ensuring the reliability of the installation of the traction motor body 03.
  • the limit mounting plate 011 is octagonal or approximately octagonal.
  • the motor box 05 is a rectangular box.
  • the limit mounting plate 011 can contact the top support plate 301, the bottom support plate 302, and the second side plate 303 of the motor box 05 at the same time, or be in contact with the top support plate 301, the bottom support plate 302, and the second side plate 303.
  • 303 maintains a small gap, thereby restricting the movement of the traction motor body 03 in all directions.
  • the octagonal limit mounting plate 011 can be regarded as a rectangular plate with four chamfers, the limit mounting plate 011 can easily enter the motor box 05 without scratching the motor box The inner wall of the body 05.
  • screw holes are opened on the limit mounting plate 011. Furthermore, the threaded connection piece passes through the motor box 05 and then enters the screw hole of the limit mounting plate 011 to fix the traction motor body 03 in the motor box 05.
  • the threaded connection mentioned here can use both bolts and screws.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Details Of Gearings (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

一种轨道车辆的转向架构架及转向架，其中，轨道车辆的转向架构架包括第一端梁（01）、第二端梁（02）以及设置在第一端梁（01）和第二端梁（02）之间的箱型梁，箱型梁包括一级齿轮箱（1）和二级齿轮箱（2），一级齿轮箱（1）用于连接牵引电机和二级齿轮箱（2），二级齿轮箱（2）设置在一级齿轮箱（1）和第一端梁（01）之间，以及一级齿轮箱（1）和第二端梁（02）之间。

Description

轨道车辆的转向架构架及转向架
相关申请的交叉引用
本申请要求于2019年5月30日提交的申请号为201910462853X，发明名称为“轨道车辆的转向架构架及转向架”的中国专利申请的优先权，其通过引用方式全部并入本公开。
技术领域
本发明涉及轨道车辆技术领域，尤其涉及轨道车辆的转向架构架及转向架。
背景技术
转向架构架作为轨道车辆的重要组成部分，直接决定了轨道车辆的动力性能和安全性能。现有技术当中的转向架构架，其形成有电机安装座和齿轮箱吊杆座，进而分别通过电机安装座和齿轮箱吊杆座实现电机以及齿轮箱的安装。现有技术当中的该种转向架构架存在的技术问题是，由于需要额外设置电机安装座和齿轮箱吊杆座，进而导致转向架拆装效率低。并且，将电机和齿轮箱安装在转向架构架上之后，将导致车下高度过高，也即使得轨道车辆地板距离地面高度较高，进而不便于乘客的逃生和疏散，降低运营的安全性。此外，轨道车辆地板距离地面高度较高还会降低行车安全性，使得轨道车辆的抗侧滚能力降低。
发明内容
本发明旨在至少解决现有技术或相关技术中存在的技术问题之一。
本发明的其中一个目的是：提供一种轨道车辆的转向架构架，解决现有技术中存在的转向架拆装效率低以及轨道车辆地板距离地面高度较高的技术问题。
为了实现该目的，本发明提供了一种轨道车辆的转向架构架，包括第一端梁、第二端梁以及设置在所述第一端梁和第二端梁之间的箱型梁，所述箱型梁包括一级齿轮箱和二级齿轮箱，所述一级齿轮箱用于连接牵引电机和所述二级齿轮箱，并从所述牵引电机向所述二级齿轮箱传递动力，所 述二级齿轮箱设置在所述一级齿轮箱和所述第一端梁之间，以及所述一级齿轮箱和所述第二端梁之间。
在一个实施例中，所述箱型梁还包括所述牵引电机的电机箱体，所述电机箱体对称设置在所述一级齿轮箱的两侧，且所述电机箱体、一级齿轮箱和二级齿轮箱连接形成“十”字型梁。
在一个实施例中，所述一级齿轮箱包括一级箱体，所述一级箱体包括顶板、底板、连接所述顶板和底板的第一侧板，以及连接所述第一侧板的第一端板，所述第一侧板和第一端板上均设置有第一避让孔；所述电机箱体包括顶部支撑板、底部支撑板以及连接所述顶部支撑板与底部支撑板的第二端板，所述第二端板上设置有第二避让孔；所述第二端板与所述第一端板对应设置；所述二级齿轮箱包括二级箱体，所述二级箱体包括与所述第一侧板对应的第二连接法兰。
在一个实施例中，所述二级箱体和所述第一端梁之间，以及所述二级箱体和所述第二端梁之间均通过插接接头连接。
在一个实施例中，所述第一侧板和第一端板均朝着所述顶板外侧延伸，并在所述顶板、第一侧板和第一端板之间形成空气弹簧的安装平台。
在一个实施例中，所述顶板靠近所述安装平台的一侧设置有安装台，所述安装台用于和所述二级齿轮箱连接。
在一个实施例中，所述二级箱体从竖直纵截面处被分为左箱体和右箱体，所述左箱体和所述右箱体均沿着开口处形成有第一连接法兰。
在一个实施例中，所述二级箱体朝外伸出有支撑座，所述二级齿轮箱还包括用于连接轮对不同侧走行轮的第一轮轴和第二轮轴，所述第一轮轴和第二轮轴均从所述支撑座伸出至所述二级箱体外部，所述第一轮轴和第二轮轴位于所述二级箱体内部的一端通过差速器连接。
在一个实施例中，所述电机箱体还包括连接所述顶部支撑板、底部支撑板以及第二端板的第二侧板，所述第二侧板上设置有线支架以及冷却管路的穿装孔。
为了实现该目的，本发明提供了一种转向架，包括上述转向架构架。
本发明的技术方案具有以下优点：本发明的该种转向架构架，由于将齿轮箱集成在转向架构架上，进而提高了转向架的拆装效率。此外，由于 齿轮箱无需在转向架构架基础上额外设置，进而其可以降低轨道车辆地板距离地面的高度，提高轨道车辆的轨道车辆地板距离地面，同时提高轨道车辆的抗侧滚能力。进一步的，齿轮箱和转向架构架一体化的设计以及将齿轮传动内置，有利于降低转向架高度，满足郊区高架、城区隧道和A型地铁隧道盾构要求，大幅降低工程造价。
进一步的，本发明的该种转向架构架，由于将电机箱体集成在转向架构架上，进一步提高了转向架的拆装效率，降低了轨道车辆地板距离地面的高度，提高了轨道车辆的轨道车辆地板距离地面，同时提高了轨道车辆的抗侧滚能力。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本发明实施例的转向架的俯视结构示意图；
图2是本发明实施例的转向架的侧视结构示意图；
图3是本发明实施例的转向架的正视结构示意图；
图4是本发明实施例的显示有齿轮箱的轨道车辆转向架的立体结构示意图；
图5是本发明实施例的显示有齿轮箱的轨道车辆转向架的侧视结构示意图；
图6是本发明实施例的显示有齿轮箱的轨道车辆转向架的俯视结构示意图；
图7是本发明实施例的牵引电机本体和齿轮箱之间的连接关系示意图；
图中：1、一级齿轮箱；2、二级齿轮箱；3、顶板；4、底板；5、第一侧板；6、第一端板；7、第一连接法兰；8、第二连接法兰；9、安装平台；10、插接接头；11、第一输入轴；12、安装台；01、第一端梁；02、第二端梁；03、牵引电机本体；04、联轴节；05、电机箱体；06、轴箱；07、导向轮；08、走行轮；09、中心牵引安装座；010、轨道梁；011、限 位安装板；301、顶部支撑板；302、底部支撑板；303、第二侧板。
具体实施方式
为了能够更清楚地理解本发明的上述目的、特征和优点，下面结合附图和具体实施方式对本发明进行进一步的详细描述。需要说明的是，在不冲突的情况下，本申请的实施例及实施例中的特征可以相互组合。
在本发明的描述中，需要说明的是，术语“中心”、“纵向”、“横向”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”等指示的方位或位置关系在没有特别说明的情况下，为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。此外，术语“第一”、“第二”、“第三”仅用于描述目的，而不能理解为指示或暗示相对重要性。
在本发明的描述中，需要说明的是，除非另有明确的规定和限定，术语“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本发明中的具体含义。
请参见图1至图3，实施例提供轨道车辆的转向架构架，包括第一端梁01、第二端梁02以及设置在第一端梁01和第二端梁02之间的箱型梁，箱型梁包括一级齿轮箱1和二级齿轮箱2，一级齿轮箱1用于连接牵引电机和二级齿轮箱2，并从牵引电机向二级齿轮箱2传递动力，二级齿轮箱2设置在一级齿轮箱1和第一端梁01之间，以及一级齿轮箱1和第二端梁02之间。
该种转向架构架，由于将齿轮箱集成在转向架构架上，提高了转向架的拆装效率。此外，由于齿轮箱无需在转向架构架基础上额外设置，进而其可以降低轨道车辆地板距离地面的高度，提高轨道车辆的轨道车辆地板距离地面，同时提高轨道车辆的抗侧滚能力。进一步的，齿轮箱和转向架构架一体化的设计以及将齿轮传动内置，有利于降低转向架高度，满足郊区高架、城区隧道和A型地铁隧道盾构要求，大幅降低工程造价。
此外，采用该种转向架构架可以降低转向架整体重量，进而减缓走行轮08胎的磨耗，节约运营成本。
值得一提的是，实施例仅以单轨道车辆为例对上文提到的轨道车辆的转向架构架进行说明。不失一般性，上文提到的轨道车辆的转向架构架，除了应用于单轨道车辆，还可以应用于双轨道车辆。
以双轴式跨座式单轨车辆为例，其运行稳定性、平稳性好、乘坐舒适、载客量大，但是由于其地板结构、轨道梁010截面高达1.5米，因此客户均希望优化双轴式跨座式单轨交通系统结构，以降低跨座式单轨车地板高度，方便乘客逃生和疏散，提高运营安全性。
而双轴式跨座式单轨车辆采用上述轨道车辆的转向架构架时，将大幅降低轨道梁010截面高度，具体可以将轨道梁010截面高度降低600mm左右，在不改变车辆地板高度的情况下，提高乘客逃生和疏散水平。此外，结合优化车体结构的情况下，可减少车辆轨道通过断面高度总计达700mm左右，进而使得隧道断面高度得以降低，节约工程造价。
在一个实施例中，箱型梁还包括牵引电机的电机箱体05，电机箱体05对称或者近乎对称设置在一级齿轮箱1的两侧，且电机箱体05、一级齿轮箱1和二级齿轮箱2连接形成“十”字型梁。其中，“十”字型梁只是一个形象的比喻，并不严格要求电机箱体05和一级齿轮箱1之间一定在同一条直线上，或者一级齿轮箱1和二级齿轮箱2一定垂直。
进而，该“十”字型梁与第一端梁01和第二端梁02可以组成一个类似“王”字型的转向架构架。该种情况下，一级齿轮箱1以及设置在一级齿轮箱1两侧的电机箱体连接形成箱型横梁。
该种转向架构架，由于将电机箱体集成在转向架构架上，进一步提高了转向架的拆装效率，降低了轨道车辆地板距离地面的高度，提高了轨道车辆的轨道车辆地板距离地面，同时提高了轨道车辆的抗侧滚能力。
其中，电机箱体05用于安装作为动力驱动单元的牵引电机本体。沿着转向架的动力传动方向上，牵引电机本体依次连接一级齿轮箱1、二级齿轮箱2和轮轴。具体的，牵引电机本体的输出轴连接一级齿轮箱1的第一输入轴11，一级齿轮箱1的输出轴连接二级齿轮箱2的第二输入轴，二级齿轮箱2的输出轴连接轮轴。进而，传动单元和动力单元均集成在转向 架构架上，以简化转向架的结构，降低转向架的重量。
结合转向架构架的结构可知，一级齿轮箱1和二级齿轮箱2之间发生了传动方向的变化。一级齿轮箱1当中的动力传递方向是沿着横向方向，而二级齿轮箱2的动力传递方向是沿着纵向方向上。
于该种“王”字型的转向架构架而言，其承载能力较强，且齿轮箱和电机箱体05无需额外占用车下空间。
其中，在一级齿轮箱1上固定有中心牵引安装座09，以便于传统“Z”字型牵引装置或者其它结构形式的牵引装置的安装。该中心牵引安装座09和一级齿轮箱1为两个独立的结构，进而可以分别便于中心牵引安装座09和一级齿轮箱1的加工成型。并且，一旦中心牵引安装座09结构出现疲劳损坏，也可以方便对中心牵引安装座09进行维修或者更换。
根据本发明的其中一个实施例，中心牵引安装座09上设置有横向止挡座和垂向止挡座。该种情况下，实现了各种止挡与中心牵引安装座09的一体化设计，进而可以便于对转向架构架的结构维护。
根据本发明的其中一个实施例，箱型横梁距离第一端梁01的距离，与箱型横梁距离第二端梁02的距离相等，进而保证了“王”字型的转向架构的结构对称性。
根据本发明的其中一个实施例，第一端梁01和第二端梁02均为开口朝下的U型梁，请参见图2。具体的，U型梁包括悬臂梁以及位于两侧悬臂横梁之间的连接横梁。该种第一端梁01和第二端梁02的结构可以便于导向轮07的安装。
当然，除了上述提及的组成部件，轨道车辆的转向架构架还包括轴箱06，轴箱06固定在齿轮箱上，且沿着纵向设置在电机箱体05与第一端梁01之间，以及电机箱体05与第二端梁02之间。
其中，在齿轮箱顶部开设有安装槽，将轴箱06固定在安装槽内。较之于传统位于转向架构架底部的轴箱06，其不仅可以节省转向架构架底部的空间，还可以作为转向架构架的组成部分，加强转向架构架的结构强度。
通过图1发现，轴箱06对称设置在箱型横梁的两侧，以便于车轮的对称安装。
根据本发明的其中一个实施例，每对走行轮08均包括第一走行轮和 第二走行轮，第一走行轮连接第一轮轴，第二走行轮连接第二轮轴，第一轮轴和第二轮轴之间通过差速器连接齿轮箱。
通过差速器的设置，使得每对轮对的第一走行轮和第二走行轮速度可以不相同，进而提高转弯过程或者其它条件小的行车安全性。
请参见图4和图5，沿着轨道车辆的纵向方向上，二级齿轮箱2朝着远离一级齿轮箱1的方向逐渐向上倾斜。也即图4和图5中，对于齿轮箱形成的构架承载梁而言，其在一级齿轮箱1的位置向下凹陷。由于一级齿轮箱1上方承载空气弹簧，空气弹簧上方承载轨道车辆的车体，而且走行轮的轮径是固定的。通过使得一级齿轮箱1处凹陷，可以从整体上降低轨道车辆的高度，进而提高轨道车辆的运行平稳性，并保证逃生时的安全。也即，在轨道车辆其它组成部件均规格不便的情况下，通过将轨道车辆齿轮箱设计成一级齿轮箱1相对凹陷的形式，可以降低轨道车辆的整体高度。
二级齿轮箱2包括设置在一级齿轮箱1两侧的第一二级齿轮箱和第二二级齿轮箱。其中，第一二级齿轮箱用于从一级齿轮箱1向轨道车辆的前轮对传递动力，第二二级齿轮箱用于从一级齿轮箱1向轨道车辆的后轮对传递动力。
当第一二级齿轮箱和第二二级齿轮箱结构相同的时候，可以但是不必须将第一二级齿轮箱和第二二级齿轮箱对称设置在一级齿轮箱1两侧。
根据本发明的其中一个实施例，一级齿轮箱1包括一级箱体，一级箱体包括顶板3、底板4、连接顶板3和底板4的第一侧板5，以及连接第一侧板5的第一端板6。通过顶板3的设置可以增加一级齿轮箱1的受力面，使得一级齿轮箱1作为构架承载梁组成部分的时候，受力更加均匀，防止一级箱体上产生应力集中。其中，顶板3、底板4、第一侧板5和第一端板6的具体结构形式不受限制，其既可以采用平面板结构，也可以采用具有弧度的弯曲板、或者弯折板等。并且，一级齿轮箱1的结构不受此处举例限制，只要能够满足承载需求即可。
为了保证从牵引电机本体到轮对之间的动力传递，在一级齿轮箱1的第一侧板5和第一端板6上均设置有第一避让孔。其中，第一端板6上的第一避让孔是为了使得牵引电机本体和一级齿轮箱1内部的轮系之间可以连接。具体的，在第一端板6处设置第一输入轴11，第一输入轴11连接 牵引电机本体的联轴节04。第一侧板5上的第一避让孔是为了使得一级齿轮箱1内部的轮系和二级齿轮箱2内部的轮系之间可以连接。
图4中，一级箱体的第一侧板5指代的是和二级齿轮箱2连接的板结构，第一端板6指代的是图4当中的梯形板。
值得一提的是，图4和图5中，将第一端板6设计呈梯形板的形式，可以使得一级箱体的结构更加的稳定，使得顶板3受力通过第一侧板5以及第一端板6传递至底板4上，进而防止顶板3被损坏。并且，第一端板6设计呈梯形板的形式，还可以便于二级齿轮箱2的安装，使得二级齿轮箱2固定在第一侧板5上的同时，满足“沿着所述轨道车辆的纵向方向上，所述二级齿轮箱2朝着远离所述一级齿轮箱1的方向逐渐向上倾斜”的要求。
请进一步参见图4，第一侧板5和第一端板6均朝着顶板3外侧延伸，并在顶板3、第一侧板5和第一端板6之间形成空气弹簧的安装平台9。该安装平台9为形成在一级齿轮箱1顶部的下凹平台，可以使得空气弹簧的安装可靠稳定。
通过图4和图6发现，顶板3靠近安装平台9的一侧设置有安装台12，安装台12用于和二级齿轮箱2连接。例如，螺纹件穿过二级齿轮箱2之后穿入安装台12内，进而实现二级齿轮箱2和一级齿轮箱1之间的固定。假如未设置该安装台12，则一级齿轮箱1上用于连接二级齿轮箱2的区域可能成为一级齿轮箱1的受力薄弱环节。
进一步的，通过图4和图6发现，两块第一侧板5对应的安装台12，其相互错开，进而满足其它部件的分布需求。
根据本发明的其中一个实施例，二级齿轮箱2包括二级箱体，二级箱体从竖直纵截面处被分为左箱体和右箱体。将二级箱体从竖直纵截面处分为左箱体和右箱体，可以便于二级箱体内部齿轮系的安装。当然，为了便于二级齿轮箱2的齿轮系的安装，除了在竖直纵截面处将二级箱体分成多个部分之外，也可以从任何其它位置对二级箱体进行划分。
进一步的，左箱体和右箱体均沿着开口处形成有第一连接法兰7，进而可以便于左箱体和右箱体的组装。其中，左箱体和右箱体之间可以通过周圈螺栓把紧，以满足快捷安装的需求。
根据本发明的其中一个实施例，二级箱体靠近一级齿轮箱1的端面上设置有第二连接法兰8。一级箱体和二级箱体连接时，将第二连接法兰8贴合一级箱体的第一侧板5，并采用螺纹件固定，使得第二连接法兰8处承载两级箱体之间振动产生的剪切力。进而，第二连接法兰8在增大一级箱体和二级箱体之间受力面积的同时，可以方便一级箱体和二级箱体的连接。
进一步的，可以在一级箱体和二级箱体之间设置定位止口，实现一级箱体和二级箱体之间的快速安装。
此外，可以在一级箱体和二级箱体表面预留多个螺栓孔，分别组装牵引装置(例如中心牵引安装座09)、走形系统、构架安装、牵引电机本体安装座、制动座等多个功能部件。并且，一级箱体和二级箱体内可以设置两套互相独立的传动系统，且两套传动系统之间互不干涉，进而满足前轮对和后轮对之间的独立传动要求。
根据本发明的其中一个实施例，二级齿轮箱2伸出形成有用于和轮对的轴承连接的支撑座。该支撑座可以用于安装轴承，并且使得轮轴穿过该支撑轴之后连接轮对。
请再次参见图4，二级齿轮箱2远离一级齿轮箱1的端部形成有用于和构架的端梁连接的插接接头10。通过该插接接头10的设置，可以方便转向架构架的组装，实现端梁和齿轮箱式构架承载梁之间的定位和连接。
为了降低转向架构架的重量，在插接接头10位置处开设有减重孔。
根据本发明的其中一个实施例，一级箱体为钢板加工焊接完成，为箱型结构。二级箱体为铸造完成，分箱结构，分箱面为第一连接法兰7的法兰面。
上述轨道车辆齿轮箱，分为一级齿轮箱1和二级齿轮箱2，且一级齿轮箱1和二级齿轮箱2作为转向架的中心结构为转向架其它功能部件提供安装位置。
在一个实施例中，提供一种轨道车辆的转向架，包括上述轨道车辆的转向架构架，还包括电机箱体05内的牵引电机本体03。牵引电机本体03包括输出轴；电机箱体05包括顶部支撑板301、底部支撑板302以及连接顶部支撑板301与底部支撑板302的第二端板；第二端板上形成有输出轴 的第二避让孔。
其中，电机箱体05和牵引电机本体03组成轨道车辆转向架牵引电机本体。
该种轨道车辆转向架牵引电机本体，牵引电机本体03外设置有电机箱体05，电机箱体05的顶部支撑板301可以用于安装空气弹簧，底部支撑板302可以用于支撑牵引电机本体03，并且第二端板满足转向架构架的连接需求，进而电机箱体05可以集成于轨道车辆的转向架构架上，使得转向架整体结构简单化，有利于后续检修维护。并且，设置有该种轨道车辆转向架牵引电机本体的转向架，其无需单独额外设置牵引电机本体安装座，进而其制备简单，结构强度高，运行过程当中不存在安全隐患，解决了现有技术当中轨道车辆转向架集成化不高导致的系列问题。
进一步的，通过将该种轨道车辆转向架牵引电机本体和转向架构架一体化，有利于降低转向架高度，满足郊区高架、城区隧道和A型地铁隧道盾构要求，大幅降低工程造价。对于安装有该种轨道车辆转向架牵引电机本体的轨道车辆而言，可以降低车辆地板距疏散通道的高度，提高逃生安全性。
值得一提的是，由于在牵引电机本体03外部设置有电机箱体05，进而可以对牵引电机本体03起到防护作用，防止牵引电机本体03受到外界环境影响提前报废。
值得一提的是，第二端板既可以设置在牵引电机本体03的两端，也可以仅设置在牵引电机本体03的其中一端。于牵引电机本体03而言，沿着其输出轴的轴向定义其两端。以图1为例，牵引电机本体03的输出轴(在附图1中未示出)的轴向为图1的上下方向，那么牵引电机本体03的两端也即图1中的上端和下端。当仅在牵引电机本体03的其中一端设置第二端板的时候，也即电机箱体05具有敞口设计，此时通过敞口位置可以便于牵引电机本体03的拆装。
进一步的，电机箱体05还包括连接顶部支撑板301、底部支撑板302以及第二端板的第二侧板303。进而，顶部支撑板301、底部支撑板302、第二端板和第二侧板303可以对牵引电机本体03进行多面防护。
其中，第二侧板303上设置有线支架。进而通过线支架可以对轨道车 辆转向架牵引电机本体的各种传感器进行布线。值得一提的是，将线支架设置在第二侧板303上，可以防止线缆和转向架其它结构之间发生干涉。
同理，将冷却管路的穿装孔开设在第二侧板303上，进而便于冷却管路的安装。其中，冷却管路既可以采用冷却水管，又可以采用冷却气管。当冷却管路采用冷却水管的时候，可以将冷却水管和车体底部的水箱连接。当然，也可以额外设置冷却用的水箱连接上述冷却水管。通过在第二侧板303上开设穿装孔，并基于穿装孔安装冷却管路，可以加强牵引电机本体03的散热，防止热量在电机箱体05内积聚。
通过图7发现，牵引电机本体03还包括限位安装板011。限位安装板011可以安装在顶部支撑板301与底部支撑板302之间，并防止牵引电机本体03在电机箱体05当中晃动，保证牵引电机本体03安装的可靠性。
图7当中，限位安装板011呈八边形或者近似八边形。与之对应的，电机箱体05为矩形箱体。该种情况下，限位安装板011可以同时接触电机箱体05的顶部支撑板301、底部支撑板302和第二侧板303，或者与顶部支撑板301、底部支撑板302和第二侧板303保持细微间隙，进而限制牵引电机本体03沿着各个方向上的移动。并且，由于八边形的限位安装板011可以看成是在矩形板上设置有四个倒角，进而该种限位安装板011可以方便进入电机箱体05当中，不会刮伤电机箱体05的内壁。
进一步的，在限位安装板011上开设有螺孔。进而，螺纹连接件穿过电机箱体05之后进入限位安装板011的螺孔内，以将牵引电机本体03固定在电机箱体05当中。此处提及的螺纹连接件既可以采用螺栓，又可以采用螺钉。
以上实施方式仅用于说明本发明，而非对本发明的限制。尽管参照实施例对本发明进行了详细说明，本领域的普通技术人员应当理解，对本发明的技术方案进行各种组合、修改或者等同替换，都不脱离本发明技术方案的精神和范围，均应涵盖在本发明的权利要求范围当中。

Claims (10)

  1. 一种轨道车辆的转向架构架，其特征在于，包括第一端梁、第二端梁以及设置在所述第一端梁和第二端梁之间的箱型梁，所述箱型梁包括一级齿轮箱和二级齿轮箱，所述一级齿轮箱用于连接牵引电机和所述二级齿轮箱，并从所述牵引电机向所述二级齿轮箱传递动力，所述二级齿轮箱设置在所述一级齿轮箱和所述第一端梁之间，以及所述一级齿轮箱和所述第二端梁之间。
  2. 根据权利要求1所述的轨道车辆的转向架构架，其特征在于，所述箱型梁还包括所述牵引电机的电机箱体，所述电机箱体对称设置在所述一级齿轮箱的两侧，且所述电机箱体、一级齿轮箱和二级齿轮箱连接形成“十”字型梁。
  3. 根据权利要求2所述的轨道车辆的转向架构架，其特征在于，所述一级齿轮箱包括一级箱体，所述一级箱体包括顶板、底板、连接所述顶板和底板的第一侧板，以及连接所述第一侧板的第一端板，所述第一侧板和第一端板上均设置有第一避让孔；所述电机箱体包括顶部支撑板、底部支撑板以及连接所述顶部支撑板与底部支撑板的第二端板，所述第二端板上设置有第二避让孔；所述第二端板与所述第一端板对应设置；所述二级齿轮箱包括二级箱体，所述二级箱体包括与所述第一侧板对应的第二连接法兰。
  4. 根据权利要求3所述的轨道车辆的转向架构架，其特征在于，所述二级箱体和所述第一端梁之间，以及所述二级箱体和所述第二端梁之间均通过插接接头连接。
  5. 根据权利要求3所述的轨道车辆的转向架构架，其特征在于，所述第一侧板和第一端板均朝着所述顶板外侧延伸，并在所述顶板、第一侧板和第一端板之间形成空气弹簧的安装平台。
  6. 根据权利要求5所述的轨道车辆的转向架构架，其特征在于，所述顶板靠近所述安装平台的一侧设置有安装台，所述安装台用于和所述二级齿轮箱连接。
  7. 根据权利要求3所述的轨道车辆的转向架构架，其特征在于，所述二级箱体从竖直纵截面处被分为左箱体和右箱体，所述左箱体和所述右箱 体均沿着开口处形成有第一连接法兰。
  8. 根据权利要求3所述的轨道车辆的转向架构架，其特征在于，所述二级箱体朝外伸出有支撑座，所述二级齿轮箱还包括用于连接轮对不同侧走行轮的第一轮轴和第二轮轴，所述第一轮轴和第二轮轴均从所述支撑座伸出至所述二级箱体外部，所述第一轮轴和第二轮轴位于所述二级箱体内部的一端通过差速器连接。
  9. 根据权利要求3所述的轨道车辆的转向架构架，其特征在于，所述电机箱体还包括连接所述顶部支撑板、底部支撑板以及第二端板的第二侧板，所述第二侧板上设置有线支架以及冷却管路的穿装孔。
  10. 一种转向架，其特征在于，包括权利要求1至9中任意一项所述的转向架构架。
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