WO2021068333A1 - 一种转向架 - Google Patents

一种转向架 Download PDF

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Publication number
WO2021068333A1
WO2021068333A1 PCT/CN2019/117524 CN2019117524W WO2021068333A1 WO 2021068333 A1 WO2021068333 A1 WO 2021068333A1 CN 2019117524 W CN2019117524 W CN 2019117524W WO 2021068333 A1 WO2021068333 A1 WO 2021068333A1
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WO
WIPO (PCT)
Prior art keywords
frame
bogie
bogie according
linear motor
leaf spring
Prior art date
Application number
PCT/CN2019/117524
Other languages
English (en)
French (fr)
Inventor
孙秀宇
王家鑫
尹文龙
张西洋
吴瑞梅
石鹏龙
Original Assignee
中车唐山机车车辆有限公司
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.)
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Application filed by 中车唐山机车车辆有限公司 filed Critical 中车唐山机车车辆有限公司
Publication of WO2021068333A1 publication Critical patent/WO2021068333A1/zh

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Classifications

    • 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
    • B61F5/523—Bogie frames comprising parts made from fibre-reinforced matrix material
    • 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
    • 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

  • This application relates to the technical field of rail vehicles, in particular to a bogie.
  • Rail vehicles are an important transportation link connecting cities.
  • Rail vehicles mainly include a car body and a bogie arranged below the car body.
  • the bogie is used to carry the car body and realize the running and steering functions.
  • the traditional bogie mainly includes: frame, wheel set, traction device, braking device and buffer device.
  • Power bogie also includes driving device, such as direct drive motor.
  • the frame is the main frame of the bogie, and many parts of the bogie are fixed to the frame by metal bogie mounting seats.
  • the traditional frame is an H-shaped frame formed by welding stainless steel materials. The rigid connection between the components of the bogie and the frame results in greater vibration of the bogie, which in turn leads to lower comfort of the rail train.
  • the embodiment of the present application provides a bogie frame to solve the technical problems of large vibration between the frame in the bogie and the components of the bogie and the large space occupied by the driving device.
  • An embodiment of the application provides a bogie, including a frame and a linear motor, the linear motor is installed under the frame; the frame includes:
  • the composite material layer is fixed at least on the outer surface of the frame body for fixing the position of the bogie mounting seat, and the composite material layer is used to separate the bogie mounting seat and the frame body ;
  • the linear motor is the driving device of the bogie
  • the frame is used as the installation foundation of the bogie
  • the bogie mounting seat is used to install various components of the bogie
  • the secondary suspension device The top part is used to connect with the car body.
  • the rigid frame body provides sufficient rigidity for the bogie frame itself as the installation foundation of the bogie; secondly, the position of the bogie mounting seat on the outer surface of the frame body is fixed with a composite material layer. After the frame and the bogie mounting seat are installed, there is at least one layer of composite material between the bogie mounting seat and the frame body.
  • the composite material layer itself has good vibration absorption and energy absorption, which can reduce the amount of energy in the bogie of the embodiment of the application. Vibration between the frame and the components of the bogie.
  • the linear motor is used as the driving device. In order to make the linear motor work normally, an induction plate capable of generating electromagnetic induction with the linear motor needs to be laid on the track in advance, so that the driving device occupies a small space on the bogie.
  • Fig. 1 is a schematic diagram of a bogie according to the first embodiment of the application
  • Fig. 2 is a schematic diagram of another angle of the bogie shown in Fig. 1;
  • Figure 3 is a schematic diagram of a bogie frame in an embodiment of the application.
  • Figure 4 is a cross-sectional view of Figure 3 at the frame beam
  • Figure 5 is an exploded view of Figure 3;
  • Figure 6 is a cross-sectional view of one of the inserts of Figure 3.
  • Fig. 7 is a schematic structural diagram of a bogie provided in the second embodiment of the application.
  • Fig. 8 is an enlarged view of area A in Fig. 7;
  • Fig. 9 is a top perspective view of the middle frame of the bogie provided in the second embodiment of the application.
  • Fig. 10 is a bottom perspective view of the middle frame of the bogie provided in the second embodiment of the application.
  • FIG. 11 is a schematic structural diagram of the plate spring group in the bogie provided in the second embodiment of the application in cooperation with the first connecting component and the second connecting component;
  • FIG. 12 is a schematic structural diagram of the cooperation between the leaf spring group and the second connecting component of the bogie provided in the second embodiment of the application;
  • FIG. 13 is a schematic diagram of the structure of the cooperation between the leaf spring group and the first connecting component of the bogie provided in the second embodiment of the application;
  • FIG. 14 is a schematic diagram of a three-dimensional structure of a bogie provided by an embodiment of the application.
  • Fig. 15 is another perspective view of the three-dimensional structure of the bogie provided in Fig. 14;
  • Figure 16 is a schematic top view of the structure of the bogie in Figure 14;
  • Figure 17 is a schematic side view of the structure of the bogie in Figure 14;
  • Figure 18 is a schematic diagram of the exploded structure of the bogie in Figure 14;
  • Figure 19 is a schematic diagram of the assembly structure between the linear motor and the frame of the bogie in Figure 14;
  • Figure 20 is a schematic diagram of the exploded structure of the primary suspension device and axle box of the bogie in Figure 14;
  • Figure 21 is a schematic structural view of the end of the vertical boom of the bogie in Fig. 14 where the boom mandrel is installed;
  • FIG. 22 is a schematic diagram of the split structure of the end of the vertical boom and the mandrel of the boom in FIG. 21;
  • Fig. 23 is a schematic structural view of a full section of the boom mandrel of the vertical boom in Fig. 22.
  • the rail vehicles may be diesel locomotives or electric locomotives, and may be EMUs, subways, light rails, or trams.
  • Fig. 1 is a schematic diagram of a bogie according to an embodiment of the application
  • Fig. 2 is a schematic diagram of another angle of the bogie shown in Fig. 1
  • Fig. 3 is a schematic diagram of a bogie frame of an embodiment of the application
  • Fig. 4 is a diagram 3 Sectional view at the beam of the frame.
  • the bogie of the embodiment of the present application includes a frame 100 and a linear motor 15.
  • the linear motor 15 is mounted on the frame 100; the frame 100 includes :
  • the composite material layer 112 is fixed at least on the outer surface of the frame body for fixing the position of the bogie mounting seat, and the composite material layer is used to separate the bogie mounting seat and the bogie mounting seat.
  • the linear motor is a driving device of the bogie
  • the frame is used as an installation foundation of the bogie
  • the bogie mounting seat is used for installing various components of the bogie.
  • the rigid frame body provides sufficient rigidity for the bogie frame itself as the installation base of the bogie; secondly, the positions of the bogie mounting seat on the outer surface of the frame body are all
  • the composite material layer is fixed, then after the frame and the bogie mounting seat are installed, there is at least one composite material layer between the bogie mounting seat and the frame body.
  • the composite material layer itself has good vibration absorption and energy absorption, which can reduce The vibration between the frame in the bogie and the components of the bogie in the embodiment of the present application.
  • the linear motor is used as the driving device. In order to make the linear motor work normally, an induction plate capable of generating electromagnetic induction with the linear motor needs to be laid on the track in advance, so that the driving device occupies a small space on the bogie.
  • the composite material layer 112 wraps the entire outer surface of the frame body.
  • the whole frame is a rigid frame body inside, and the outer layer is wrapped around the entire outer surface of the frame body, which is a sandwich structure frame.
  • a certain bogie mounting seat exerts a pulling or squeezing force on the composite material layer, it will be transmitted to the entire composite material layer, the effect of the force is more dispersed, and the structure is stronger.
  • the composite material layer is an integrated structure.
  • the composite material layer of the integrated structure makes the structure stronger as a whole, and at the same time, it also disperses the effect of force to the greatest extent.
  • the composite material layer is a composite material layer of carbon fiber material.
  • carbon fiber material As a new material, carbon fiber material has the advantages of low density, high strength, good energy absorption, good vibration absorption, and excellent technology.
  • the composite material layer of carbon fiber material also has the above advantages.
  • the application of the new material of carbon fiber material to frame products is one of the development directions of frame. In order to adapt to this development direction, the structure of the framework needs to be adaptively improved.
  • the composite material layer is adhered to the outer surface of the frame body.
  • the conforming material layer can be conveniently fixed on the entire outer surface of the frame body.
  • the frame body is a frame body made of a metal material with low density and high strength. In this way, the weight of the frame is small, which in turn makes the weight of the bogie also small.
  • the frame body is a frame body made of honeycomb aluminum material.
  • the honeycomb aluminum material has low density and high strength, which ensures that the strength of the main body of the frame is large enough, and at the same time, the weight of the main body of the frame is small.
  • the shape of the frame will be described below.
  • the frame 100 is a cross-shaped frame, including a frame longitudinal beam 121 along the longitudinal direction and a frame beam 122 intersecting the frame longitudinal beam;
  • the longitudinal direction is the running direction of the bogie.
  • the side beams are densely connected with multiple components of the bogie. After the bogie is placed on the track, there are multiple components of the bogie densely near the running rail of the track.
  • the cross-shaped frame, the frame longitudinal beam is located in the middle of the frame beam, and the frame longitudinal beam is connected with multiple parts of the bogie; after the bogie is placed on the track, there are more parts of the bogie between the two running rails.
  • the components of the bogie near the running rail are reduced, which is beneficial to the utilization of the space between the two wheel pairs of the bogie.
  • the frame longitudinal beam 121 has a shape with high and low ends at both ends, and both ends of the frame longitudinal beam 121 are used to connect with the primary suspension device of the bogie.
  • the two ends of the frame longitudinal beam and the primary suspension device of the bogie need to be connected with a relatively large height.
  • the frame longitudinal beam has a shape with a high end and a low middle part to meet this requirement.
  • the frame longitudinal beam 121 includes:
  • Horizontal mounting plates 121-1 located at both ends of the longitudinal direction and arranged horizontally, the horizontal mounting plates 121-1 are higher than the frame cross beam 122;
  • the shape characteristics of the high end and low middle of the longitudinal beam of the frame are embodied into a regular shape, which is convenient for the processing and manufacturing of the frame.
  • the frame longitudinal beam 121 gradually increases in thickness from both ends to the middle.
  • the thickness of the frame longitudinal beams gradually increases from both ends to the middle part, which can adapt to the characteristic that the middle part of the frame longitudinal beams bears a large load.
  • the frame longitudinal beam 121 gradually increases in width from both ends to the middle.
  • the characteristic that the width of the frame longitudinal beam gradually increases from the two ends to the middle part can adapt to the characteristic that the middle part of the frame longitudinal beam bears relatively large weight.
  • the frame 100 is a symmetrical structure.
  • the symmetrical structure of the frame is convenient for processing and manufacturing, and it is also convenient for the balance of forces.
  • a traction device installation hole 122-2 is provided at the center of the frame beam, and the traction device installation hole 122-2 is used to install the traction device of the bogie.
  • a secondary suspension device 500 is further included.
  • the secondary suspension device includes two air springs; the air springs are two and are symmetrically installed on the frame beams.
  • Fig. 5 is an exploded view of Fig. 3;
  • Fig. 6 is a cross-sectional view of one of the inserts of Fig. 3.
  • the framework also includes:
  • a rigid insert 130 located within the composite material layer 112 to fix the insert and the composite material layer and expose the top of the insert 130; namely, the insert and The main body of the framework is separated by the bottom layer of the composite material layer;
  • the top of the insert is used to install the bogie mounting seat 133.
  • the rigid insert is fixed to the composite material layer to solve the problem of fixing the insert, and the bogie mounting seat 133 is installed on the top of the insert, which solves the problem of fixing the bogie mounting seat.
  • the bogie mounting seat 133 is fixed on the top of the insert through bolts and bolt holes.
  • Figure 3 shows the bogie mounting seat 133 with multiple structures and the insert 130 with multiple structures. The structure of the insert 130 and the structure of the bogie mounting seat 133 matched with it can be used to fix the bogie mounting seat. Just on the top of the insert.
  • the insert includes:
  • the composite material layer covers the fixing flange 132 and exposes the top of the middle fixing seat 131;
  • the top of the middle fixing seat is used to install the bogie mounting seat 133.
  • the fixing flange makes the fixed area of the insert and the composite material layer larger, the insert and the composite material layer are fixed firmly, and the thickness of the middle fixing seat is greater than the thickness of the flange, so that the middle fixing seat and the bogie mounting seat are The fixation is firmer.
  • the frame body and the composite material layer have stepped recesses that cooperate with the insert;
  • the bottom of the step-shaped recessed portion matches the shape of the middle fixing seat
  • the first step 141 of the step-shaped recess is matched with the shape of the fixing flange.
  • step-shaped recess allows the height of the insert to be controlled to match the height of the bogie mounting seat.
  • the second step 142 of the step-shaped recess is level with the top of the fixing flange.
  • the fixing flange 132 is arranged at the middle or bottom of the side of the middle fixing seat.
  • the ratio of the thickness of the middle fixing seat to the thickness of the fixing flange is at least twice.
  • the thickness of the middle fixing seat is larger, and the fixing with the bogie mounting seat through bolts and bolt holes can be more stable; the thickness of the fixing flange is thin, so that the weight of the insert is smaller.
  • the insert is an insert made of honeycomb aluminum material.
  • the insert is an insert made of a metal material with low density and high strength.
  • the insert is an insert made of honeycomb aluminum material.
  • the honeycomb aluminum material has a low density and high strength, which ensures that the strength of the insert is large enough, and at the same time, the weight of the insert is small.
  • This embodiment provides a bogie, and on the basis of the first embodiment, it also has some features.
  • the longitudinal direction mentioned in this embodiment is the direction parallel to the railway line
  • the lateral direction is the direction perpendicular to the railway line
  • the vertical direction is the vertical direction
  • the longitudinal direction is the extension direction of the railway line, that is, the longitudinal direction. Is the running direction of the bogie.
  • FIG. 7 is a schematic structural diagram of a bogie provided in the second embodiment of the application
  • FIG. 8 is an enlarged view of the area A in FIG. 7
  • FIG. 9 is a top perspective view of the bogie frame provided in the second embodiment of the application
  • FIG. 10 is The bottom three-dimensional view of the frame in the bogie provided in the second embodiment of the application.
  • the bogie provided in this embodiment further includes: a primary suspension device and a wheel set 300.
  • the number of wheel sets 300 is two groups, which are arranged on both longitudinal sides of the frame 100 respectively.
  • the wheel set 300 includes an axle 311 and wheels 312, and the axle 311 extends in a transverse direction.
  • the number of wheels 312 is two, and they are symmetrically arranged on the axle 311.
  • An axle box 410 is also provided on the axle 311, and a bearing is arranged in the axle box 410, so as to realize relative rotation with the axle 311 through the bearing.
  • the number of axle boxes 410 is two, which are symmetrically arranged on the axle 311 and located inside the two wheels 312.
  • the primary suspension device includes a leaf spring group 210; the leaf spring group 210 extends in the transverse direction, and both ends are respectively connected to the axle boxes 410 at both ends of the same axle.
  • the middle part of the leaf spring group 210 is connected to the lower bottom of the frame longitudinal beam 121. After the carriage is loaded, the middle of the leaf spring assembly 210 receives the vertical downward pressure exerted by the carriage through the frame 100, and the two ends of the leaf spring assembly 210 receive the vertical support force exerted by the axle box 410, which promotes the elasticity of the leaf spring assembly 210. Bending deformation.
  • the vibration between the wheel and the rail is transmitted to the axle box 410 through the axle 311, and then converted into the elastic deformation of the leaf spring assembly 210.
  • the vibration energy is absorbed through the elastic deformation, and the axle box 410 and the frame 100 are aligned. Buffering in between can reduce the vibration transmitted to the frame 100, thereby reducing the vibration of the vehicle compartment, and improving the ride comfort.
  • the wheel sets include: axles, wheels arranged on the axles, and axle boxes; the leaf spring sets extend in the transverse direction, and the middle of the leaf spring sets are connected to the frame longitudinal beams, and the two leaf spring sets The ends are respectively connected with the axle box of the same axle, and the vertical force between the axle box and the frame is buffered by the elastic bending deformation of the leaf spring group.
  • this embodiment uses a leaf spring group for buffering, which can reduce the height of the frame, thereby lowering the center of gravity of the carriage, and improving the traveling of rail vehicles. stability.
  • the above-mentioned leaf spring group can buffer the vertical force between the frame and the axle box.
  • the secondary suspension device provided at the end of the frame beam can affect the vertical force between the frame and the car body. Buffer, realize two-level buffer, reduce the vibration of the car body, and improve the ride comfort.
  • this embodiment provides a specific method:
  • Figure 11 is a schematic structural diagram of the plate spring group in the bogie provided in the second embodiment of the application in cooperation with the first connecting component and the second connecting component
  • Figure 12 is the plate spring group in the bogie provided in the second embodiment of the application and the second connecting component.
  • FIG. 13 is a schematic diagram of the structure of the plate spring group and the first connecting component in the bogie provided in the second embodiment of the application.
  • the plate spring group includes: a first spring plate 211 and a second spring plate 212, both of which are elongated plate-like structures and extend in the transverse direction.
  • the second spring plate 212 is stacked above the first spring plate 211, and the length of the second spring plate 212 is smaller than that of the first spring plate 211.
  • the present embodiment adopts two spring plates to be superimposed together, which not only satisfies the requirements of the plate spring group It can also reduce the force required for the deformation of the leaf spring assembly to ensure that the deformation of the leaf spring assembly meets the buffering requirements.
  • the first spring plate 211 and the second spring plate 212 are stacked up and down, the middle of the two is connected with the frame longitudinal beam 121, and the two ends of the first plate spring 211 are connected with the axle box.
  • the first connecting component 213 is used to connect between the end of the leaf spring assembly 210 and the axle box.
  • An axle box connection structure is provided at the bottom of the first connecting assembly 213 for connecting with the axle box.
  • the first connecting component 213 is provided with a leaf spring accommodating cavity, and the end of the leaf spring group can be inserted into the leaf spring accommodating cavity.
  • Both ends of the leaf spring group are connected to the axle box through the first connecting component 213.
  • the opening directions of the leaf spring accommodating cavities in the first connecting assembly 213 at both ends are set oppositely, and the two ends of the leaf spring group are correspondingly inserted in the leaf spring accommodating cavity, and cannot be removed from the leaf spring accommodating cavity after assembly. Position the leaf spring group.
  • the first connecting component 213 includes: a first lower connecting member 2131 and a first upper connecting member 2132.
  • the top of the first lower connector 2131 is provided with a leaf spring end receiving groove 2131a that opens upward, and the size of the leaf spring end receiving groove 2131a matches the size of the end of the first spring plate 211, so that the first spring plate 211
  • the end of the spring plate 211 is accommodated in the leaf spring end accommodating groove 2131a, and the first lower connecting member 2131 is used to restrict the longitudinal movement of the first spring plate 211.
  • the first upper connecting piece 2132 is connected to the top of the first lower connecting piece 2131 by bolts, and is covered above the leaf spring end receiving groove 2131a to form a leaf spring receiving cavity.
  • the first upper connecting piece 2132 is used to restrict the first spring. The vertical movement of the plate 211.
  • the bottom of the first lower connecting piece 2131 is connected to the axle box 410 by bolts.
  • two connecting seats 2131b can be provided on the bottom of the first lower connecting piece 2131, and bolt holes are opened on the connecting seat 2131b, corresponding to the axle box 410.
  • a bolt hole is opened, and the first lower connecting member 2131 is fixed on the axle box 410 by passing the bolts through the bolt holes on the two connecting seats and the bolt holes on the axle box 410 respectively.
  • Both ends of the first spring plate 211 are inserted into the corresponding first connecting component 213, and the two ends of the first spring plate 211 can be moved laterally within the first connecting component 213 by a certain distance, so that the lateral distance between the two ends is reduced. Meet the needs of bending deformation.
  • the two ends of the leaf spring assembly 210 can also be connected to the axle box 410 in other ways.
  • an oblong hole with a length parallel to the transverse direction is provided at both ends of the leaf spring assembly 210, and the oblong hole can pass through the oblong hole.
  • the bolts of the holes are fixed on the axle box. Therefore, when the leaf spring assembly 210 undergoes bending deformation, the lateral distance between its two ends can be adjusted through the oblong hole to meet the needs of bending deformation.
  • both ends of the first spring plate 211 are in a dovetail shape.
  • the leaf spring end receiving groove 2131a correspondingly extends to form a dovetail groove that matches the dovetail end of the first spring plate.
  • the dovetail end of the first spring plate can be accommodated in the dovetail groove, and the dovetail groove is used to restrict the first spring plate 211 The amount of displacement to move in the lateral direction.
  • the second connecting component 214 is used to realize the connection between the middle part of the leaf spring group 210 and the frame longitudinal beam 121.
  • the top of the second connecting assembly 214 is provided with a longitudinal beam connecting structure for connecting with the frame longitudinal beam 121.
  • the second connecting assembly 214 is provided with a leaf spring channel penetrating in the transverse direction, the leaf spring assembly 210 can pass through the leaf spring channel, and the leaf spring channel can restrict the longitudinal and vertical movement of the leaf spring assembly 210.
  • the second connecting component 214 includes a second upper connecting member 2141 and a second lower connecting member 2142.
  • the second upper connecting member 2141 is provided with a leaf spring accommodating groove 2141a with a downward opening, which penetrates the entire second upper connecting member 2141 in the transverse direction.
  • the second lower connecting member 2142 is connected to the second upper connecting member 2141 by bolts, and is covered at the opening of the leaf spring receiving groove 2141a to form a leaf spring channel.
  • a leaf spring connector 1221 is provided on the bottom surface of the end of the frame longitudinal beam 121, and a threaded hole is provided on the leaf spring connector 1221. The bolts pass through the bolt holes on the second lower connecting piece 2142 and the bolt holes on the second upper connecting piece 2141 sequentially from bottom to top, and then are fixed into the threaded holes on the frame longitudinal beam 121.
  • the bogie also includes: a series of cross beam 230 and a series of vertical shock absorbers 220.
  • a series of beams 230 extend in the transverse direction, are connected between two axle boxes 410 of the same axle, and are located between the leaf spring group and the axle.
  • a series of vertical shock absorbers 220 extend in the vertical direction, the top end of which is connected to the frame longitudinal beam 121, and the bottom end of which is connected to a series of beams 230, for buffering the vertical force between the frame 100 and the axle box 410.
  • the above-mentioned series of cross beam 230 is a rigid beam, on which a shock absorber connection part is provided, and is connected to the bottom end of a series of vertical shock absorbers 220 by bolts.
  • the two ends of a series of beams 230 are also connected to the axle box 410 by bolts, respectively.
  • This embodiment also provides a rail vehicle, including: the bogie provided in the above content.
  • the rail vehicle provided by this embodiment adopts the above-mentioned bogie and adopts a frame, a wheel set and a leaf spring group, wherein the frame includes a frame beam extending in the transverse direction, and the middle part of the frame beam extends to both sides in the longitudinal direction.
  • the wheel set includes: the axle, the wheels and the axle box arranged on the axle;
  • the leaf spring group extends in the transverse direction, and the middle part of the leaf spring group is connected with the frame longitudinal beam, and the two ends of the leaf spring group are respectively connected with the corresponding
  • the axle box at the end is connected, and the elastic bending deformation of the leaf spring group buffers the axle box and the frame.
  • this embodiment uses a leaf spring group for buffering, which can reduce the height of the frame, thereby lowering the center of gravity of the carriage, and improving the traveling of rail vehicles. stability.
  • the above-mentioned leaf spring group as a primary suspension device can buffer the vertical force between the frame and the axle box, and the secondary suspension device provided at the end of the frame cross beam can buffer the vertical force between the frame and the car body , Achieve two-stage buffering, reduce the vibration of the car body, and improve the ride comfort.
  • the embodiment of the present application provides a bogie, which also has the following features on the basis of the second embodiment.
  • an induction board capable of generating electromagnetic induction with the linear motor 15 needs to be laid on the track in advance.
  • the linear motor 15 adopts a hoisting installation method and is hoisted on the bottom of the frame 100, and the axle 311 is located between the frame 100 and the linear motor 15.
  • the length of the linear motor 15 is equivalent to the length of the frame 100, and the length of the linear motor 15 is greater than the length of the frame 100.
  • the part on the left side of the page in FIG. 17 is defined as the front end of the bogie, and the part on the right side of the page is defined as the rear end of the bogie.
  • the bogie also includes a vertical boom 16 through which the linear motor 15 is hoisted on the first beam and located under the axle;
  • the top end of the vertical boom is rotatably connected to the first cross beam.
  • the front end and the rear end of the linear motor 15 are respectively hoisted under a series of cross beams 230 by two vertical booms 16.
  • the two vertical booms 16 are symmetrical about the axis of the axle 311. Installed on both sides of a series of beams 230.
  • the bogie also has a horizontal boom 17;
  • the linear motor 15 is connected to the axle box through the transverse boom 17.
  • a horizontal suspension rod 17 is installed between the linear motor 15 and the axle box 410, and both ends of the horizontal suspension rod 17 and the linear motor 15 and the axle box 410 can pass through the rotating shaft. Connected, that is, both ends of the transverse boom 17 can be relatively rotated.
  • the bogie also includes a traction rod 18;
  • the linear motor is connected to the bottom of the frame longitudinal beam through the traction rod 18.
  • the middle part of the linear motor 15 can be connected with two traction rods 18 through a pin.
  • the other end of the traction rod 18 is movably connected to the bottom surface of the frame 100, in order to facilitate the traction of the rod 18.
  • a tie rod connection seat 113 corresponding to the traction rod 18 is provided on the bottom surface of the frame 100.
  • the cross-shaped frame 100 includes a frame cross beam and a frame longitudinal beam that are arranged in a crisscross pattern.
  • the frame cross beam and the frame longitudinal beam may be One-piece structure; in the actual application process, the bogie is not limited to the working condition of the cross-shaped frame 100, and the related H-shaped frame 100 or the frame 100 of other structures can also be used.
  • the above-mentioned bogie adopts linear motor 15 as the driving device to provide driving force.
  • the linear motor 15 can directly generate the driving force for driving the bogie movement without intermediate transmission device, which reduces the power transmission path and energy loss, and can improve the mechanical efficiency and Save energy; hoist the linear motor 15 at the bottom of a series of suspension devices, that is, the bottom of the frame 100, to make full use of the space at the bottom of the frame 100, and at the same time, the linear motor 15 is movably connected with the frame 100 and the axle box 410, The linear motor 15 is installed on the frame 100, the primary suspension device and the axle box 410, so that the linear motor 15 is installed and positioned through multiple nodes, which realizes the reliable installation of the linear motor 15 on the bogie, and solves the problem of the linear motor 15 Installation difficulties on the bogie.
  • the above-mentioned bogie also includes a vertical boom 16, a transverse boom 17 and a traction rod 18 for installing the linear motor 15; the above-mentioned bogie Four vertical booms 16, two transverse booms 17 and two traction rods 18 are used in the spool. Among them:
  • the four vertical booms 16 are divided into two groups, each group includes two vertical booms 16, one set of vertical booms 16 is used to hoist the front end of the linear motor 15 on a series of cross beams 230 at the front end of the bogie Another set of vertical booms 16 is used to hoist the rear end of the linear motor 15 on a series of beams 230 at the rear end of the bogie, and each vertical boom 16 is arranged vertically; the linear motor 15 passes through four vertical
  • the suspension rod 16 is hoisted on a series cross beam 230 of a series suspension device; the top end of the vertical suspension rod 16 is rotatably connected to a series cross beam 230;
  • Two transverse booms 17 are distributed at diagonal positions of the linear motor 15, including a first transverse boom 171 and a second transverse boom 172 with the same structure.
  • the two transverse booms 17 are respectively named as the first lateral boom 171 and the second lateral boom 172.
  • the first lateral boom 171 is installed on the upper left side of the linear motor 15 in FIG. 17
  • the second lateral boom 172 is correspondingly installed on the linear motor 15 is on the lower right side
  • the first transverse boom 171 is installed on the lower left side of the linear motor 15 in FIG. 17
  • the second transverse boom 172 is correspondingly installed on the upper right side of the linear motor 15;
  • the linear motor 15 passes through two
  • the transverse boom 17 is connected to the axle box 410;
  • two traction rods 18 extend obliquely in the longitudinal direction, and the two traction rods 18 are arranged in parallel and symmetrically arranged along the longitudinal centerline of the linear motor 15 to balance the forces on both sides of the frame 100; two The traction rod 18 is placed obliquely between the frame 100 and the linear motor 15 so that the linear motor 15 is connected to the bottom of the frame 100 through the traction rod 18.
  • the above-mentioned linear motor 15 realizes the installation and fixation with the primary suspension device, the frame 100 and the axle box 410 through the horizontal suspension rod 17, the traction rod 18 and the vertical suspension rod 16 of the connecting rod structure. Due to the simple connecting rod structure, The manufacture and assembly are simple and fast, which is beneficial to reduce production costs and improve production efficiency.
  • the axle box 410 includes a left axle box 411 and a right axle box 412 arranged opposite to each axle 311; as shown in FIG. 16, the bogie includes two axles 311 arranged in parallel, each axle 311 are provided with two opposite axle boxes 410, namely, the left axle box 411 and the right axle box 412, and a series of suspension devices are supported by the left axle box 411 and the right axle box 412 to realize the installation of the frame 100;
  • the box 411 and the right axle box 412 are arranged on the inner side of the wheel, that is, the two axle boxes 410 on the same axle 311 are both located between the two wheels;
  • each axle 311 is provided with one A series of suspension devices
  • the first series of suspension devices include a leaf spring group 210, a series beam 230, and a series of vertical shock absorbers 220; along the vertical direction, the leaf spring group 210 and the first series beam 230 are sequentially arranged on the top of the axle 311 , And a series of cross beam 230 is located between the leaf spring group 210 and the axle 311; one end of the leaf spring group 210 is installed on the top of the left axle box 411, the other end is installed on the top of the right axle box 412, and one end of the cross beam 230 is installed It is installed on the left axle box 411 and the other end on the right axle box 412; a series of vertical shock absorbers 220 are connected between a series of beams 230 and the frame 100 in
  • each axle 311 is provided with a series of suspension devices parallel to the axle 311, and the series of suspension devices include a leaf spring group 210, a series of beams 230 and a series of vertical Vibration absorber 220; along the vertical direction, the leaf spring group 210 is located on the upper part of a cross beam 230; the two ends of the leaf spring group 210 are fixedly installed on the top of the left axle box 411 and the right axle box 412, and the middle of the leaf spring group 210 The part is fixedly connected to one end of the cross-shaped frame 100, that is, the middle part of the leaf spring group 210 is used to support one end of the longitudinal beam of the connecting frame; both ends of a series of cross beams 230 are installed on the opposite left axle box 411 and On the right axle box 412, a vertical boom 16 is connected to the middle part of a cross beam 230, and the bottom end of the vertical boom 16 is fixedly connected to the linear motor 15; the top end of a vertical shock
  • a series of cross beams 230 form the hoisting platform of the linear motor 15, and the leaf spring group 210 and the first series of vertical shock absorbers 220 are used for alignment.
  • the frame 100 is used for damping and buffering.
  • the cross-shaped frame 100 and the linear motor 15 can be perfectly installed, so that the bogie can ensure the use function and work normally on the basis of changing the structure.
  • the linear motor 15 has a linear motor front end 151 and a linear motor rear end 152 arranged in the longitudinal direction; the linear motor front end 151 and the linear motor rear end 152 are both connected with Two vertical booms 16 are symmetrically arranged on both sides of the axle 311.
  • the two vertical booms 16 are symmetrically arranged on both sides of the axle 311, so that the driving force of the linear motor 15 can be uniform. Distributed to the two axles 311, and the force of each vertical boom 16 is even, which helps prevent stress concentration and damage to a single piece, can increase the service life of the vertical boom 16 and improve the safety and reliability of rail vehicles .
  • the lateral boom 17 includes a first lateral boom 171 and a second lateral boom 172 that are horizontally arranged along the lateral direction; the first lateral boom 171 is connected to the front end 151 of the linear motor and is connected to the front end of the linear motor.
  • the right axle box 412 corresponding to the position of the part 151; the second transverse boom 172 connects the rear end 152 of the linear motor and the left axle box 411 corresponding to the rear end 152 of the linear motor.
  • the linear motor 15 can be installed on the axle box 410 through the first lateral boom 171 and the second lateral boom 172, which not only realizes the lateral installation and fixation of the linear motor 15, but also can drive force through the two lateral booms 17 Or the transmission of the braking force, therefore, is beneficial to improve the stability and reliability of the linear motor 15.
  • the vertical boom 16, the traction rod 18 and the lateral boom 17 are all connecting rods; the lateral boom 17 and the linear motor 15 and the shaft
  • the boxes 410, the vertical boom 16 and the linear motor 15, and the traction rod 18 and the linear motor 15 are all connected by pin shafts; at both ends of the horizontal boom 17 and the vertical boom 16 are connected to the linear motor
  • Both one end of 15 and the end of the traction rod 18 connected to the linear motor 15 can be provided with a through hole through which the pin shaft is penetrated, so as to realize the pin shaft connection;
  • the top end of the vertical boom 16 is rotatably connected to a tie beam 230; the vertical boom 16 is provided with a boom connection assembly for connecting a tie beam 230, and the boom connection assembly includes a boom mandrel 162 and a fastener 19, The vertical boom 16 is provided with a boom hole 161 for inserting the boom mandrel 162.
  • Both ends of the boom mandrel 162 extend out of the boom hole 161, and extend both ends of the vertical boom 16
  • a first installation through hole 163 is provided on the ends;
  • a series of cross beam 230 is provided with a boom connecting seat 1421 that is connected to the boom connecting component one by one;
  • the boom connecting seat 1421 is provided with a first installation through hole 163 One-to-one correspondence of the first fastening holes 1422;
  • the boom mandrel 162 is installed on a series of beams 230 through the fasteners 19 passing through the corresponding first installation through holes 163 and the first fastening holes 1422; as shown in Fig.
  • the vertical boom 16 has two first installation through holes 163 symmetrically provided on the boom mandrel 162 at the end, and the boom connecting seat 1421 in the middle part of the first cross beam 230 is provided with There are two first fastening holes 1422.
  • the positions and numbers of the first fastening holes 1422 and the first installation through holes 163 are in one-to-one correspondence, and the suspension rod connecting seat 1421 is provided with a vertical suspension rod 16 The space at the end, so that the end of the vertical boom 16 has a movable space when it rotates relative to the first cross beam 230, and prevents interference between the vertical boom 16 and the first cross beam 230 when they rotate relative to each other;
  • the traction rod 18 is provided with a rod connection assembly (not shown in the figure) for connecting the frame 100, the rod connection assembly includes a rod mandrel (not shown in the figure) and a fastener 19, and the traction rod 18 is provided with a rod for inserting the rod
  • the pull rod hole of the mandrel (not shown in the figure), both ends of the pull rod mandrel protrude from the pull rod hole, and both ends of the pull rod 18 are provided with second installation through holes (in the figure) Not shown);
  • the bottom surface of the frame 100 is provided with a tie rod connecting seat 113 that is connected to the tie rod connecting components one-to-one; the tie rod connecting seat 113 is provided with a second fastening hole corresponding to the second installation through hole one-to-one; the tie rod core
  • the shaft is installed on the frame 100 through a fastener 19 penetrating the corresponding second installation through hole and the second fastening hole.
  • each rod connecting seat 113 is provided with Two symmetrical bumps (not shown in the figure), each bump is provided with a second fastening hole, the position and number of the second fastening hole and the second mounting through hole are one-to-one corresponding, and A space for accommodating the end of the traction rod 18 is provided on the tie rod connecting seat 113, so that the end of the traction rod 18 has a movable space when rotating relative to the frame 100, and prevents the traction rod 18 and the frame 100 from rotating relative to each other. Interference.
  • both the boom mandrel 162 and the pull rod mandrel adopt the same structure.
  • the following takes the specific structure of the boom mandrel 162 as an example for description.
  • the boom mandrel 162 and the tie rod mandrel both include a mandrel body 1621, a mandrel buffer sleeve 1622 and a mandrel sleeve 1623;
  • the mandrel buffer sleeve 1622 is sleeved on the outer circumference of the mandrel body 1621;
  • the mandrel sleeve 1623 is set It is arranged on the outer circumference of the mandrel buffer sleeve 1622 and is in interference fit with the tie rod hole.
  • the boom mandrel 162 includes a mandrel body 1621, a mandrel buffer sleeve 1622 and a mandrel outer sleeve 1623; the mandrel buffer sleeve 1622 is sleeved on the outer periphery of the mandrel body 1621; the mandrel outer sleeve 1623 is sleeved At the outer periphery of the mandrel buffer sleeve 1622, it is in an interference fit with the boom hole 161.
  • the middle part of the mandrel body 1621 may be a cylindrical structure or a spherical structure, and the two ends may be a rectangular parallelepiped structure.
  • the first installation through hole 163 is formed on the rectangular parallelepiped structure; the mandrel buffer sleeve 1622 may be made of elastic material.
  • the mandrel buffer sleeve 1622 is a rubber sleeve or a resin sleeve
  • the mandrel body 1621 and the mandrel outer sleeve 1623 are made of steel and other metal materials; the mandrel body 1621, the mandrel outer sleeve 1623 and the mandrel buffer sleeve 1622 They can be fixedly connected together by vulcanization.
  • the mandrel buffer sleeve 1622 is provided between the mandrel body 1621 and the mandrel outer sleeve 1623, the mandrel buffer sleeve 1622 can be deformed in the range of 360°.
  • the mandrel buffer sleeve 1622 can be used to adjust the frame 100 and the linear motor 15 Occasionally or between a series of beams 230 and the linear motor 15 to buffer the vibration and impact, it is beneficial to reduce the vibration and impact transmitted to the linear motor 15, keep the linear motor 15 in a stable working state, and improve the safety and safety of rail vehicles. reliability.
  • connection can also be detachable or integrated; it can be mechanical, electrical, or communication; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication between two components. Or the interaction between two elements.
  • connection can also be detachable or integrated; it can be mechanical, electrical, or communication; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication between two components. Or the interaction between two elements.
  • the "upper” or “lower” of the first feature of the second feature may include direct contact between the first and second features, or include the first feature.
  • the second feature is not in direct contact but through another feature between them.
  • "above”, “above” and “above” the second feature of the first feature include the first feature being directly above and obliquely above the second feature, or it simply means that the level of the first feature is higher than that of the second feature.
  • the “below”, “below” and “below” of the second feature of the first feature include the first feature directly above and obliquely above the second feature, or it simply means that the level of the first feature is smaller than the second feature.

Abstract

一种转向架，包括架构（100）和直线电机（15），直线电机（15）安装在架构（100）之下；架构（100）包括：刚性的架构主体（111）、复合材料层（112）；复合材料层（112）至少固定在构架主体（111）的外表面中用于固定转向架安装座（133）的位置，复合材料层（112）用于隔开转向架安装座（133）和构架主体（111）；其中，直线电机（15）是转向架的驱动装置，构架（100）作为转向架的安装基础，转向架安装座（133）用于安装转向架的各个部件，二系悬挂装置（500）的顶部用于与车体相连。该转向架解决了转向架内的构架（100）和转向架的部件之间的振动大及驱动装置占用空间大的技术问题。

Description

一种转向架 技术领域
本申请涉及轨道车辆技术领域，具体地，涉及一种转向架。
背景技术
轨道车辆是连结各城市的重要交通纽带。轨道车辆主要包括：车体及设置在车体下方的转向架，转向架用于对车体进行承载并实现走行和转向功能。
传统的转向架主要包括：构架、轮对、牵引装置、制动装置及缓冲装置，动力转向架还包括驱动装置，如直驱电机。其中，构架是转向架的主体骨架，转向架的很多部件通过金属的转向架安装座与构架固定。传统的构架是不锈钢材料焊接形成的H形的构架。转向架的部件和构架之间的刚性连接导致转向架的振动较大，进而导致轨道列车的舒适性较低。
因此，转向架内的构架和转向架的部件之间的振动大及驱动装置占用空间大，是本领域技术人员急需要解决的技术问题。
在背景技术中公开的上述信息仅用于加强对本申请的背景的理解，因此其可能包含没有形成为本领域普通技术人员所知晓的相关技术的信息。
发明内容
本申请实施例中提供了一种转向架的构架，以解决转向架内的构架和转向架的部件之间的振动大及驱动装置占用空间大的技术问题。
本申请实施例提供一种转向架，包括构架和直线电机，所述直线电机安装在所述构架之下；所述构架包括：
刚性的构架主体；
复合材料层，所述复合材料层至少固定在所述构架主体的外表面中用于固定转向架安装座的位置，所述复合材料层用于隔开所述转向架安装座和所述构 架主体；
其中，所述直线电机是所述转向架的驱动装置，所述构架作为所述转向架的安装基础，所述转向架安装座用于安装所述转向架的各个部件，所述二系悬挂装置的顶部用于与车体相连。
本申请实施例由于采用以上技术方案，具有以下技术效果：
刚性的构架主体为转向架的构架自身作为转向架的安装基础，提供了足够的刚度；次之，构架主体的外表面中用于固定转向架安装座的位置都固定有复合材料层，那么在构架和转向架安装座安装后，转向架安装座和所述构架主体之间至少有一层复合材料层，复合材料层自身吸振性好，吸能性好，能够减轻本申请实施例的转向架内的构架和转向架的部件之间的振动。采用直线电机作为驱动装置，为了使直线电机能够正常工作，需要在轨道上预先铺设能够与直线电机产生电磁感应的感应板，使得驱动装置在转向架占用空间较小。
附图说明
此处所说明的附图用来提供对本申请的进一步理解，构成本申请的一部分，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1为本申请实施例一的一种转向架的示意图；
图2为图1所示的转向架的另一角度示意图；
图3为本申请实施例的转向架的构架的示意图；
图4为图3在构架横梁处的剖视图；
图5为图3的爆炸图；
图6为图3的其中一个嵌件处的剖面图；
图7为本申请实施例二提供的转向架的结构示意图；
图8为图7中A区域的放大视图；
图9为本申请实施例二提供的转向架中构架的俯视立体图；
图10为本申请实施例二提供的转向架中构架的仰视立体图；
图11为本申请实施例二提供的转向架中板簧组分别与第一连接组件和第二连接组件配合的结构示意图；
图12为本申请实施例二提供的转向架中板簧组与第二连接组件配合的结构示意图；
图13为本申请实施例二提供的转向架中板簧组与第一连接组件配合的结构示意图；
图14为本申请实施例提供的一种转向架的立体结构示意图；
图15为图14中提供的转向架的另一个视角的立体结构示意图；
图16为图14中转向架的俯视结构示意图；
图17为图14中转向架的侧视结构示意图；
图18为图14中转向架的爆炸结构示意图；
图19为图14中转向架的直线电机与构架之间的装配结构示意图；
图20为图14中转向架的一系悬挂装置和轴箱的爆炸结构示意图；
图21为图14中转向架的垂向吊杆装有吊杆芯轴的端部的结构示意图；
图22为图21中垂向吊杆的端部与吊杆芯轴的拆分结构示意图；
图23为图22中垂向吊杆的吊杆芯轴的全剖结构示意图。
附图标记说明：
100构架，111构架主体，112复合材料层，113拉杆连接座，
121构架纵梁，121-1水平安装板，121-2让位部，
122构架横梁，122-2牵引装置安装用孔，1221板簧连接件，
130嵌件，131中部固定座，132固定凸缘，133转向架安装座
141台阶形凹陷部的第一个台阶，142台阶形凹陷部的第二个台阶；
210板簧组；211第一簧板；212第二簧板；
213第一连接组件；2131第一下连接件；
2131a板簧端部容纳槽；2131b连接座；2132第一上连接件；
214第二连接组件；2141第二上连接件；
2141a板簧容纳槽；2142第二下连接件；
220一系垂向减振器；
230一系横梁；
300轮对；311车轴；312车轮；
410轴箱，411左轴箱，412右轴箱；
500二系悬挂装置；
15直线电机；16垂向吊杆；17横向吊杆；18牵引拉杆；19紧固件；
1421吊杆连接座；1422第一紧固孔；
151直线电机前端部；152直线电机后端部；
161吊杆孔；162吊杆芯轴；163第一安装通孔；
1621芯轴体；1622芯轴缓冲套；1623芯轴外套
171第一横向吊杆；172第二横向吊杆。
具体实施方式
为了使本申请实施例中的技术方案及优点更加清楚明白，以下结合附图对本申请的示例性实施例进行进一步详细的说明，显然，所描述的实施例仅是本申请的一部分实施例，而不是所有实施例的穷举。需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
实施例一
本实施例提供一种转向架，转向架能够应用于轨道车辆中，该轨道车辆可以为内燃机车或电力机车，可以为动车组、地铁、轻轨或有轨电车等。
图1为本申请实施例的一种转向架的示意图；图2为图1所示的转向架的另一角度示意图；图3为本申请实施例的转向架的构架的示意图；图4为图3在构架横梁处的剖视图。
如图1，图2，图3和图4所示，本申请实施例的转向架，包括构架100和直线电机15，所述直线电机15安装在所述构架100之上；所述构架100包 括：
刚性的构架主体111；
复合材料层112，所述复合材料层112至少固定在所述构架主体的外表面中用于固定转向架安装座的位置，所述复合材料层用于隔开所述转向架安装座和所述构架主体；
其中，所述直线电机是所述转向架的驱动装置，所述构架作为所述转向架的安装基础，所述转向架安装座用于安装所述转向架的各个部件。
本申请实施例的转向架，刚性的构架主体为转向架的构架自身作为转向架的安装基础，提供了足够的刚度；次之，构架主体的外表面中用于固定转向架安装座的位置都固定有复合材料层，那么在构架和转向架安装座安装后，转向架安装座和所述构架主体之间至少有一层复合材料层，复合材料层自身吸振性好，吸能性好，能够减轻本申请实施例的转向架内的构架和转向架的部件之间的振动。采用直线电机作为驱动装置，为了使直线电机能够正常工作，需要在轨道上预先铺设能够与直线电机产生电磁感应的感应板，使得驱动装置在转向架占用空间较小。
关于构架的结构，实施中，如图1所示，所述复合材料层112包裹所述构架主体的整个外表面。
这样，构架整体就是内部是刚性的构架主体，外层是包裹在构架主体的整个外表面，是夹心结构的构架。这样，在某一个转向架安装座对复合材料层施加拉扯或挤压的力的作用时，会被传递到整个复合材料层，力的作用更加分散，构架的更加牢固。
实施中，所述复合材料层是一体化结构。一体化结构的复合材料层，使得构架作为一个整体，更加牢固，同时，也使力的作用最大程度的分散。
下面对构架的材料进行说明。
实施中，所述复合材料层是碳纤维材料的复合材料层。
碳纤维材料作为新材料，自身具有密度小强度高，吸能性好，吸振性好，工艺优良等等优点，碳纤维材料的复合材料层也具有上述优点。碳纤维材料这种新材料运用到构架产品上，是构架的发展方向之一。为了适应这个发展方向，需要对构架的结构进行适应性的改进。
实施中，所述复合材料层粘接在所述构架主体的外表面。通过粘接能够将将符合材料层便捷的固定在所述构架主体的整个外表面。
实施中，所述构架主体是密度小强度高的金属材料的构架主体。这样，构架的重量较小，进而使得转向架的重量也较小。
作为一个可选的方式，所述构架主体是蜂窝铝材料的构架主体。蜂窝铝材料自身密度小强度高，在保证了构架主体的强度够大，同时构架主体的重量又较小。
下面对构架的形状进行说明。
实施中，如图3所示，所述构架100为十字形的构架，包括沿纵向方向的构架纵梁121和与所述构架纵梁相交的构架横梁122；
其中，所述纵向方向是所述转向架的运行方向。
传统的H形的构架，侧梁密集的连接有转向架的多个部件，在转向架放在轨道上之后，就是在轨道的走行轨附近有密集的转向架的多个部件。十字形的构架，构架纵梁是位于构架横梁的中部的，构架纵梁连接有转向架的多个部件；在转向架放在轨道上之后，两个走行轨之间转向架的部件变多，走行轨附近转向架的部件减少，有利于转向架的两个轮对之间的空间的利用。
实施中，如图3所示，所述构架纵梁121是两端高中部低的形状，所述构架纵梁121的两端用于与转向架的一系悬挂装置连接。
所述构架纵梁的两端与转向架的一系悬挂装置连接需要较大的高度，构架纵梁是两端高中部低的形状能满足这一要求。
作为一种可选的方式，如图3所述，所述构架纵梁121包括：
位于所述纵向方向的两端且水平设置的水平安装板121-1，所述水平安装板121-1高于所述构架横梁122；
连接在所述水平安装板和所述构架横梁之间的让位部121-2。
这样，构架纵梁两端高中间低的形状特点，具体化为一种规则的形状，便于构架的加工制造。
实施中，如图3所示，所述构架纵梁121自两端向中部厚度逐步增大。
构架纵梁自两端向中部厚度逐步增大的特点，能适应构架纵梁的中部承重较大的特点。
实施中，如图3所示，所述构架纵梁121自两端向中部宽度逐步增大。
所述构架纵梁自两端向中部宽度逐步增大的特点，能适应构架纵梁的中部承重较大的特点。
实施中，如图3所示，所述构架100是对称结构。
对称结构的构架，便于加工制造，也便于受力的平衡。
实施中，如图3所示，所述构架横梁的中心位置设置有牵引装置安装用孔122-2，所述牵引装置安装用孔122-2用于安装所述转向架的牵引装置。
实施中，如图1和图2所示，还包括二系悬挂装置500，所述二系悬挂装置包括两个空气弹簧；所述空气弹簧是两个，对称安装在所述构架横梁之上。
下面对转向架安装座如何与构架固定进行说明。图5为图3的爆炸图；图6为图3的其中一个嵌件处的剖面图。
实施中，如图5和图6所示，构架还包括：
刚性的嵌件130，所述嵌件130的底部位于所述复合材料层112之内，以将所述嵌件与所述复合材料层固定且露出所述嵌件130的顶部；即嵌件和构架主体之间隔着复合材料层的底层；
其中，所述嵌件的顶部用于安装所述转向架安装座133。
这样，刚性的嵌件与所述复合材料层固定解决了嵌件的固定问题，转向架 安装座133安装在所述嵌件的顶部，解决了转向架安装座的固定问题。作为一种常用的方式，转向架安装座133通过螺栓和螺栓孔固定在所述嵌件的顶部。图3示出了多个结构的转向架安装座133和多个结构的嵌件130，嵌件130的结构和与之配合的转向架安装座133的结构相配合，能够将转向架安装座固定于嵌件的顶部即可。
关于嵌件的结构，如图5和图6所示，所述嵌件包括：
位于中心的中部固定座131；
固定凸缘132，所述固定凸缘132从所述中部固定座131向外延伸，所述中部固定座的厚度大于所述固定凸缘的厚度；
所述复合材料层覆盖所述固定凸缘132之上且露出所述中部固定座131的顶部；
其中，所述中部固定座的顶部用于安装所述转向架安装座133。
这样，固定凸缘使得嵌件与所述复合材料层固定面积较大，嵌件与复合材料层的固定牢固，中部固定座的厚度大于凸缘的厚度，使得中部固定座和转向架安装座的固定更加牢固。
与嵌件的结构相配合，如图5和图6所示，所述构架主体和所述复合材料层具有与所述嵌件相配合的台阶形凹陷部；
所述台阶形凹陷部的底部与所述中部固定座形状相配合；
所述台阶形凹陷部的第一个台阶141与所述固定凸缘的形状相配合。
台阶形凹陷部的存在，使得嵌件的高度可以控制，以配合转向架安装座的高度。
实施中，如图6所示，所述台阶形凹陷部的第二个台阶142与所述固定凸缘的顶部相平。
实施中，如图5和图6所示，所述固定凸缘132设置在所述中部固定座侧面的中部或底部。
实施中，如图6所示，所述中部固定座的厚度与所述固定凸缘的厚度的比 值是至少两倍。所述中部固定座的厚度较大，与转向架安装座通过螺栓和螺栓孔的固定可以更加稳固；固定凸缘的厚度较薄，使得嵌件的重量较小。
作为一种可选的实施方式，所述嵌件是蜂窝铝材料的嵌件。
作为一种可选的实施方式，所述嵌件是密度小强度高的金属材料的嵌件，具体的，所述嵌件是蜂窝铝材料的嵌件。
蜂窝铝材料自身密度小强度高，在保证了嵌件的强度够大，同时嵌件的重量又较小。
实施例二
本实施例提供一种转向架，在实施例一的基础上，还具有一些特点。
本实施例中所提到的纵向方向为与铁路线平行的方向，横向方向为与铁路线垂直的方向，垂向方向为竖直方向，纵向方向是所述铁路线的延伸方向，即纵向方向是所述转向架的运行方向。
图7为本申请实施例二提供的转向架的结构示意图，图8为图7中A区域的放大视图，图9为本申请实施例二提供的转向架中构架的俯视立体图，图10为本申请实施例二提供的转向架中构架的仰视立体图。
如图7至图10所示，本实施例提供的转向架还包括：一系悬挂装置和轮对300。
轮对300的数量为两组，分别设置在构架100的纵向两侧。轮对300包括：车轴311和车轮312，车轴311沿横向方向延伸。车轮312的数量为两个，对称设置在车轴311上。车轴311上还设置有轴箱410，轴箱410内设有轴承，以通过该轴承实现与车轴311之间相对转动。轴箱410的数量为两个，对称设置在车轴311上，且位于两个车轮312的内侧。
所述一系悬挂装置包括板簧组210；板簧组210沿横向方向延伸，两端分别与同一车轴两端的轴箱410相连。板簧组210的中部与构架纵梁121的下底部连接。在车厢加载后，板簧组210的中部受到车厢通过构架100施加的垂向 下的压力，板簧组210的两端受到轴箱410施加的垂向上的支撑力，促使板簧组210发生弹性弯曲变形。在车厢运行的过程中，轮轨之间的振动通过车轴311传递给轴箱410，再转换为板簧组210的弹性变形，通过弹性变形的方式吸收振动能量，实现对轴箱410与构架100之间进行缓冲，能够减小传递给构架100的振动，进而减小车厢的振动，提高乘坐舒适度。
通过采用轮对和板簧组，轮对包括：车轴、设置在车轴上的车轮和轴箱；板簧组沿横向方向延伸，且板簧组的中部与构架纵梁相连，板簧组的两端分别与同一车轴的轴箱相连，通过板簧组的弹性弯曲变形对轴箱和构架之间的垂向力进行缓冲。而且与传统的采用钢弹簧沿垂向连接在构架与轴箱之间的方案相比，本实施例采用板簧组进行缓冲，能够降低构架的高度，进而降低车厢的重心，提高轨道车辆的行驶稳定性。上述板簧组作为一系悬挂装置的一部分，能够对构架与轴箱之间的垂向力进行缓冲，设置在构架横梁端部的二系悬挂装置能够对构架与车体之间的垂向力进行缓冲，实现两级缓冲，减小车体的振动，提高乘坐舒适度。
对于板簧组210的实现方式，本实施例提供一种具体的方式：
图11为本申请实施例二提供的转向架中板簧组分别与第一连接组件和第二连接组件配合的结构示意图，图12为本申请实施例二提供的转向架中板簧组与第二连接组件配合的结构示意图，图13为本申请实施例二提供的转向架中板簧组与第一连接组件配合的结构示意图。
如图11至图13所示，板簧组包括：第一簧板211和第二簧板212，二者均为长条形的板状结构，沿横向方向延伸。第二簧板212层叠设置在第一簧板211的上方，第二簧板212的长度小于第一簧板211。对于长条形的簧板而言，其厚度越小，发生弹性变形所需要的力越小，强度也越小，因此，本实施例采用两块簧板叠加在一起，不但能满足板簧组的强度，而且还能降低板簧组发生形变所需要的力，以确保板簧组的形变满足缓冲要求。
第一簧板211和第二簧板212上下层叠设置，二者的中部与构架纵梁121 相连，第一板簧211的两端与轴箱相连。
采用第一连接组件213连接在板簧组210的端部和轴箱之间。第一连接组件213的底部设有轴箱连接结构，用于与轴箱相连。第一连接组件213内设有板簧容纳腔，板簧组的端部可插设在该板簧容纳腔内。
板簧组的两端均通过上述第一连接组件213与轴箱连接。两端的第一连接组件213中的板簧容纳腔的开口方向相对设置，则板簧组的两端对应插设在板簧容纳腔内，在装配好之后不能从板簧容纳腔内脱出，以对板簧组进行定位。
本实施例还提供一种第一连接组件213的具体实现方式：如图13所示，第一连接组件213包括：第一下连接件2131和第一上连接件2132。其中，第一下连接件2131的顶部设有开口向上的板簧端部容纳槽2131a，该板簧端部容纳槽2131a的尺寸与第一簧板211的端部尺寸相匹配，以使第一簧板211的端部容纳于该板簧端部容纳槽2131a内，第一下连接件2131用于限制第一簧板211的纵向移动。第一上连接件2132通过螺栓与第一下连接件2131的顶部相连，盖设在板簧端部容纳槽2131a的上方以形成板簧容纳腔，第一上连接件2132用于限制第一簧板211的垂向移动。
第一下连接件2131的底部通过螺栓与轴箱410相连，具体可以在第一下连接件2131的底部设置两个连接座2131b，在连接座2131b上开设螺栓孔，对应在轴箱410上也开设螺栓孔，通过螺栓分别穿过两个连接座上的螺栓孔及轴箱410上的螺栓孔实现将第一下连接件2131固定在轴箱410上。
第一簧板211的两端插设在对应的第一连接组件213内，其两端可以在第一连接组件213内沿横向移动一定的距离，以使两端之间的横向距离减小，满足弯曲变形的需要。
除了上述方案之外，板簧组210的两端也可以采用其他方式与轴箱410相连，例如：在板簧组210的两端设置长度与横向方向平行的长圆孔，通过可穿过该长圆孔的螺栓固定在轴箱上。则板簧组210发生弯曲变形时其两端之间的横向距离可通过长圆孔进行调节，满足弯曲变形的需要。
进一步的，第一簧板211的两端呈燕尾形。板簧端部容纳槽2131a对应延伸形成与第一簧板燕尾形端部相配合的燕尾槽，第一簧板燕尾形端部可容纳于燕尾槽内，燕尾槽用于限制第一簧板211沿横向移动的位移量。
另外，采用第二连接组件214实现板簧组210中部与构架纵梁121之间的连接。第二连接组件214的顶部设有纵梁连接结构，用于与构架纵梁121相连。第二连接组件214内设有沿横向方向贯通的板簧通道，板簧组210可从该板簧通道内穿过，板簧通道能够限制板簧组210的纵向和垂向移动。
本实施例还提供一种第二连接组件214的具体实现方式，如图12所示，第二连接组件214包括：第二上连接件2141和第二下连接件2142。其中，第二上连接件2141设有开口朝下的板簧容纳槽2141a，沿横向方向贯通整个第二上连接件2141。第二下连接件2142通过螺栓与第二上连接件2141相连，盖设在板簧容纳槽2141a的开口以形成板簧通道。在构架纵梁121端部的底面设有板簧连接件1221，板簧连接件1221上设有螺纹孔。螺栓从下向上依次穿过第二下连接件2142上的螺栓孔、第二上连接件2141上的螺栓孔后再固定至构架纵梁121上的螺纹孔内。
在上述技术方案的基础上，转向架还包括：一系横梁230和一系垂向减振器220。一系横梁230沿横向方向延伸，连接在同一车轴的两个轴箱410之间，且位于所述板簧组和所述车轴之间。一系垂向减振器220沿垂向方向延伸，其顶端与构架纵梁121相连，底端与一系横梁230相连，用于对构架100与轴箱410之间的垂向力进行缓冲。
上述一系横梁230为刚性梁，其上设置有减振器连接部，通过螺栓与一系垂向减振器220的底端相连。一系横梁230的两端也分别通过螺栓与轴箱410相连。
本实施例还提供一种轨道车辆，包括：如上述内容所提供的转向架。本实施例提供的轨道车辆，采用上述转向架，通过采用构架、轮对和板簧组，其中，构架包括沿横向方向延伸的构架横梁、以及从构架横梁的中部分别沿纵向方向 向两侧延伸的构架纵梁；轮对包括：车轴、设置在车轴上的车轮和轴箱；板簧组沿横向方向延伸，且板簧组的中部与构架纵梁相连，板簧组的两端分别与对应端的轴箱相连，通过板簧组的弹性弯曲变形对轴箱和构架之间进行缓冲。而且与传统的采用钢弹簧沿垂向连接在构架与轴箱之间的方案相比，本实施例采用板簧组进行缓冲，能够降低构架的高度，进而降低车厢的重心，提高轨道车辆的行驶稳定性。上述板簧组作为一系悬挂装置，能够对构架与轴箱之间的垂向力进行缓冲，设置在构架横梁端部的二系悬挂装置能够对构架与车体之间的垂向力进行缓冲，实现两级缓冲，减小车体的振动，提高乘坐舒适度。
实施例三
本申请实施例提供了一种转向架，在实施例二基础上还具有以下特点。
为了使直线电机15能够正常工作，需要在轨道上预先铺设能够与直线电机15产生电磁感应的感应板。
如图17所示，直线电机15采用吊装的安装方式，并吊装于构架100的底部，车轴311位于构架100和直线电机15的中间。
如图16所示，沿纵向方向，直线电机15的长度与构架100的长度相当，而且直线电机15的长度还大于构架100的长度。
在对本申请实施例的转向架进行说明的过程中，将图17中页面左侧的部分定义为转向架的前端，页面右侧的部分定义为转向架的后端。
关于直线电机在垂向方向的安装。
如图18所示，转向架还包括垂向吊杆16，所述直线电机15通过所述垂向吊杆16吊装于所述一系横梁且位于所述车轴之下；
其中，所述垂向吊杆的顶端转动连接于所述一系横梁。
具体的，直线电机15的前端部和后端部分别通过两个垂向吊杆16吊装于一系横梁230之下，两个垂向吊杆16以车轴311的轴心线为对称轴对称地安 装于一系横梁230的两侧。
关于直线电机在横向方向的安装。
如图17所示，转向架还横向吊杆17；
所述直线电机15通过所述横向吊杆17连接于所述轴箱。
具体的，如图17和图18所示，直线电机15与轴箱410之间安装有横向吊杆17，横向吊杆17的两端部与直线电机15和轴箱410之间均可以通过转轴连接，即，横向吊杆17的两端均可以相对转动。
关于直线电机与构架之间的安装。
如图18所示，转向架还包括牵引拉杆18；
所述直线电机通过所述牵引拉杆18连接于所述构架纵梁的底部。
具体的，如图18和图19所示，直线电机15的中间部位可以通过销轴连接有两个牵引拉杆18，牵引拉杆18的另一端活动连接于构架100的底面上，为了方便牵引拉杆18与构架100的连接，在构架100的底面上设置有与牵引拉杆18一一对应的拉杆连接座113。
在本申请实施例中对转向架进行说明的过程中，仅以十字形构架100为例进行说明，十字形构架100包括十字交叉设置的构架横梁和构架纵梁，构架横梁和构架纵梁可以为一体成型结构；在实际应用过程中，转向架不限于采用十字形构架100的工况，也可以采用相关的H形构架100或其它结构的构架100。
上述转向架采用直线电机15作为提供驱动力的驱动装置，采用直线电机15可以直接产生驱动转向架运动的驱动力，无需设置中间传动装置，减少了动力传递路径和能量损耗，能够提高机械效率且节约能源；将直线电机15吊装在一系悬挂装置的底部，即，构架100的底部，充分利用构架100底部的空间，同时将直线电机15与构架100和轴箱410之间均进行活动连接，将直线电机15安装到构架100、一系悬挂装置和轴箱410上，使直线电机15通过多个节 点进行安装定位，实现了直线电机15在转向架上的可靠安装，解决了直线电机15在转向架上的安装难题。
一种具体的实施方式中，如图14、图17和图18所示，上述转向架还包括用于安装直线电机15的垂向吊杆16、横向吊杆17和牵引拉杆18；上述转向架中采用了四个垂向吊杆16、两个横向吊杆17和两个牵引拉杆18，其中：
四个垂向吊杆16分为两组，每组包括两个垂向吊杆16，一组垂向吊杆16用于将直线电机15的前端部吊装于转向架前端的一系横梁230上，另一组垂向吊杆16用于将直线电机15的后端部吊装于转向架后端的一系横梁230上，每个垂向吊杆16均竖直设置；直线电机15通过四个垂向吊杆16吊装于一系悬挂装置的一系横梁230上；垂向吊杆16的顶端转动连接于一系横梁230；
两个横向吊杆17分布在直线电机15的对角位置，包括结构相同的第一横向吊杆171和第二横向吊杆172，为了方便区分两个横向吊杆17，将两个横向吊杆17分别命名为第一横向吊杆171和第二横向吊杆172，当第一横向吊杆171安装于图17中直线电机15的左上侧时、第二横向吊杆172相应地安装于直线电机15的右下侧，而当第一横向吊杆171安装于图17中直线电机15的左下侧时、第二横向吊杆172相应地安装于直线电机15的右上侧；直线电机15通过两个横向吊杆17连接于轴箱410；
如图18所示，两个牵引拉杆18沿纵向倾斜地延伸，两个牵引拉杆18平行设置，并沿直线电机15的纵向中心线对称设置，以使构架100的两侧受力均衡；两个牵引拉杆18斜置于构架100和直线电机15之间，以使直线电机15通过牵引拉杆18连接于构架100的底部。
上述直线电机15通过连杆结构的横向吊杆17、牵引拉杆18以及垂向吊杆16实现了与一系悬挂装置、构架100和轴箱410之间的安装固定，由于连杆结构简单，使得制造、装配简便快捷，有利于降低生产成本且提高生产效率。
为了实现车轴311的转动，轴箱410包括相对设置于每个车轴311上的左轴箱411和右轴箱412；如图16所示，转向架包括平行设置的两个车轴311， 每个车轴311上均设置有相对的两个轴箱410，即，左轴箱411和右轴箱412，通过左轴箱411和右轴箱412支撑一系悬挂装置，以实现构架100的安装；左轴箱411和右轴箱412设置在车轮内侧，即同一车轴311上的两个轴箱410均位于两个车轮之间；
在转向架中的构架100采用如图14中的十字形构架100时，为了实现十字形构架100的装配，如图14、图15和图17所示，在每个车轴311上均设置有一个一系悬挂装置，一系悬挂装置包括板簧组210、一系横梁230以及一系垂向减振器220；沿竖直方向，板簧组210和一系横梁230依次设置于车轴311的顶部，并且一系横梁230位于板簧组210和车轴311之间；板簧组210的一端安装于左轴箱411的顶部、另一端安装于右轴箱412的顶部，一系横梁230的一端安装于左轴箱411、另一端部安装于右轴箱412；一系垂向减振器220沿竖直方向连接于一系横梁230和构架100之间。如图17、图18和图20所示，在每个车轴311上设置有一个与车轴311平行的一系悬挂装置，一系悬挂装置包括板簧组210、一系横梁230和一系垂向减振器220；沿垂向，板簧组210位于一系横梁230的上部；板簧组210的两端部固定安装于左轴箱411和右轴箱412的顶部，板簧组210的中间部分与十字形构架100的一端部固定连接，即，板簧组210的中间部分用于支撑连接构架纵梁的一端部；一系横梁230的两端部均安装于相对的左轴箱411和右轴箱412上，一系横梁230的中间部分连接有垂向吊杆16，垂向吊杆16的底端与直线电机15固定连接；一系垂向减振器220的顶端与构架纵梁固定连接、底端固定连接于一系横梁230；为了安装上述一系悬挂装置，轴箱410上设置有用于安装一系横梁230的一系横梁230安装部和用于安装板簧组210端部的轴箱410连接块安装部。
在转向架采用十字形构架100和直线电机15时，为了保证转向架能够正常工作，一系横梁230形成直线电机15的吊装平台，板簧组210和一系垂向减振器220用于对构架100进行减振和缓冲，采用上述一系悬挂装置，能够实现十字形构架100和直线电机15的完美安装，使转向架在改变结构的基础上 能够保证使用功能，并能够正常工作。
为了实现直线电机15的安装，如图18所示，直线电机15具有沿纵向设置的直线电机前端部151和直线电机后端部152；直线电机前端部151和直线电机后端部152均连接有两个垂向吊杆16，两个垂向吊杆16对称设置在车轴311的两侧。
由于直线电机前端部151和直线电机后端部152均连接有两个垂向吊杆16，两个垂向吊杆16对称设置在车轴311的两侧，使得直线电机15的驱动力能够均匀地分配到两个车轴311上，同时各个垂向吊杆16的受力均匀，有利于防止单件应力集中而损坏，能够提高垂向吊杆16的使用寿命，提高轨道车辆的安全性和可靠性。
如图14和图18所示，横向吊杆17包括沿横向水平设置的第一横向吊杆171和第二横向吊杆172；第一横向吊杆171连接直线电机前端部151以及与直线电机前端部151位置对应的右轴箱412；第二横向吊杆172连接直线电机后端部152以及与直线电机后端部152位置对应的左轴箱411。
通过第一横向吊杆171和第二横向吊杆172能够将直线电机15安装到轴箱410上，不仅实现了直线电机15的横向安装固定，而且还能通过两个横向吊杆17进行驱动力或制动力的传递，因此，有利于提高直线电机15的稳定性和可靠性。
为了实现直线电机15的安装固定，如图17、图18和图20所示，垂向吊杆16、牵引拉杆18和横向吊杆17均为连杆；横向吊杆17与直线电机15和轴箱410之间、垂向吊杆16与直线电机15之间、以及牵引拉杆18与直线电机15之间均采用销轴连接；在横向吊杆17的两端、垂向吊杆16连接直线电机15的一端以及牵引拉杆18连接直线电机15的一端均可以设置穿设销轴的通孔，以实现销轴连接；
垂向吊杆16的顶端转动连接于一系横梁230；垂向吊杆16设置有用于连接一系横梁230的吊杆连接组件，吊杆连接组件包括吊杆芯轴162和紧固件19， 垂向吊杆16开设有用于插设吊杆芯轴162的吊杆孔161，吊杆芯轴162的两端部均伸出于吊杆孔161，并在伸出垂向吊杆16的两端部上均设置有第一安装通孔163；一系横梁230设置有与吊杆连接组件一一对应连接的吊杆连接座1421；吊杆连接座1421上设置有与第一安装通孔163一一对应的第一紧固孔1422；吊杆芯轴162通过穿设于对应的第一安装通孔163和第一紧固孔1422的紧固件19安装于一系横梁230；如图21和图22所示，垂向吊杆16在端部的吊杆芯轴162上对称设置有两个第一安装通孔163，而在一系横梁230中间部分的吊杆连接座1421上设置有两个第一紧固孔1422，第一紧固孔1422与第一安装通孔163的位置和数量均一一对应，并在吊杆连接座1421上设置有用于容置垂向吊杆16的端部的空间，以使垂向吊杆16的端部在相对一系横梁230转动时具有活动空间，防止垂向吊杆16与一系横梁230之间相对转动时产生干涉；
牵引拉杆18设置有用于连接构架100的拉杆连接组件(图中未示出)，拉杆连接组件包括拉杆芯轴(图中未示出)和紧固件19，牵引拉杆18开设有用于插设拉杆芯轴的拉杆孔(图中未示出)，拉杆芯轴的两端部均伸出于拉杆孔，并在伸出牵引拉杆18的两端部上均设置有第二安装通孔(图中未示出)；构架100的底面设置有与拉杆连接组件一一对应连接的拉杆连接座113；拉杆连接座113上设置有与第二安装通孔一一对应的第二紧固孔；拉杆芯轴通过穿设于对应的第二安装通孔和第二紧固孔的紧固件19安装于构架100。如图18所示，牵引拉杆18端部的拉杆芯轴上对称设置有两个第二安装通孔，而在构架100底部设置有两个拉杆连接座113，每个拉杆连接座113上设置有两个对称的凸块(图中未示出)，在每个凸块上设置有一个第二紧固孔，第二紧固孔与第二安装通孔的位置和数量均一一对应，并在拉杆连接座113上设置有用于容置牵引拉杆18端部的空间，以使牵引拉杆18的端部在相对构架100转动时具有活动空间，防止牵引拉杆18与构架100之间在相对转动时产生干涉。
为了实现牵引拉杆18和垂向吊杆16的转动连接，吊杆芯轴162和拉杆芯轴均采用了相同的结构，以下以吊杆芯轴162的具体结构为例进行说明，拉杆 芯轴同理；吊杆芯轴162和拉杆芯轴均包括芯轴体1621、芯轴缓冲套1622和芯轴外套1623；芯轴缓冲套1622套设在芯轴体1621的外周部；芯轴外套1623套设在芯轴缓冲套1622的外周部，且与拉杆孔过盈配合。如图23所示，吊杆芯轴162包括芯轴体1621、芯轴缓冲套1622和芯轴外套1623；芯轴缓冲套1622套设在芯轴体1621的外周部；芯轴外套1623套设在芯轴缓冲套1622的外周部，且与吊杆孔161过盈配合。芯轴体1621的中间部分可以为圆柱体结构或球状结构、两端部为长方体结构，第一安装通孔163形成于长方体结构部分上；芯轴缓冲套1622可采用弹性材料制成，在本实施例中，芯轴缓冲套1622为橡胶套或树脂套，芯轴体1621和芯轴外套1623均采用钢材等金属材料制成；芯轴体1621、芯轴外套1623和芯轴缓冲套1622之间可以通过硫化的方式固定连接在一起。
由于在芯轴体1621和芯轴外套1623之间设置有芯轴缓冲套1622，芯轴缓冲套1622能够在360°范围内发生形变，通过芯轴缓冲套1622能够对构架100与直线电机15之间或者一系横梁230与直线电机15之间的振动、冲击进行缓冲，有利于减小传递到直线电机15的振动和冲击，使直线电机15保持在稳定工作状态，提高轨道车辆的安全性和可靠性。
在本申请及其实施例的描述中，需要理解的是，术语“顶”、“底”、“高度”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，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申请的限制。
在本申请及其实施例中，除非另有明确的规定和限定，术语“设置”、“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接，还可以是通信；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以 根据具体情况理解上述术语在本申请中的具体含义。
在本申请及其实施例中，除非另有明确的规定和限定，第一特征在第二特征之“上”或之“下”可以包括第一和第二特征直接接触，也可以包括第一和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度小于第二特征。
上文的公开提供了许多不同的实施方式或例子用来实现本申请的不同结构。为了简化本申请的公开，上文中对特定例子的部件和设置进行描述。当然，它们仅仅为示例，并且目的不在于限制本申请。此外，本申请可以在不同例子中重复参考数字和/或参考字母，这种重复是为了简化和清楚的目的，其本身不指示所讨论各种实施方式和/或设置之间的关系。此外，本申请提供了的各种特定的工艺和材料的例子，但是本领域普通技术人员可以意识到其他工艺的应用和/或其他材料的使用。
尽管已描述了本申请一些可选的实施例，但本领域内的技术人员一旦得知了基本创造性概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括一些可选的实施例以及落入本申请范围的所有变更和修改。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的精神和范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (36)

  1. 一种转向架，其特征在于，包括构架和直线电机，所述直线电机安装在所述构架之下；所述构架包括：
    刚性的构架主体；
    复合材料层，所述复合材料层至少固定在所述构架主体的外表面中用于固定转向架安装座的位置，所述复合材料层用于隔开所述转向架安装座和所述构架主体；
    其中，所述直线电机是所述转向架的驱动装置，所述构架作为所述转向架的安装基础，所述转向架安装座用于安装所述转向架的各个部件。
  2. 根据权利要求1所述的转向架，其特征在于，所述复合材料层包裹所述构架主体的整个外表面。
  3. 根据权利要求2所述的转向架，其特征在于，所述复合材料层是一体化结构。
  4. 根据权利要求3所述的转向架，其特征在于，所述复合材料层是碳纤维材料的复合材料层。
  5. 根据权利要求4所述的转向架，其特征在于，所述复合材料层粘接在所述构架主体的外表面。
  6. 根据权利要求4所述的转向架，其特征在于，所述构架主体是密度小强度高的金属材料的构架主体。
  7. 根据权利要求2至6任一所述的转向架，其特征在于，所述构架为十字形的构架，包括沿纵向方向的构架纵梁和与所述构架纵梁相交的构架横梁；
    其中，所述纵向方向是所述转向架的运行方向。
  8. 根据权利要求7所述的转向架，其特征在于，还包括二系悬挂装置，所述二系悬挂装置包括两个空气弹簧；所述空气弹簧是两个，对称安装在所述构架横梁之上。
  9. 根据权利要求7所述的转向架，其特征在于，所述构架纵梁是两端高中部低的形状；
    其中，所述构架纵梁的两端用于与所述转向架的一系悬挂装置连接。
  10. 根据权利要求9所述的转向架，其特征在于，所述构架纵梁包括：
    位于所述纵向方向的两端且水平设置的水平安装板，所述水平安装板高于所述构架横梁；
    连接在所述水平安装板和所述构架横梁之间的让位部。
  11. 根据权利要求10所述的转向架，其特征在于，所述构架纵梁自两端向中部厚度逐步增大。
  12. 根据权利要求11所述的转向架，其特征在于，所述构架纵梁自两端向中部宽度逐步增大。
  13. 根据权利要求12所述的转向架，其特征在于，所述构架是对称结构。
  14. 根据权利要求13所述的转向架，其特征在于，所述构架横梁的中心位置设置有牵引装置安装用孔，所述牵引装置安装用孔用于安装所述转向架的牵引装置。
  15. 根据权利要求14所述的转向架，其特征在于，还包括：
    刚性的嵌件，所述嵌件的底部位于所述复合材料层之内，以将所述嵌件与所述复合材料层固定且露出所述嵌件的顶部；
    其中，所述嵌件的顶部用于安装所述转向架安装座。
  16. 根据权利要求15所述的转向架，其特征在于，所述嵌件包括：
    位于中部的中部固定座；
    固定凸缘，所述固定凸缘从所述中部固定座向外延伸，所述中部固定座的厚度大于所述固定凸缘的厚度；
    所述复合材料层覆盖所述固定凸缘之上且露出所述中部固定座的顶部；
    其中，所述中部固定座的顶部用于安装所述转向架安装座。
  17. 根据权利要求16所述的转向架，其特征在于，所述构架主体和所述复 合材料层具有与所述嵌件相配合的台阶形凹陷部；
    所述台阶形凹陷部的底部与所述中部固定座形状相配合；
    所述台阶形凹陷部的第一个台阶与所述固定凸缘的形状相配合。
  18. 根据权利要求17所述的转向架，其特征在于，所述台阶形凹陷部的第二个台阶与所述固定凸缘的顶部相平。
  19. 根据权利要求18所述的转向架，其特征在于，所述固定凸缘设置在所述中部固定座侧面的中部或底部。
  20. 根据权利要求19所述的转向架，其特征在于，所述中部固定座的厚度与所述固定凸缘的厚度的比值是至少两倍。
  21. 根据权利要求20所述的转向架，其特征在于，所述嵌件是蜂窝铝材料的嵌件。
  22. 根据权利要求7所述的转向架，其特征在于，还包括：
    轮对；所述构架的纵向两侧各设有一组轮对，所述轮对包括：车轴、设置在车轴上的车轮和轴箱，所述轴箱位于同一车轴的两个车轮之间；
    一系悬挂装置，所述一系悬挂装置包括板簧组；所述板簧组的两端分别与同一车轴两端的轴箱相连，所述板簧组的中部与所述构架纵梁的下底部连接。
  23. 根据权利要求22所述的转向架，其特征在于，还包括：
    第一连接组件，内部设有用于容纳所述板簧组端部的板簧容纳腔；所述第一连接组件的底部设有用于与轴箱相连的轴箱连接结构。
  24. 根据权利要求23所述的转向架，其特征在于，还包括：
    第二连接组件，内部设有用于供所述板簧组穿过的板簧通道；所述第二连接组件的顶部设有用于与构架纵梁相连的纵梁连接结构。
  25. 根据权利要求24所述的转向架，其特征在于，所述板簧组包括：
    第一簧板，沿横向方向延伸；所述第一簧板的中部位于所述板簧通道内，所述第一簧板的两端分别插设在对应端的板簧容纳腔内；
    第二簧板，沿横向方向延伸，其中部位于所述板簧通道内；所述第二板簧 层叠设置在所述第一簧板的上方；所述第二簧板的长度小于第一簧板。
  26. 根据权利要求25所述的转向架，其特征在于，所述第一连接组件包括：
    第一下连接件，其顶部设有开口朝上的板簧端部容纳槽；所述第一下连接件的底部通过螺栓与轴箱相连；
    第一上连接件，与第一下连接件的顶部相连，盖设在所述板簧端部容纳槽上方以形成所述板簧容纳腔。
  27. 根据权利要求25所述的转向架，其特征在于，所述第二连接组件包括：
    第二上连接件；所述第二上连接件设有开口朝下的板簧容纳槽；所述第二上连接件与构架纵梁相连；
    第二下连接件，与第二上连接件的底端相连；所述第二下连接件盖设在所述板簧容纳槽的开口以形成所述板簧通道。
  28. 根据权利要求22所述的转向架，其特征在于，所述板簧组采用碳纤维复合材料制成。
  29. 根据权利要求22所述的转向架，其特征在于，所述一系悬挂装置还包括：
    一系横梁，沿横向方向延伸，连接同一车轴的两个轴箱，且位于所述板簧组和所述车轴之间；
    一系垂向减振器，其顶端与所述构架纵梁相连，底端与所述一系横梁相连。
  30. 根据权利要求29所述的转向架，其特征在于，所述一系横梁为刚性梁，其上设有用于与一系垂向减振器相连的减振器连接部；所述一系横梁的两端分别通过螺栓与轴箱相连。
  31. 根据权利要求29所述的转向架，其特征在于，还包括垂向吊杆；所述直线电机通过所述垂向吊杆吊装于所述一系横梁且位于所述车轴之下；
    其中，所述垂向吊杆的顶端转动连接于所述一系横梁。
  32. 根据权利要求31所述的转向架，其特征在于，还包括横向吊杆；
    所述直线电机通过所述横向吊杆连接于所述轴箱。
  33. 根据权利要求32所述的转向架，其特征在于，还包括牵引拉杆；
    所述直线电机通过所述牵引拉杆连接于所述构架纵梁的底部。
  34. 根据权利要求33所述的转向架，其特征在于，所述直线电机具有沿纵向设置的直线电机前端部和直线电机后端部；所述直线电机前端部和所述直线电机后端部均连接有两个所述垂向吊杆，两个所述垂向吊杆对称设置在所述车轴的两侧。
  35. 根据权利要求34所述的转向架，其特征在于，所述轴箱包括相对设置于每个车轴上的左轴箱和右轴箱；所述横向吊杆包括沿横向水平设置的第一横向吊杆和第二横向吊杆；
    所述第一横向吊杆连接所述直线电机前端部以及与所述直线电机前端部位置对应的右轴箱；
    所述第二横向吊杆连接所述直线电机后端部以及与所述直线电机后端部位置对应的左轴箱。
  36. 根据权利要求35所述的转向架，其特征在于，所述牵引拉杆设置有两个，并且沿纵向倾斜设置；两个所述牵引拉杆沿所述直线电机的纵向中心线对称设置。
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