WO2022032808A1 - 转向架 - Google Patents

转向架 Download PDF

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Publication number
WO2022032808A1
WO2022032808A1 PCT/CN2020/116407 CN2020116407W WO2022032808A1 WO 2022032808 A1 WO2022032808 A1 WO 2022032808A1 CN 2020116407 W CN2020116407 W CN 2020116407W WO 2022032808 A1 WO2022032808 A1 WO 2022032808A1
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WO
WIPO (PCT)
Prior art keywords
spring
beams
bogie
bogie according
traction
Prior art date
Application number
PCT/CN2020/116407
Other languages
English (en)
French (fr)
Inventor
刘阳
姜斌
段泽斌
于云海
关风龙
楚京
任春雨
张博伦
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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Publication date
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 WO2022032808A1 publication Critical patent/WO2022032808A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/50—Other details
    • B61F5/52—Bogie frames

Definitions

  • the present application relates to bogie structure technology, and in particular, to a bogie.
  • Rail vehicles are an important transportation link connecting cities, and have gradually become the main means of transportation in cities. Rail vehicles are also the main carrier for cargo transportation.
  • the rail vehicle mainly includes a car body and a bogie arranged under the car body. The bogie is used to carry the car body and realize the functions of running and steering.
  • the traditional bogie mainly includes frame, wheelset, traction device, braking device, primary suspension and secondary suspension.
  • the frame is the main frame of the bogie, and the other components are installed on the frame, so the frame must have high strength and stability.
  • the frame includes: two mutually parallel side beams and a beam connected between the two side beams.
  • the beam and the side beams are usually fixedly connected. In the process of the vehicle passing through the curve, the cross beam and the side beam as a whole move relatively laterally with respect to the vehicle body, and the turning radius is large.
  • An embodiment of the present application provides a bogie.
  • An embodiment of the first aspect of the present application provides a bogie, including: a frame, a wheel set arranged under the frame, a traction device, a braking device and a secondary suspension device arranged on the frame; the frame includes:
  • the horizontal direction is two horizontal directions that are perpendicular to each other;
  • the beam extends laterally, the two ends of the beam pass through the beam mounting holes on the two side beams respectively, and relative displacement can occur between the beam and the side beams in the lateral direction; the length of the beam is greater than the distance between the outer surfaces of the two side beams ;
  • the limiter is arranged between the beam and the side beam and is used to limit the relative displacement between the beam and the side beam within a preset range.
  • the technical solution provided by the embodiment of the present application adopts two side beams extending in the longitudinal direction and a beam extending in the transverse direction, and the two ends of the beams pass through the beam mounting holes arranged in the middle of the side beams, so that the gap between the beams and the side beams can be generated.
  • the limiter is set between the beam and the side beam to limit the relative displacement between the two within the preset range, which ensures the safety of operation and also enables the bogie to meet the requirements of the passing capacity of small curvature radius. Improve the turning performance and safety of rail vehicles.
  • FIG. 1 is a perspective view of a bogie provided in Embodiment 1 of the application;
  • Fig. 2 is the top view of the bogie provided by the first embodiment of the application
  • FIG. 3 is a perspective view of a side beam in a bogie provided in Embodiment 1 of the present application;
  • FIG. 4 is a side view of a side member in a bogie provided in Embodiment 1 of the present application;
  • Fig. 5 is another perspective view of the bogie provided by the first embodiment of the application.
  • Fig. 6 is another top view of the bogie provided by the first embodiment of the application.
  • FIG. 7 is a perspective view of a beam in a bogie provided in Embodiment 2 of the present application.
  • Fig. 8 is the sectional view of A-A section in Fig. 2;
  • Fig. 9 is the enlarged view of B area in Fig. 8.
  • FIG. 10 is an exploded view of the assembly of a cross beam and a side beam in a bogie provided in Embodiment 2 of the application;
  • FIG. 11 is a cross-sectional view of the cross beam and the side beam in the bogie according to the second embodiment of the application moving relatively to the first limit position;
  • FIG. 12 is a cross-sectional view of the cross beam and the side beam in the bogie according to the second embodiment of the application moving relatively to the second limit position;
  • Fig. 14 is a side view of the bogie provided by the third embodiment of the application.
  • Fig. 16 is a partial longitudinal cross-sectional view of the bogie provided in the fourth embodiment of the application.
  • 17 is an exploded view of the secondary suspension device in the bogie provided by the fourth embodiment of the application.
  • Fig. 19 is an exploded view of the traction device in the bogie provided by the fifth embodiment of the application.
  • FIG. 20 is a schematic structural diagram of a traction pin in a bogie provided in Embodiment 5 of the application;
  • FIG. 21 is another schematic structural diagram of the traction pin in the bogie provided in the fifth embodiment of the application.
  • 6-Secondary suspension device 61-Secondary support plate; 611-Positioning protrusion; 612-First slide rail; 62-Spring assembly; 621-Outer coil spring; 622-Inner coil spring; 63-Spring fixing assembly; 631-pressing plate; 632-positioning pin; 64-spring protection sleeve; 65-rubber stack spring; 651-buffer seat; 652-positioning groove;
  • 7-traction device 71-traction pin; 711-upper end plate; 7111-bolt hole; 712-bottom end plate; 713-traction side plate; 714-reinforcing rib plate; 72-mounting seat; Baffle plate; 73-tubular reinforcement; 74-rib plate with holes; 75-rib plate;
  • This embodiment provides a bogie, which can be applied to a rail vehicle.
  • the rail vehicle can be a diesel locomotive or an electric locomotive, an EMU, a subway, a light rail or a tram, etc., a passenger car or a freight car, or a Other engineering special vehicles, test vehicles, etc.
  • the bogie has the characteristics of flexible design and can adapt to the turning requirements of small curvature radius.
  • FIG. 1 is a perspective view of the bogie provided in the first embodiment of the application
  • FIG. 2 is a top view of the bogie according to the first embodiment of the application.
  • the bogie provided in this embodiment includes: a frame, and the frame, as the main structure of the bogie, includes a side beam 1 and a cross beam 2 .
  • the number of the side beams 1 is two, and the two side beams 1 are parallel to each other and extend in the longitudinal direction, and the longitudinal direction is the same horizontal direction as the running direction of the rail vehicle.
  • the beam 2 extends in a lateral direction, which is a horizontal direction perpendicular to the direction of travel of the rail vehicle.
  • each side beam 1 is provided with a transverse beam mounting hole 11 , and the transverse beam mounting hole 11 is a through hole penetrating through both sides of the side beam 1 .
  • the center line of the beam mounting hole 11 extends laterally. Both ends of the beam 2 pass through the lateral mounting holes 11 on the two side beams 1 respectively.
  • the length of the beam 2 is greater than the distance between the outer surfaces of the two side beams 1. relative movement.
  • the limiting member is arranged between the beam 2 and the side beam 1, and is used to limit the lateral relative displacement between the beam 2 and the side beam 1 within a preset range.
  • the bogie also includes: a wheelset 4 , a secondary suspension device 6 , a traction device 7 and a braking device 9 .
  • the number of wheel pairs 4 is two, which are respectively arranged at the longitudinal ends of the frame.
  • the wheel set 4 includes: an axle 41 and two wheels 42 symmetrically arranged on the axle 41 .
  • the secondary suspension device 6 is arranged on the frame, and is used for buffering the acting force between the frame and the vehicle body.
  • Braking means 9 are provided on the frame for inhibiting rotation of the wheels 42 during braking.
  • the top of the traction device 7 is connected to the vehicle body, and the bottom of the traction device 7 cooperates with the frame to transmit traction or braking force between the frame and the vehicle body.
  • the bottom end of the traction device 7 is matched with the beam 2 , and the traction force and the braking force are transmitted through the beam 2 .
  • this embodiment proposes a flexible bogie suitable for passing through a small radius of curvature, and the bogie adopts a solution in which the cross beam 2 and the side beam 1 can move relatively in the lateral direction.
  • the side beam 1 runs along the track with the wheels, and the vehicle body, the traction device 7 and the beam 2 together produce a certain amount of lateral offset with the side beam 1, which can meet the curve passing requirements of small curvature radius .
  • two side beams extending in the longitudinal direction and a beam extending in the transverse direction are adopted, and the two ends of the beams pass through the beam mounting holes arranged in the middle of the side beams, so that a transverse beam can be formed between the beams and the side beams.
  • the limiter is set between the beam and the side beam to limit the relative displacement between the two within the preset range, which ensures the safety of operation, and also enables the bogie to meet the requirements of the passing capacity of small curvature radius, improving the Turning performance and safety of rail vehicles.
  • the above bogie can be used as a non-power bogie.
  • the bogie can be used as a power bogie, for example, the driving device is provided on the frame to drive the wheel set to rotate.
  • This embodiment does not limit the specific arrangement of the driving device, as long as the effect of driving the wheel pair to rotate can be achieved.
  • the above-mentioned braking device 9 is arranged on the inner side of the side member 1 and is located between the cross member 2 and the wheelset 4 .
  • the braking device 9 may also be arranged on the outer side of the wheelset 4 , that is, at a position away from the beam 2 .
  • FIG. 3 is a perspective view of the side beam in the bogie provided by the first embodiment of the application;
  • FIG. 4 is the first embodiment of the application.
  • the side beam 1 is a box beam with high ends and a low middle, including a top plate 12 , a bottom plate 13 located below the top plate 12 , and a side vertically connected between the top plate 12 and the bottom plate 13 .
  • the number of the side plates 14 is two, which are symmetrically arranged on both sides of the top plate 12 in the transverse direction.
  • the number of the end plates 15 is two, and they are symmetrically arranged at both ends of the top plate 12 in the longitudinal direction.
  • the two side plates 14 are provided with beam mounting holes 11 , and the center lines of the beam mounting holes 11 on the two side plates 14 coincide with each other and have the same diameter.
  • the beam 2 may be a structure with a constant diameter, that is, a cylindrical structure.
  • the beam 2 can also be a variable diameter structure, for example, the diameter of the end portion of the beam 2 is smaller than the diameter of the middle portion.
  • the diameter of the above-mentioned beam installation hole 11 is larger than the diameter of the end of the beam 2, so that the end of the beam 2 can be inserted into the beam installation hole 11, and the middle part of the beam 2 cannot be inserted into the beam installation hole 11, so that the limit is reached. Effect.
  • top plate 12 , bottom plate 13 , side plate 14 and end plate 15 can be made of steel plates, and can be fixed together by welding to form a box-shaped structure.
  • the middle part of the top plate 12 is concave downward, and the concave area and the two end areas are connected by a curve transition.
  • the cross beam 2 is installed in the middle of the side beam 1, and the wheel sets 4 are installed at both ends of the side beam 1.
  • the height of the bogie provided in this embodiment is lower than the traditional bogie, which can lower the center of the vehicle, thereby improving the driving stability of the vehicle .
  • This embodiment also provides a specific implementation manner of the bogie as follows: two box-shaped side beams 1 are arranged in parallel, two beams 2 are arranged side by side between the middle parts of the two side beams 1, and the two beams 2 are The lateral relative movement between the side beams 1 can be generated. A preset distance is left between the two beams 2 .
  • the side beam 1 is provided with two transverse mounting holes 11 , which are symmetrically arranged in the middle of the side beam 1 .
  • One beam 2 is correspondingly inserted into the beam mounting holes 11 on the two side beams 1 for assembly.
  • the two beams 2 are respectively inserted into the beam mounting holes 11 in the two side beams 1.
  • the two beams 2 have the same size and the same height, so that the two beams 2 are symmetrically arranged, which is conducive to the force balance of the bogie.
  • the cross-section of the beam 2 is circular, which can be a solid steel beam or a hollow steel pipe beam, and the beam mounting hole 11 provided on the side beam 1 is a circular hole.
  • Another way of implementation using a longitudinal beam 3 extending in the longitudinal direction to be fixedly connected between the two beams 2, connecting the two beams 2 into an integrated structure, and moving relative to the side beam 1 together with the longitudinal beam 3, avoiding two
  • the relative displacement between the beams 2 is inconsistent, which leads to uneven force and thus affects the performance of the bogie to pass the curve.
  • the number of the longitudinal beams 3 is two, which are symmetrically arranged between the two transverse beams 2 and located inside the side beams 1 .
  • the length of the longitudinal beam 3 is greater than the distance between the centerlines of the two beams 2 , the longitudinal beam 3 is overlapped above the two beams 2 , and the lower surface of the longitudinal beam 3 is fixedly connected to the beam 2 .
  • the lower surface of the end portion of the longitudinal beam 3 is recessed inward to form a circular arc recessed surface with a curvature radius consistent with that of the beam 2 , and is fixed to the beam 2 by welding.
  • the longitudinal beams 3 serve to connect the two beams 2 as a whole, and on the other hand, they also function to support and maintain the position between the two beams 2 .
  • the secondary suspension device is fixed on the side beam to buffer the force between the side beam and the vehicle body.
  • the conventional solution is overturned, and the secondary suspension device 6 is fixed on the longitudinal beam 3 .
  • the secondary suspension device 6 is located above the longitudinal beam 3 and the side beam 1 , and can move relative to the side beam 1 in the lateral direction.
  • FIG. 5 is another perspective view of the bogie according to the first embodiment of the application
  • FIG. 6 is another top view of the bogie according to the first embodiment of the application.
  • the secondary suspension device 6 on one side is removed to avoid blocking the longitudinal beam 3 .
  • the side beam 1 and the wheels 42 turn with the track, and the cross beam 2, the longitudinal beam 3, the traction device 7 and the vehicle body move laterally relative to the side beam 1, so that the rail wheels can adapt Small turning radius.
  • This embodiment provides another implementation manner of the bogie on the basis of the above-mentioned embodiment, especially the implementation manner of the limiting member is described in detail.
  • the limiting member includes a limiting end cover 81 , which is located on the outer side of the side beam 1 and is fixedly connected to the end of the cross beam 2 .
  • the size of the limit end cover 81 is larger than that of the beam installation hole 11 , and the end of the beam 2 passes through the beam installation hole 11 from the inside to the outside and is connected to the limit end cover 81 . Since the size of the limit end cover 81 is larger than that of the beam mounting hole 11, the limit end cover 81 can limit the movement of the beam 2 in the lateral direction.
  • Both ends of the beam 2 are connected to the limit end caps 81 in the above-mentioned manner, and the length of the beam 2 is greater than the distance between the outer surfaces of the two side beams 1, so that the beam 2 can move laterally relative to the side beam 1, and the limits at both ends are realized.
  • the end cap 81 can limit the lateral movement distance.
  • the limiting end cover 81 is a disc-shaped structure with a diameter larger than that of the beam mounting hole 11 .
  • Bolt holes are provided on the limiting end cover 81 to be connected to the end surface of the beam 2 through bolts.
  • FIG. 7 is a perspective view of the beam in the bogie provided in the second embodiment of the application
  • FIG. 8 FIG. 2 is a cross-sectional view of section AA in FIG. 2
  • FIG. 9 is an enlarged view of area B in FIG. 8
  • FIG. 10 is an exploded view of the assembly of the cross beam and the side beam in the bogie provided in the second embodiment of the application.
  • the cross beam 2 has a cross beam main body section 21 and a cross beam matching section 22 , and the cross beam matching sections 22 are located at both ends of the cross beam main body section 21 .
  • the diameter of the beam main body section 21 is larger than the diameter of the beam matching section 22 , so that a positioning shoulder 211 is formed at the joint of the beam main body section 21 and the beam matching section 22 .
  • the axial length of the beam matching section 22 is greater than the length of the beam mounting hole 11 , and the beam matching section 22 is inserted into the beam mounting hole 11 .
  • the limiting member includes: a limiting end cover 81 , a positioning retaining ring 82 and a bushing 83 .
  • the limiting end cover 81 is located on the outer side of the side beam 1 and is used for being fixedly connected to the end of the cross beam 2 .
  • the bushing 83 is sleeved on the beam matching section 22, and the axial length of the bushing 83 matches the length of the beam mounting hole 11, for example, can be equal.
  • the bushing 83 is located between the cross beam fitting section 22 and the side wall of the cross beam mounting hole 11 , and is used to reduce the wear caused by the direct contact between the cross beam 2 and the side beam 1 .
  • the positioning retaining ring 82 is sleeved on the beam matching section 22 and is located between the positioning shaft shoulder 211 and the bushing 83 .
  • the bushing 83 can be made of a material with certain wear resistance and buffering properties, and a rubber sleeve is used in this embodiment.
  • the limiting end caps 81 and the positioning retaining rings 82 are respectively located at both ends of the side beam 1 , limiting the amount of left and right movement of the cross beam 2 .
  • FIG. 11 is a cross-sectional view of the cross beam and the side beam in the bogie according to the second embodiment of the application moving relatively to the first limit position.
  • FIG. 11 shows that the beam 2 moves to the right to the first limit position, and the limit end cover 81 located at the left end of the beam 2 restricts the beam 2 from continuing to move to the right.
  • Fig. 12 is a cross-sectional view of the transverse beam and the side beam in the bogie according to the second embodiment of the application moving relatively to the second limit position.
  • FIG. 12 shows that the beam 2 moves to the left to the second limit position, and the positioning retaining ring 82 limits the further movement of the beam 2 to the left.
  • the beam 2 further has beam connecting sections 23 located at both ends of the beam.
  • the diameter of the beam connecting section 23 is smaller than the diameter of the beam matching section 22 , and the axial length of the beam connecting section 23 is small, and is only used for cooperating with the limit end cover 81 for installation.
  • the limiting end cap 81 includes an end cap main body portion 811 and an end cap limiting portion 812 .
  • the main body portion 811 of the end cap is in the shape of a circular plate
  • the limiting portion 812 of the end cap is a ring-shaped enclosure vertically arranged on the inner surface of the main body portion 811 of the end cap
  • the limiting portion 812 of the end cap is arranged on the outer side of the connecting section 23 of the beam
  • the outer diameter of the end cap limiting portion 812 is smaller than the bore diameter of the bushing 83 .
  • One of the functions of the end cap limiter 812 is to block the gap between the beam 2 and the bushing 83, so as to prevent impurities such as particles in the environment from entering between the bushing 83 and the beam 2, thereby causing a larger impact on the two. wear.
  • the lateral displacement of the beam 2 can reach ⁇ 5mm, which can adapt to the turning curve with a small curvature radius of 150m on the premise of satisfying the normal turning driving of the rail vehicle.
  • This embodiment provides another implementation manner of the bogie on the basis of the above-mentioned embodiment, especially the assembling manner of the wheelset and the frame is described in detail.
  • the wheelset 4 provided in this embodiment includes: an axle 41 , two wheels 42 symmetrically arranged on the axle 41 , and bearings 43 sleeved on both ends of the axle 41 .
  • Bearing end caps 44 are provided on both end surfaces of the axle 41 , and the bearing end caps 44 are located outside the bearing 43 .
  • the bearing end cover 44 can be fixed to the end of the axle 41 by means of fasteners such as bolts.
  • the above-mentioned axle 41 realizes relative rotation with the side beam 1 through the bearing 43 , and the bearing retaining ring 45 and the bearing end cover 44 are used to limit the bearing 43 laterally.
  • the bearing bottom bracket 51 is detachably arranged at the bottom of the side beam 1, a bearing seat hole is formed between the bearing bottom bracket 51 and the side beam 1, and the bearing 43 is accommodated in the bearing seat hole.
  • both ends of the side beam 1 are provided with wheelset mounting grooves 17 with downward openings, corresponding to the lower grooves with upward openings on the bearing bottom bracket 51, and the wheels
  • the above-mentioned bearing seat hole is formed by abutting the mounting groove 17 with the lower groove.
  • a wheelset installation notch for accommodating a wheelset is provided at the bottom of both ends of the side plate 14, and a recessed accommodating part is provided at the position corresponding to the wheelset installation notch in the bottom plate 13, and the wheelset is installed.
  • the notch and the recessed receiving portion form a wheelset mounting groove 17 for mounting the wheelset.
  • Parts of the bottom plate 13 located on both sides of the recessed accommodating portion are provided with mounting structures for connecting with the bearing bottom bracket 51 , so as to install the wheelset 4 between the wheelset mounting groove 17 and the bearing bottom bracket 51 .
  • the mounting structure can be a bolt hole, so as to connect the bearing bottom bracket 51 to the bottom of the side beam 1 through bolts.
  • the buffer pad 52 is sandwiched between the bearing 43 and the side beam 1, and the buffer pad 52 can buffer the force between the wheelset 4 and the side beam 1, so as to realize the function of the primary suspension device in the traditional bogie. Moreover, the above solution cancels the axle box in the traditional solution, which can simplify the structure and reduce the weight of the bogie, so that the rail vehicle has better maneuverability and acceleration.
  • the buffer pad 52 may be an arch-shaped rubber pad, such as a superior arc-shaped rubber pad, and the thickness of the buffer pad 52 may be 5 mm.
  • the buffer pad 52 has certain vertical stiffness and lateral stiffness, which can provide vibration damping function while ensuring sound insulation and electrical insulation, and reduce the comfort index of the rail vehicle.
  • a buffer material can be used to make a rectangular plate-like structure.
  • the buffer pad 52 When the buffer pad 52 is installed between the side beam 1 and the bearing 43, an arch is formed under the pressing action of the side beam 1 and the bearing 43. , and cover the upper part of the bearing 43 .
  • Both the wheelset installation groove 17 and the lower groove can be stepped grooves, that is, the lower groove includes a deep groove with a larger depth in the middle and a shallow groove symmetrically arranged at both ends of the deep groove. During installation, the buffer pad 52 is squeezed into the deep groove.
  • the buffer pad 52 is circumferentially arranged on the outer side of the bearing 43, and both ends of the buffer pad 52 are extended to a height position lower than the axis of the bearing 43, so that the bearing 43 and the side beam 1 will not be in direct contact and avoid the two A rigid force is generated between them.
  • the wheels 42 are located between the two side members 1 .
  • the bearing 43 may be a rolling bearing 43, such as a self-sealing double row tapered roller bearing or a self-sealing double row cylindrical roller bearing.
  • the inner diameter of the bearing 43 is 150 mm, the outer diameter is 250 mm, and the width is 180 mm.
  • the top of the side member 1 is provided with a wear mounting seat 18 for mounting a vehicle body wear device.
  • the vehicle body wear device is in contact with the bottom surface of the vehicle body, so as to avoid the relative movement between the side members and the vehicle body caused by the direct contact between the two to cause wear.
  • the wear mounts 18 are specifically arranged on the top plate 12 and are located at both ends of the top plate 12 along the length direction.
  • This embodiment provides another implementation manner of the bogie on the basis of the above-mentioned embodiment, especially the assembling manner of the secondary suspension device and the frame is described in detail.
  • the secondary suspension device 6 includes: a secondary support plate 61 , a spring assembly 62 and a spring fixing assembly 63 .
  • the secondary support plate 61 extends in the horizontal direction and is fixed on the longitudinal beam 3 .
  • a part of the secondary support plate 61 is located above the longitudinal beam 3 , and the other part extends above the side beam 1 .
  • the bottom surface of the secondary support plate 61 is slidably fitted with the top surface of the side beam 1 , so that the secondary support plate 61 and the longitudinal beam 3 move in the lateral direction relative to the side beam 1 .
  • the number of the spring assemblies 62 is plural, and they are arranged on the top surface of the secondary support plate 61 .
  • the elastic deformation direction of the spring assembly 62 extends in the vertical direction, and the vertical force between the vehicle body and the frame is buffered by the stretching and compression of the spring assembly 62 in the vertical direction.
  • the number of the spring fixing components 63 is the same as that of the spring components 62 , and one spring fixing component 63 is correspondingly disposed on the top of each spring component 62 .
  • the spring fixing assembly 63 is used to limit the displacement of the spring assembly 62 in the horizontal direction.
  • FIG. 16 is a partial longitudinal cross-sectional view of the bogie provided in the fourth embodiment of the application
  • FIG. 17 is the second suspension device in the bogie provided in the fourth embodiment of the application. Exploded view.
  • the spring fixing assembly 63 includes: a pressing plate 631 and a positioning pin 632 . Wherein, the positioning pin 632 is inserted into the interior of the spring assembly 62 in the vertical direction. The pressing plate 631 is pressed on the top of the spring assembly 62 and connected to the top of the positioning pin 632, and the pressing plate 631 is also connected with the vehicle body.
  • the pressing plate 631 and the positioning pin 632 limit the displacement of the spring assembly 62 in the horizontal direction, and also limit the deflection of the center line of the spring assembly 62 .
  • the pressing plate 631 and the positioning pin 632 can be connected together by fasteners such as screws.
  • This embodiment provides a spring assembly 62 including: an outer coil spring 621 and an inner coil spring 622 with opposite helical directions, the two are coaxially arranged, and the outer coil spring 621 is sleeved outside the inner coil spring 622 .
  • the positioning pin 632 is inserted into the inner coil spring 622 , and the diameter of the pressing plate 631 matches the outer diameter of the outer coil spring 621 , so that the pressing plate 631 can apply a vertical force to the outer coil spring 621 and the inner coil spring 622 at the same time.
  • the above-mentioned outer coil spring 621 and inner coil spring 622 may be steel springs. Since the spring assembly 62 adopts a double-layered spring, the outer coil spring 621 and the inner coil spring 622 can provide elastic force at the same time. Therefore, the secondary suspension device 6 using the above-mentioned spring assembly 62 can improve the spring rate on the premise of making full use of the space. The elastic force of the component 62 improves the bearing capacity and vibration damping capacity of the secondary suspension device 6 .
  • the spring assembly 62 can also be a rubber spring, an air spring, etc., and a space for inserting the positioning pin 632 is reserved in the middle.
  • a spring protection sleeve 64 is used to support and limit the spring assembly 62 .
  • the spring protection sleeve 64 has a cylindrical structure and is fixed on the upper surface of the secondary support plate 61 .
  • the number of the spring protection sleeves 64 is the same as that of the spring assemblies 62 , and one spring assembly 62 is correspondingly disposed in one spring protection sleeve 64 .
  • the spring protection sleeve 64 is used to keep the spring assembly 62 in an upright position at all times, preventing it from tipping over.
  • the rubber stack spring 65 is arranged in the area surrounded by the spring protection sleeve 64 and is located below the positioning pin 632 .
  • the first ballast may be the case where the rail vehicle is empty or with a small load.
  • the positioning pin 632 When the spring assembly 62 receives the ballast applied by the vehicle body gradually increases from the second ballast to the third ballast, the positioning pin 632 continues to move downward and exerts a ballast force on the rubber spring 65 .
  • the rubber stack spring 65 plays a buffering role to avoid the direct rigid contact between the positioning pin 632 and the second-series support plate 61 to generate large vibration and abnormal noise.
  • the above-mentioned rubber spring 65 may be a hat-shaped structure, with a buffer seat 651 protruding outward at the top center position, and a positioning groove 652 concave inward at the bottom center position.
  • the buffer seat 651 is disposed opposite to the positioning pin 632 for limiting and buffering the positioning pin 632 .
  • the top of the secondary support plate 61 is provided with positioning protrusions 611 that correspond to the positioning grooves 652 one-to-one and form-fit. The positioning protrusions 611 are inserted into the positioning grooves 652 for positioning the rubber spring 65 .
  • the buffer seat 651 on the top of the rubber spring 65 is opposite to the positioning pin 632, and there is a gap between the buffer seat 651 and the positioning pin 632, when the secondary suspension device 6 is compressed by gravity, the buffer seat 651 can
  • the positioning pin 632 is used for limiting and buffering, further protecting the spring assembly 62 and preventing the spring assembly 62 from being damaged due to excessive pressure.
  • a positioning groove 652 is provided at the bottom of the rubber stack spring 65, and the positioning protrusion 611 on the top of the secondary support plate 61 is inserted into the positioning groove 652 of the rubber stack spring 65.
  • the positioning groove 652 and the positioning protrusion 611 realizes the positioning of the rubber stack spring 65, so as to limit the rubber stack spring 65 on the secondary support plate 61 to prevent the rubber stack spring 65 from being displaced under the pressure of the spring assembly 62, so that the rubber stack spring 65 always works in the second position. between the support plate 61 and the spring assembly 62 .
  • the thickness of the stacking springs 65 can be set as required, and in the vertical direction, a plurality of stacking springs 65 can also be arranged to be stacked together.
  • FIG. 18 is a bottom view of the secondary suspension device in the bogie provided in the fourth embodiment of the application.
  • a protruding first sliding rail 612 is provided on the bottom surface of the secondary support plate 61 , and the first sliding rail 612 extends in the lateral direction.
  • a first chute 16 extending in the lateral direction is provided on the top surface of the middle portion of the side beam 1 , as shown in FIGS.
  • the first sliding rail 612 can be accommodated in the first sliding groove 16, and the relative sliding between the secondary support plate 61 and the side beam 1 is guided by the cooperation of the first sliding rail 612 and the first sliding groove 16, and the sliding movement is limited.
  • the orientation can only be landscape.
  • the cross section of the first sliding rail 612 can be rectangular, T-shaped or trapezoidal, and the shape of the first sliding groove 16 is matched with the first sliding rail 612 .
  • the number of the first sliding rails 612 can be one, two or more than three. When the number of the first sliding rails 612 is more than two, the first sliding rails 612 are arranged at intervals and evenly arranged on the second system for support. On the lower surface of the plate 61 , the position of the first sliding groove 16 is matched with the first sliding rail 612 .
  • the number of the spring assemblies 62 in the above-mentioned one secondary suspension device may be three, four, five or more than six.
  • Figures 1, 2, 5, and 6 show the implementation of four spring assemblies 62 arranged in a trapezoidal shape.
  • the secondary support plate 61 is a trapezoidal plate, the upper bottom edge of which faces the inside of the bogie, and the lower bottom edge faces the outside of the bogie.
  • the two spring assemblies 62 are located on the outer side of the secondary support plate 61 and may be located above the side beam 1 , and the connecting line of the two spring assemblies 62 is parallel to the longitudinal direction.
  • the other two spring assemblies 62 are located on the inner side of the secondary support plate 61, and may be located above the longitudinal beam 3, and the connecting line of the two spring assemblies 62 is also parallel to the longitudinal direction.
  • the distance between the two spring assemblies 62 located on the inner side is smaller than the distance between the two spring assemblies 62 located on the outer side.
  • the four spring assemblies 62 adopting the above-mentioned layout can be uniformly stressed to improve the effect of buffering and vibration reduction; and can improve the anti-rolling ability, and the weight of the vehicle body can be directly transmitted to the side beam 1 through the two outer spring assemblies 62, so that the pressure
  • the transmission is relatively direct, which reduces the transmission of the pressure through the path of the longitudinal beam 3 and the cross beam 2, so that the bogie has strong bearing capacity and good working stability.
  • This embodiment provides another implementation manner of the bogie on the basis of the above-mentioned embodiment, especially the assembling manner of the traction device and the frame is described in detail.
  • the top end of the traction device 7 is used to connect with the vehicle body, and the bottom end is inserted between the two beams 2 .
  • the cross member 2 transmits the longitudinal force, including traction force and braking force, to the vehicle body through the traction device 7 .
  • FIG. 19 is an exploded view of the traction device in the bogie provided in the fifth embodiment of the application.
  • the pulling device 7 includes: a pulling pin 71 and a pulling device mounting seat (referred to as the mounting seat 72 ).
  • the mounting seat 72 is arranged between the two beams 2 and has two oppositely arranged longitudinal stop parts and two oppositely arranged transverse stop parts.
  • the traction pin 71 is a box-shaped structure, and its bottom end is inserted into the mounting seat 72 and is located between the two longitudinal stop parts and also between the two transverse stop parts.
  • FIG. 20 is a schematic structural diagram of the traction pin in the bogie provided in the fifth embodiment of the application.
  • the traction pin 71 includes: an upper end plate 711 , a bottom end plate 712 and four traction side plates 713 .
  • the upper end plate 711 and the bottom end plate 712 are arranged opposite to each other, and they are parallel to each other and extend in the horizontal direction.
  • the four traction side plates 713 are vertically connected between the upper end plate 711 and the bottom end plate 712 , and the four traction side plates 713 and the upper end plate 711 and the bottom end plate 712 enclose a cuboid structure.
  • the upper end plate 711 is provided with a connection structure for connecting with the vehicle body.
  • the connection can be a plurality of bolt holes 7111 provided on the upper end plate 711 to be connected to the vehicle body through fasteners such as bolts.
  • a plurality of bolt holes 7111 are respectively provided in the upper end plate 7111 at positions close to two opposite sides.
  • the length and width of the upper end plate 711 are larger than those of the bottom end plate 712 , and the bolt holes 7111 are opened at corresponding positions outside the traction side plate 713 .
  • a reinforcing rib plate 714 Between the outer surface of the traction side plate 713 and the upper end plate 711 is further provided a reinforcing rib plate 714, and the number of the reinforcing rib plate 714 can be multiple and arranged side by side.
  • the reinforcing rib plate 714 can be approximately a right-angled triangle structure. The use of the reinforcing rib plate 714 can strengthen the structural strength and rigidity between the traction side plate 713 and the upper end plate 711 , which is beneficial to improve the structural strength of the traction pin 71 .
  • FIG. 21 is another structural schematic diagram of the traction pin in the bogie provided in the fifth embodiment of the application.
  • the traction side plate 713 on the right side is removed to show the interior of the traction pin. structure.
  • the traction pin 71 further includes: a tubular reinforcing member 73 extending in the longitudinal direction and disposed between the two opposite traction side plates 713 for improving the strength of the traction pin 71 .
  • the tubular reinforcing member 73 may be a hollow circular tube, and the number of the reinforcing member 73 is multiple.
  • the tubular reinforcing members 73 are steel pipes, the number of which is four, and they are arranged in two upper and lower rows, with two in each row, and the dimensions of the four tubular reinforcing members 73 are the same.
  • Four tubular reinforcements 73 are connected between the two opposing traction side plates 713 .
  • the tubular reinforcements 73 can penetrate through the through holes, and the end surface Flush with the outside surface of the traction side plate 713 .
  • a perforated rib plate 74 is provided between the upper end plate 711 and the bottom end plate 712, and the perforated rib plate 74 is provided with a perforation for the tubular reinforcing rib 73 to pass through, and the perforation corresponds to the tubular reinforcement 73 one-to-one .
  • the perforated rib plate 74 is arranged between the two traction side plates 713 in a direction perpendicular to the tubular reinforcing rib 73 .
  • the perforated rib plate 74 may be located between the two opposite traction side plates 713 , and the tubular reinforcing member 73 passes through the traction side plate 713 and the perforated rib plate 74 on both sides in turn and is welded and fixed.
  • the tubular stiffeners 73 can buffer longitudinal forces.
  • the perforated rib 74 is used to vertically support the middle portion of the tubular reinforcement 73 .
  • the traction device 7 of the embodiment of the present application not only has the characteristics of simple structure, but also can better transmit the longitudinal impact while ensuring the energy transmission and structural strength of the upper and lower workshops, and can withstand a large impact in the event of a collision load.
  • the mounting seat 72 includes: two connecting plates 721 arranged oppositely and two baffle plates 722 arranged oppositely.
  • the connecting plates and the baffle plate are sequentially connected to form a rectangular frame structure.
  • the two connecting plates 721 are respectively fixed to the inner side of the beam 2 on the corresponding side.
  • the bottom end of the traction pin 71 is inserted into the space enclosed by the connecting plate 721 and the baffle plate 722 .
  • the connecting plate 721 serves as the vertical stop portion and the baffle plate 722 serves as the lateral stop portion.
  • the surface of the connecting plate 721 facing the traction pin 71 may also be provided with a wear plate, and the surface of the baffle plate 722 facing the traction pin 71 may also be provided with a wear plate.
  • the outer surface of the connecting plate 721 is provided with a rib 75 , and the rib 75 is perpendicular to the connecting plate 721 .
  • the number of the rib plates 75 is plural, arranged side by side, and fixed between the connecting plate 721 and the beam 2 .
  • the force between the traction pin 71 and the two connecting plates 721 can transmit traction force or braking force.
  • the force between the traction pin 71 and the two baffles 722 can transmit the lateral force.
  • two connecting plates 721 are respectively fixed on the inner side surfaces of the corresponding side beams 2 for cooperating with the traction pins 71 to transmit longitudinal force.
  • two baffles are provided on the upper surface of the beam 2 , which are located on the lateral sides of the traction pin 71 respectively, and are used to cooperate with the traction pin 71 to transmit lateral force.
  • first and second are only used for descriptive purposes, and should not be construed as indicating or implying relative importance or implying the number of indicated technical features. Thus, a feature defined as “first” or “second” may expressly or implicitly include one or more of that feature.
  • plurality means at least two, such as two, three, etc., unless expressly and specifically defined otherwise.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

一种转向架，包括：构架、设置在构架下方的轮对(4)、设置在构架上的牵引装置（7）、制动装置（9）和二系悬挂装置（6）；构架包括：平行设置的两个侧梁（1），侧梁（1）沿纵向延伸；侧梁（1）的中部开设横梁安装孔（11），横梁安装孔（11）为通孔，横梁安装孔（11）的中心线沿横向延伸，纵向与横向为相互垂直的两个水平方向；横梁（2），沿横向延伸，横梁（2）的两端分别穿过两个侧梁（1）上的横梁安装孔（11），横梁（2）与侧梁（1）之间可沿横向产生相对位移；横梁（2）的长度大于两个侧梁（1）外侧表面之间的距离；限位件，设置在横梁（2）与侧梁（1）之间，用于限制横梁（2）与侧梁（1）之间的相对位移在预设范围内。该转向架能够通过较小曲率半径的线路。

Description

转向架 技术领域
本申请涉及转向架结构技术，尤其涉及一种转向架。
背景技术
轨道车辆是连结各城市的重要交通纽带，也逐渐成为城市内的主要交通工具，轨道车辆还是实现货物运输的主要载体。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、一系悬挂和二系悬挂。其中，构架是转向架的主体骨架，其余各部件均安装在构架上，因此构架必须具有较高的强度及稳定性。构架包括：两个相互平行的侧梁以及连接在两个侧梁之间的横梁，为保证构架的稳定性，横梁与侧梁之间通常是固定连接的。在车辆通过曲线的过程中，横梁与侧梁整体相对于车体存在相对横向移动，转弯半径较大。
发明内容
本申请实施例中提供一种转向架。
本申请第一方面实施例提供一种转向架，包括：构架、设置在构架下方的轮对、设置在构架上的牵引装置、制动装置和二系悬挂装置；所述构架包括：
平行设置的两个侧梁，所述侧梁沿纵向延伸；所述侧梁的中部开设横梁安装孔，所述横梁安装孔为通孔，横梁安装孔的中心线沿横向延伸，所述纵向与横向为相互垂直的两个水平方向；
横梁，沿横向延伸，横梁的两端分别穿过两个侧梁上的横梁安装孔，横梁与侧梁之间可沿横向产生相对位移；横梁的长度大于两个侧梁外侧表面之 间的距离；
限位件，设置在横梁与侧梁之间，用于限制横梁与侧梁之间的相对位移在预设范围内。
本申请实施例提供的技术方案，采用沿纵向方向延伸的两个侧梁和沿横向方向延伸的横梁，横梁的两端穿过设置在侧梁中部的横梁安装孔，使横梁与侧梁之间能够产生横向相对移动，采用限位件设置在横梁和侧梁之间用于限制二者之间的相对位移在预设范围内，保证了运行安全，也使转向架满足小曲率半径通过能力的要求，提高轨道车辆的转弯性能及安全性。
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为本申请实施例一提供的转向架的立体图；
图2为本申请实施例一提供的转向架的俯视图；
图3为本申请实施例一提供的转向架中侧梁的立体图；
图4为本申请实施例一提供的转向架中侧梁的侧视图；
图5为本申请实施例一提供的转向架的另一立体图；
图6为本申请实施例一提供的转向架的另一俯视图；
图7为本申请实施例二提供的转向架中横梁的立体图；
图8为图2中A-A截面的剖视图；
图9为图8中B区域的放大视图；
图10为本申请实施例二提供的转向架中横梁与侧梁装配的爆炸视图；
图11为本申请实施例二提供的转向架中横梁与侧梁相对移动至第一极限位置的剖视图；
图12为本申请实施例二提供的转向架中横梁与侧梁相对移动至第二极限位置的剖视图；
图13为本申请实施例三提供的转向架的爆炸视图；
图14为本申请实施例三提供的转向架的侧视图；
图15为本申请实施例三提供的转向架中轮对与构架装配的爆炸视图；
图16为本申请实施例四提供的转向架中局部纵向剖视图；
图17为本申请实施例四提供的转向架中二系悬挂装置的爆炸视图；
图18为本申请实施例四提供的转向架中二系悬挂装置的仰视图；
图19为本申请实施例五提供的转向架中牵引装置的爆炸视图；
图20为本申请实施例五提供的转向架中牵引销的结构示意图；
图21为本申请实施例五提供的转向架中牵引销的另一结构示意图。
附图标记：
1-侧梁；11-横梁安装孔；12-顶板；13-底板；14-侧板；15-端板；16-第一滑槽；17-轮对安装槽；18-磨耗安装座；
2-横梁；21-横梁主体段；211-轴肩；22-横梁配合段；23-横梁连接段；
3-纵向梁；
4-轮对；41-车轴；42-车轮；43-轴承；44-轴承端盖；45-轴承挡圈；
51-轴承底托；52-缓冲垫；
6-二系悬挂装置；61-二系支撑板；611-定位凸起；612-第一滑轨；62-弹簧组件；621-外圈弹簧；622-内圈弹簧；63-弹簧固定组件；631-压板；632-定位销；64-弹簧保护套筒；65-橡胶叠簧；651-缓冲座；652-定位凹槽；
7-牵引装置；71-牵引销；711-上端板；7111-螺栓孔；712-底端板；713-牵引侧板；714-加强筋板；72-安装座；721-连接板；722-挡板；73-管状加强件；74-带孔筋板；75-肋板；
81-限位端盖；811-端盖主体部；812-端盖限位部；82-定位挡圈；83-衬套；
9-制动装置。
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，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，可以为客车或货车，也可以为其他的工程特种车辆、试验车辆等。该转向架具有柔性设计特点，能够适应较小曲率半径的转弯要求。
图1为本申请实施例一提供的转向架的立体图，图2为本申请实施例一提供的转向架的俯视图。如图1和图2所示，本实施例提供的转向架包括：构架，构架作为转向架的主体结构，包括侧梁1和横梁2。侧梁1的数量为两个，两个侧梁1相互平行，且沿纵向方向延伸，纵向方向为与轨道车辆行进方向相同的水平方向。横梁2沿横向方向延伸，横向方向为与轨道车辆行进方向垂直的水平方向。
每个侧梁1的中部均开设有横梁安装孔11，横梁安装孔11为贯通侧梁1两侧面的通孔。横梁安装孔11的中心线沿横向延伸。横梁2的两端分别穿过两个侧梁1上的横向安装孔11，横梁2的长度大于两个侧梁1外侧表面之间的距离，横梁2与侧梁1之间可沿横向方向产生相对移动。
限位件设置在横梁2与侧梁1之间，用于限制横梁2与侧梁1之间的横向相对位移在预设范围内。
除了构架之外，转向架还包括：轮对4、二系悬挂装置6、牵引装置7和制动装置9。其中，轮对4的数量为两个，分别设置在构架的纵向两端。轮对4包括：车轴41、对称设置在车轴41上的两个车轮42。二系悬挂装置6设置在构架上，用于对构架与车体之间的作用力进行缓冲。制动装置9设置在构架 上，用于在制动过程中抑制车轮42的转动。
牵引装置7的顶部与车体相连，底部与构架配合实现在构架与车体之间传递牵引力或制动力。本实施例中，牵引装置7的底端与横梁2配合，牵引力和制动力通过横梁2进行传递。
传统的转向架中，应用较为广泛的设计方案大多为将横梁与侧梁固定连接在一起形成结构固定的构架。而本实施例提出了一种适用于通过小曲率半径的柔性转向架，该转向架采用横梁2与侧梁1可以在横向方向产生相对移动的方案。在轨道车辆经过曲线时，侧梁1随着车轮沿着轨道运行，车体、牵引装置7、横梁2一起与侧梁1产生一定量的横向偏移，能够满足较小曲率半径的曲线通过要求。
本实施例提供的技术方案，采用沿纵向方向延伸的两个侧梁和沿横向方向延伸的横梁，横梁的两端穿过设置在侧梁中部的横梁安装孔，使横梁与侧梁之间能够产生横向相对移动，采用限位件设置在横梁和侧梁之间用于限制二者之间的相对位移在预设范围内，保证了运行安全，也使转向架满足小曲率半径通过能力的要求，提高轨道车辆的转弯性能及安全性。
上述转向架可以作为非动力转向架。当在上述转向架上设置驱动装置时，该转向架可以作为动力转向架，例如：驱动装置设置在构架上，用于驱动轮对转动。本实施例不限定驱动装置的具体设置方式，只要能达到驱动轮对转动的效果即可。
上述制动装置9设置在侧梁1的内侧，且位于横梁2与轮对4之间。或者，根据轮对的具体位置，也可以将制动装置9设置在轮对4的外侧，即远离横梁2的位置。
在上述技术方案的基础上，本实施例提供一种侧梁1的具体实现方式：图3为本申请实施例一提供的转向架中侧梁的立体图；图4为本申请实施例一提供的转向架中侧梁的侧视图。如图3和图4所示，侧梁1为两端高、中部低的箱型梁，包括顶板12、位于顶板12下方的底板13、以及竖向连接在顶板12 和底板13之间的侧板14和端板15。侧板14的数量为两个，对称设置在顶板12沿横向的两侧。端板15的数量为两个，对称设置在顶板12沿纵向的两端。两个侧板14上均设置有横梁安装孔11，且两个侧板14上的横梁安装孔11中心线重合、孔径相同。
横梁2的一端依次穿过两个侧板14上的横梁安装孔11进行装配。横梁2可以为直径恒定的结构，即：圆柱状结构。或者，横梁2也可以为变径结构，例如：横梁2的端部直径小于中间部分直径。相应的，上述横梁安装孔11的直径大于横梁2的端部直径，以使横梁2的端部能够插入横梁安装孔11内，而横梁2的中间部分不能插入横梁安装孔11，达到限位的效果。
上述顶板12、底板13、侧板14和端板15可采用钢板，可通过焊接的方式固定在一起形成箱型结构。顶板12的中部向下凹陷，凹陷区域与两端区域通过曲线过渡衔接，底板13的形状变化规律与顶板12一致，以使侧梁1呈两端高中部低的形状。横梁2安装于侧梁1的中部，轮对4安装于侧梁1的两端，本实施例提供的转向架的高度低于传统的转向架，能够降低车辆中心，进而提高车辆行驶的稳定性。
本实施例还提供一种转向架的具体实现方式为：采用两个箱型的侧梁1平行布设，两个横梁2并排设置在两个侧梁1的中部之间，两个横梁2均与侧梁1之间能够产生横向相对移动。两个横梁2之间留有预设距离。对应的，侧梁1上开设有两个横向安装孔11，对称设置在侧梁1的中部。一个横梁2对应插设在两个侧梁1上的横梁安装孔11内进行装配。
两个横梁2分别对应插入两个侧梁1中的横梁安装孔11中，两个横梁2的尺寸相同，高度相同，以使两个横梁2是对称设置的，有利于转向架受力平衡。横梁2的截面为圆形，可以为实心的钢梁，也可以为空心的钢管梁，则侧梁1上设置的横梁安装孔11为圆孔。
另一种实现方式：采用沿纵向方向延伸的纵向梁3固定连接在两个横梁2之间，将两个横梁2连接为一体结构，同纵向梁3一起相对于侧梁1移动，避 免两个横梁2之间的相对位移不一致而导致受力不均进而影响转向架过曲线的性能。具体的，纵向梁3的数量为两个，对称设置在两个横梁2之间，且位于侧梁1的内侧。
纵向梁3的长度大于两个横梁2中心线之间的距离，纵向梁3搭接在两个横梁2的上方，纵向梁3的下表面与横梁2固定连接。具体的，纵向梁3的端部下表面向内凹陷形成曲率半径与横梁2一致的圆弧凹陷面，通过焊接的方式与横梁2焊接固定。纵向梁3一方面起到连接两个横梁2为一体的作用，另一方面还起到支撑和保持两个两个横梁2之间位置的作用。
传统的转向架中，二系悬挂装置是固定在侧梁上，用于对侧梁与车体之间的作用力进行缓冲。本实施例推翻了传统的方案，将二系悬挂装置6固定在纵向梁3上。二系悬挂装置6位于纵向梁3和侧梁1的上方，与侧梁1之间可沿横向产生相对移动。
图5为本申请实施例一提供的转向架的另一立体图，图6为本申请实施例一提供的转向架的另一俯视图。如图5和图6所示，为了对纵向梁3的结构及安装进行清楚的说明，去掉了一侧的二系悬挂装置6，避免遮挡纵向梁3。
上述转向架在过曲线的过程中，侧梁1、车轮42随着轨道转弯，横梁2、纵向梁3、牵引装置7和车体相对于侧梁1沿横向产生相对移动，使得轨道车轮能够适应较小的转弯半径。
实施例二
本实施例是在上述实施例的基础上，提供另一种转向架的实现方式，尤其是对限位件的实现方式进行详细说明。
如图1、2、5、6所示，限位件包括限位端盖81，位于侧梁1的外侧，固定连接至横梁2的端部。限位端盖81的尺寸大于横梁安装孔11，则横梁2的端部从内向外穿过横梁安装孔11后与限位端盖81相连。由于限位端盖81的尺寸大于横梁安装孔11，因此限位端盖81能够在横向方向上限制横梁2的移 动。横梁2的两端均采用上述方式与限位端盖81相连，横梁2的长度大于两个侧梁1外表面之间的距离，实现横梁2可相对于侧梁1横向移动，且两端的限位端盖81能够限制横向移动距离。具体的，限位端盖81为圆盘形结构，直径大于横梁安装孔11。限位端盖81上设置有螺栓孔，以通过螺栓连接至横梁2的端面上。
本实施例还提供一种限位件用于对横梁2与侧梁1之间的相对位移量进行限制的实现方式：图7为本申请实施例二提供的转向架中横梁的立体图，图8为图2中A-A截面的剖视图，图9为图8中B区域的放大视图，图10为本申请实施例二提供的转向架中横梁与侧梁装配的爆炸视图。如图7至图10所示，横梁2具有横梁主体段21和横梁配合段22，横梁配合段22位于横梁主体段21的两端。横梁主体段21的直径大于横梁配合段22的直径，以使横梁主体段21与横梁配合段22的衔接处形成定位轴肩211。横梁配合段22的轴向长度大于横梁安装孔11的长度，横梁配合段22插入横梁安装孔11内。
限位件包括：限位端盖81、定位挡圈82和衬套83。其中，限位端盖81位于侧梁1的外侧，用于固定连接至横梁2的端部。衬套83套设在横梁配合段22上，衬套83的轴向长度与横梁安装孔11的长度相匹配，例如可以相等。衬套83位于横梁配合段22与横梁安装孔11的侧壁之间，用于减少横梁2与侧梁1之间直接接触产生的磨损。定位挡圈82套设在横梁配合段22上，且位于定位轴肩211与衬套83之间。衬套83可以为具有一定耐磨性能和缓冲性能的材料制成，本实施例采用橡胶套。
如图9和图10所示，限位端盖81和定位挡圈82分别位于侧梁1的两端，限制了横梁2的左右移动位置量。
图11为本申请实施例二提供的转向架中横梁与侧梁相对移动至第一极限位置的剖视图。图11展示了横梁2向右移动至第一极限位置，位于横梁2左侧端部的限位端盖81限制了横梁2继续向右移动。
图12为本申请实施例二提供的转向架中横梁与侧梁相对移动至第二极限 位置的剖视图。图12展示了横梁2向左移动至第二极限位置，定位挡圈82限制了横梁2继续向左移动。
再提供一种限位件的具体实现方式，在上述方案的基础上，横梁2还具有横梁连接段23，位于横梁的两端。横梁连接段23的直径小于横梁配合段22的直径，横梁连接段23的轴向长度较小，仅用于与限位端盖81配合安装。
如图9所示，限位端盖81包括：端盖主体部811以及端盖限位部812。端盖主体部811为圆板状结构，端盖限位部812为垂直设置在端盖主体部811内表面的环形围板状，端盖限位部812罩设在横梁连接段23的外侧，端盖限位部812的外径小于衬套83的孔径。端盖限位部812的其中一个作用是对横梁2与衬套83之间的间隙进行遮挡，避免环境中的杂质颗粒等物质进入衬套83与横梁2之间进而对二者产生较大的磨损。
采用上述方案，横梁2的横向位移量可以达到±5mm，能在满足轨道车辆正常转弯行驶的前提下，适应150m小曲率半径的转弯曲线。
实施例三
本实施例是在上述实施例的基础上，提供另一种转向架的实现方式，尤其是对轮对与构架的装配方式进行详细说明。
图13为本申请实施例三提供的转向架的爆炸视图，图14为本申请实施例三提供的转向架的侧视图，图15为本申请实施例三提供的转向架中轮对与构架装配的爆炸视图。如图13至图15所示，本实施例提供的轮对4包括：车轴41、对称设置在车轴41上的两个车轮42以及套设在车轴41两端的轴承43。车轴41的两端面设置有轴承端盖44，轴承端盖44位于轴承43的外侧，车轴41上还套设有轴承挡圈45，轴承挡圈45位于轴承43的内侧。上述轴承端盖44可通过螺栓等紧固件固定在车轴41的端部。上述车轴41通过轴承43实现与侧梁1相对转动，轴承挡圈45和轴承端盖44用于对轴承43进行横向限位。
另外，采用轴承底托51可拆卸设置在侧梁1的底部，轴承底托51与侧梁 1之间形成轴承座孔，轴承43容置于该轴承座孔内。
一种具体的实现方式：如图3和图4所示，侧梁1的两端设有开口朝下的轮对安装槽17，对应在轴承底托51开设开口朝上的下凹槽，轮对安装槽17与下凹槽对接形成上述轴承座孔。
对于上述箱型的侧梁1，在其中侧板14的两端底部设有可容纳轮对的轮对安装缺口，底板13中与轮对安装缺口对应的位置处开设凹陷容纳部，轮对安装缺口与凹陷容纳部形成用于安装轮对的轮对安装槽17。底板13中位于凹陷容纳部两侧的部分设有用于与轴承底托51相连的安装结构，以将轮对4安装于轮对安装槽17与轴承底托51之间。例如：该安装结构可以为螺栓孔，以通过螺栓将轴承底托51连接在侧梁1的底部。
采用缓冲垫52夹设于轴承43与侧梁1之间，缓冲垫52能够对轮对4与侧梁1之间的作用力进行缓冲，实现传统转向架中一系悬挂装置的作用。而且，上述方案取消了传统方案中的轴箱，能够简化结构，减轻转向架的重量使得轨道车辆具有更好的操控性和加速性。
缓冲垫52可以为拱形的橡胶垫，如：优弧形的橡胶垫，缓冲垫52的厚度可以为5mm。缓冲垫52具有一定的垂向刚度和横向刚度，能够在保证隔音和电气绝缘的同时提供减振功能，降低轨道车辆舒适性指标。
在制备缓冲垫52时，可以采用缓冲材料制成矩形板状结构，当将缓冲垫52安装于侧梁1和轴承43之间时，在侧梁1与轴承43的挤压作用下形成拱形，并包覆在轴承43的上部。轮对安装槽17与下凹槽均可以为阶梯型凹槽，即，下凹槽包括中间深度较大的深槽与对称设置于深槽两端的浅槽，安装时，缓冲垫52被挤压到深槽中。
缓冲垫52沿周向围设在轴承43的外侧，缓冲垫52的两端延伸至低于轴承43轴线所在的高度位置，以使轴承43与侧梁1之间不会直接接触，避免二者之间产生刚性的作用力。
车轮42位于两个侧梁1之间。轴承43可以为滚动轴承43，如：自密封双 列圆锥滚子轴承或自密封双列圆柱滚子轴承。轴承43的内径为150mm、外径为250mm、宽度为180mm。
如图3所示，侧梁1的顶部设有磨耗安装座18，用于安装车体磨耗装置。车体磨耗装置与车体底面接触，避免侧梁与车体直接接触而导致二者之间的相对移动产生磨损。磨耗安装座18具体是设置在顶板12上，位于顶板12沿长度方向的两端。
实施例四
本实施例是在上述实施例的基础上，提供另一种转向架的实现方式，尤其是对二系悬挂装置与构架的装配方式进行详细说明。
如图1、2、5、6所示，本实施例提供的二系悬挂装置6包括：二系支撑板61、弹簧组件62和弹簧固定组件63。其中，二系支撑板61沿水平方向延伸，固定在纵向梁3上。二系支撑板61的一部分位于纵向梁3的上方，另一部分延伸至侧梁1的上方。二系支撑板61的底面与侧梁1的顶面之间滑动配合，以使二系支撑板61与纵向梁3一同相对于侧梁1沿横向方向移动。
弹簧组件62的数量为多个，设置在二系支撑板61的顶面。弹簧组件62的弹性变形方向沿垂向延伸，通过弹簧组件62在垂向方向上的拉伸与压缩，实现对车体与构架之间的垂向力进行缓冲。
弹簧固定组件63的数量与弹簧组件62的数量相同，一个弹簧固定组件63对应设置在一个弹簧组件62的顶部。弹簧固定组件63用于限制弹簧组件62在水平方向产生位移。
本实施例提供一种弹簧固定组件63的具体实现方式：图16为本申请实施例四提供的转向架中局部纵向剖视图，图17为本申请实施例四提供的转向架中二系悬挂装置的爆炸视图。如图10、11、12、16、17所示，弹簧固定组件63包括：压板631和定位销632。其中，定位销632沿垂向方向插入弹簧组件62的内部。压板631压设在弹簧组件62的顶部且与定位销632的顶端相连， 压板631还与车体相连。则压板631与定位销632限制了弹簧组件62在水平方向产生位移，也限制了弹簧组件62的中心线产生偏斜。压板631和定位销632可通过螺钉等紧固件连接在一起。
本实施例提供一种弹簧组件62，包括：螺旋方向相反的外圈弹簧621和内圈弹簧622，二者同轴设置，外圈弹簧621套设在内圈弹簧622的外部。定位销632插入内圈弹簧622的内部，压板631的直径与外圈弹簧621的外径相匹配，以使压板631能够同时对外圈弹簧621和内圈弹簧622施加垂向力。
上述外圈弹簧621和内圈弹簧622可以为钢弹簧。由于弹簧组件62采用套设的双层弹簧，使得外圈弹簧621和内圈弹簧622能够同时提供弹力，因此，采用上述弹簧组件62的二系悬挂装置6能够在充分利用空间的前提下提高弹簧组件62的弹力，提高二系悬挂装置6的承载能力和振动衰减能力。
当然，弹簧组件62还可以为橡胶弹簧、空气弹簧等，中间预留用于插入定位销632的空间。
进一步的，如图采用弹簧保护套筒64对弹簧组件62进行支撑和限位。具体的，弹簧保护套筒64为筒状结构，固定在二系支撑板61的上表面。弹簧保护套筒64的数量与弹簧组件62的数量相同，一个弹簧组件62对应设置在一个弹簧保护套筒64内。弹簧保护套筒64用于保持弹簧组件62始终处于直立状态，防止其倾倒。
另外，采用橡胶叠簧65设置在弹簧保护套筒64围设的区域内，且位于定位销632的下方。当弹簧组件62承受车体施加的第一压载时，定位销632的底端与橡胶叠簧65不接触，二者之间具有预设距离。第一压载可以为轨道车辆空载或载重量较小的情况。当弹簧组件62承受车体施加的压载从第一压载逐渐增大至第二压载时，定位销632向下移动至与橡胶叠簧65接触。当弹簧组件62承受车体施加的压载从第二压载逐渐增大至第三压载时，定位销632继续向下移动并对橡胶叠簧65施加压载力。橡胶叠簧65起到缓冲的作用，避免定位销632与二系支撑板61直接刚性接触而产生较大的振动及异响。
如图16所示，上述橡胶叠簧65可以为帽型结构，其顶部中心位置具有向外凸起的缓冲座651，其底部中心位置具有向内凹入的定位凹槽652。缓冲座651与定位销632相对设置，用于对定位销632进行限位和缓冲。二系支撑板61的顶部设置有与定位凹槽652一一对应且形状配合的定位凸起611，定位凸起611插入定位凹槽652中，用于对橡胶叠簧65进行定位。由于橡胶叠簧65顶部的缓冲座651与定位销632相对设置，并且缓冲座651和定位销632之间具有间隙，在二系悬挂装置6受重力被压缩的情况下，能够通过缓冲座651对定位销632进行限位和缓冲，进一步对弹簧组件62进行保护，防止压力过大而损坏弹簧组件62。同时，在橡胶叠簧65的底部设置有定位凹槽652，二系支撑板61顶部的定位凸起611与橡胶叠簧65的定位凹槽652插接配合，通过定位凹槽652和定位凸起611实现橡胶叠簧65的定位，从而将橡胶叠簧65限位在二系支撑板61上，防止橡胶叠簧65在弹簧组件62的压力作用下产生位移，使橡胶叠簧65始终工作在二系支撑板61和弹簧组件62之间。
叠簧65的厚度可以根据需要进行设定，在垂向方向上，也可以设置多个叠簧65叠放在一起。
对于二系悬挂装置6与侧梁1之间沿横向相对移动的方案，可以在二系悬挂装置6与侧梁1之间设置导向结构，以对二者之间的相对移动进行导向，使二者只能沿横向方向相对移动。本实施例提供一种具体的实现方式：图18为本申请实施例四提供的转向架中二系悬挂装置的仰视图。如图18所示，在二系支撑板61的底面设置凸出的第一滑轨612，第一滑轨612沿横向方向延伸。对应在侧梁1的中部顶面设置沿横向方向延伸的第一滑槽16，如图4、5所示。第一滑轨612可容纳于第一滑槽16内，通过第一滑轨612与第一滑槽16配合对二系支撑板61与侧梁1之间的相对滑动进行导向，并限定了滑动方向只能为横向。
上述第一滑轨612的横截面可以为矩形、T形或梯形，第一滑槽16的形状与第一滑轨612相配合。第一滑轨612的数量可以为一个、两个或三个以 上，当第一滑轨612的数量为两个以上时，各第一滑轨612间隔排布且均匀排布在二系为支撑板61的下表面，第一滑槽16的位置与第一滑轨612相配合。
上述一个二系悬挂装置中的弹簧组件62的数量可以为三个、四个、五个或六个以上。图1、2、5、6展示了四个弹簧组件62的实现方式，排布呈梯形。具体的，二系支撑板61为梯形板，其上底边朝向转向架的内侧，下底边朝向转向架的外侧。两个弹簧组件62位于二系支撑板61的外侧，可以位于侧梁1的上方，且这两个弹簧组件62的连线与纵向方向平行。另外两个弹簧组件62位于二系支撑板61的内侧，可以位于纵向梁3的上方，且这两个弹簧组件62的连线也与纵向方向平行。位于内侧的两个弹簧组件62之间的距离小于位于外侧的两个弹簧组件62之间的距离。
采用上述布局的四个弹簧组件62能够均匀受力，提高缓冲减振效果；并且能够提高抗侧滚能力，车体的重量可以通过外侧的两个弹簧组件62直接传递到侧梁1，使得压力的传递比较直接，减少了压力通过纵向梁3和横梁2的路径的传递，使得转向架的承载能力强和工作稳定性好。通过将内侧和外侧各两个弹簧组件62之间的间距设置为不同值，有利于提高二系悬挂装置6的承载面积，防止因局部压力过大而损坏车体或侧梁1。
实施例五
本实施例是在上述实施例的基础上，提供另一种转向架的实现方式，尤其是对牵引装置与构架的装配方式进行详细说明。
如图1、2、4、5所示，牵引装置7的顶端用于与车体相连，底端插设于两个横梁2之间。横梁2通过牵引装置7向车体传递纵向力，包括牵引力和制动力。
本实施例提供一种牵引装置7的具体实现方式：图19为本申请实施例五提供的转向架中牵引装置的爆炸视图。如图19所示，牵引装置7包括：牵引销71和牵引装置安装座(简称安装座72)。安装座72设置在两个横梁2之间， 具有两个相对设置的纵向止档部和两个相对设置的横向止档部。牵引销71为箱型结构，其底端插设于安装座72内，位于两个纵向止档部之间，也位于两个横向止档部之间。
对于牵引销71，本实施例提供一种具体的实现方式：图20为本申请实施例五提供的转向架中牵引销的结构示意图。如图19和图20所示，牵引销71包括：上端板711、底端板712和四个牵引侧板713，上端板711和底端板712相对设置，二者相互平行且沿水平方向延伸。四个牵引侧板713沿竖向连接在上端板711和底端板712之间，四个牵引侧板713与上端板711和底端板712围成长方体结构。
上端板711上设有用于与车体相连的连接结构，例如：该连接连接可以为设置在上端板711上的多个螺栓孔7111，以通过螺栓等紧固件与车体相连。具体的，在上端板7111中靠近相对两个侧边的位置处分别开设多个螺栓孔7111。
进一步的，上端板711的长度和宽度均大于底端板712，螺栓孔7111开设在牵引侧板713外侧的对应位置处。在牵引侧板713的外表面与上端板711之间还设置有加强筋板714，加强筋板714的数量可以为多个，并排排布。加强筋板714可采用近似直角三角形的结构，其一条直角边固定连接于牵引侧板713的外侧面，另一条直角边固定连接于上端板711的底面。采用加强筋板714能够对牵引侧板713和上端板711之间的结构强度和刚度进行加强，有利于提高牵引销71的结构强度。
另一种牵引销的实现方式：图21为本申请实施例五提供的转向架中牵引销的另一结构示意图，图21中去除了右侧的牵引侧板713，用于展示牵引销的内部结构。如图21所示，牵引销71还包括：管状加强件73，沿纵向方向延伸，设置在相对的两个牵引侧板713之间，用于提高牵引销71的强度。
具体的，管状加强件73可以为空心圆管，其数量为多个。本实施例中，管状加强件73为钢管，其数量为四个，排布呈上下两排，每排有两个，四个 管状加强件73的尺寸相同。四个管状加强件73连接在相对的两个牵引侧板713之间。在与管状加强件73垂直的两个牵引侧板713上对应开设与管状加强件73一一对应且间隙配合的通孔，管状加强件73可穿入该通孔，且管状加强件73的端面与牵引侧板713的外侧表面齐平。
进一步的，采用带孔筋板74设置在上端板711与底端板712之间，带孔筋板74上设置有供管状加强筋73穿过的穿孔，该穿孔与管状加强件73一一对应。将带孔筋板74与管状加强筋73垂直的方向设置在两个牵引侧板713之间。具体的，带孔筋板74可以位于相对的两个牵引侧板713之间，管状加强件73依次穿过两侧的牵引侧板713和带孔筋板74并焊接固定。管状加强件73能够对纵向力进行缓冲。带孔筋板74用于对管状加强件73的中部进行垂向承托。
本申请实施例的牵引装置7不仅具有结构简单的特点，而且还能够在保证上、下车间的能量传递与结构强度的同时，较好的传递纵向冲击，并且在碰撞时可承受较大的冲击载荷。
进一步的，本实施例提供一种安装座72的实现方式：如图5和图19所示，安装座72包括：相对设置的两个连接板721和相对设置的两个挡板722，连接板和挡板依次连接成矩形框结构。两个连接板721分别固定至对应侧的横梁2内侧。牵引销71的底端插设于连接板721和挡板722围成的空间内，连接板721作为上述纵向止档部，挡板722作为上述横向止档部。
连接板721朝向牵引销71的表面还可以设置有磨耗板，挡板722朝向牵引销71的表面也可以设置有磨耗板。
连接板721的外侧表面设置有肋板75，肋板75与连接板721垂直。肋板75的数量为多个，并排排布，固定在连接板721与横梁2之间。
在车辆沿直线行进的过程中，牵引销71与两个连接板721之间的作用力可传递牵引力或制动力。在车辆沿横向行进的过程中，牵引销71与两个挡板722之间的作用力可传递横向力。
另一种实现方式，如图1和图13所示，采用两个连接板721分别固定在对应侧横梁2的内侧表面，用于与牵引销71配合传递纵向力。另外，在横梁2的上表面设置两个挡板(图1和图13中均未展示)，分别位于牵引销71的横向两侧，用于与牵引销71配合传递横向力。
在本申请的描述中，需要理解的是，术语“前”、“后”、“首”、“尾”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。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本申请的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本申请中，除非另有明确的规定和限定，术语“安装”、“连接”等术语应做广义理解；以连接为例，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。
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 (31)

  1. 一种转向架，其特征在于，包括：构架、设置在构架下方的轮对、设置在构架上的牵引装置、制动装置和二系悬挂装置；所述构架包括：
    平行设置的两个侧梁，所述侧梁沿纵向延伸；所述侧梁的中部开设横梁安装孔，所述横梁安装孔为通孔，横梁安装孔的中心线沿横向延伸，所述纵向与横向为相互垂直的两个水平方向；
    横梁，沿横向延伸，横梁的两端分别穿过两个侧梁上的横梁安装孔，横梁与侧梁之间可沿横向产生相对位移；横梁的长度大于两个侧梁外侧表面之间的距离；
    限位件，设置在横梁与侧梁之间，用于限制横梁与侧梁之间的相对位移在预设范围内。
  2. 根据权利要求1所述的转向架，其特征在于，还包括：驱动装置，所述驱动装置设置在构架上，用于驱动轮对转动。
  3. 根据权利要求1所述的转向架，其特征在于，所述横梁的数量为两个，两个横梁之间留有预设距离；横梁安装孔的数量为两个，对称设置在侧梁的中部。
  4. 根据权利要求3所述的转向架，其特征在于，还包括：
    纵向梁，沿纵向延伸，固定连接在两个横梁之间；所述纵向梁位于侧梁的内侧；纵向梁的数量为两个，对称设置在两个横梁上。
  5. 根据权利要求4所述的转向架，其特征在于，所述纵向梁的长度大于两个横梁中心线之间的距离；纵向梁搭接在两个横梁的上方，纵向梁的下表面与横梁固定连接。
  6. 根据权利要求4所述的转向架，其特征在于，所述二系悬挂装置固定在纵向梁上，位于纵向梁和侧梁的上方；所述二系悬挂装置与侧梁之间可沿横向产生相对移动。
  7. 根据权利要求1-6任一项所述的转向架，其特征在于，所述限位件包 括：
    限位端盖，所述限位端盖位于侧梁的外侧，固定连接至横梁的端部；所述限位端盖的尺寸大于横梁安装孔。
  8. 根据权利要求7所述的转向架，其特征在于，所述横梁的截面为圆形，所述横梁安装孔为圆孔，所述限位端盖为圆盘形，所述限位端盖上设有螺栓孔以通过螺栓与横梁固定连接。
  9. 根据权利要求8所述的转向架，其特征在于，所述横梁具有横梁主体段和位于横梁主体段两端的横梁配合段，所述横梁主体段的直径大于横梁配合段的直径以使横梁主体段与横梁配合段的衔接处形成定位轴肩；横梁配合段的长度大于横梁安装孔的长度；
    所述限位件还包括：定位挡圈和衬套，所述衬套套设在横向配合段上，衬套的轴向长度与横梁安装孔的长度相匹配；定位挡圈套设在横向配合段上且位于衬套与定位轴肩之间。
  10. 根据权利要求9所述的转向架，其特征在于，所述横梁还具有横梁连接段，所述横梁连接段位于横梁的两端，横梁连接段的直径小于横梁配合段的直径；
    所述限位端盖包括：端盖主体部以及端盖限位部；所述端盖限位部为垂直设置在端盖主体部内表面的环形围板状，所述端盖限位部罩设在横梁连接段的外侧；所述端盖限位部的外径小于衬套的孔径。
  11. 根据权利要求1所述的转向架，其特征在于，所述轮对包括：车轴、对称设置在车轴上的两个车轮、套设于车轴两端的轴承；
    所述车轴通过两端的轴承转动连接在侧梁上。
  12. 根据权利要求11所述的转向架，其特征在于，还包括：轴承底托和缓冲垫；
    所述轴承底托可拆卸地设置在侧梁的底部，并在轴承底托与侧梁之间形成轴承座孔，所述轴承容置于所述轴承座孔内；所述缓冲垫夹设于轴承与侧 梁之间。
  13. 根据权利要求12所述的转向架，其特征在于，所述侧梁的两端设有开口朝下轮对安装槽，所述轴承底托设有开口朝上的下凹槽；所述轮对安装槽和下凹槽对接形成所述轴承座孔。
  14. 根据权利要求12或13所述的转向架，其特征在于，所述缓冲垫沿周向围设在轴承的外侧，缓冲垫的两端延伸至低于轴承轴线所在的高度位置。
  15. 根据权利要求6所述的转向架，其特征在于，所述二系悬挂装置包括：
    二系支撑板，固定在纵向梁上；二系支撑板的底面与所述侧梁的顶面之间滑动配合；
    多个弹簧组件，设置在二系支撑板的顶面；弹簧组件的弹性变形方向沿垂向延伸；
    多个弹簧固定组件，其数量与弹簧组件的数量相同，一个弹簧固定组件对应设置在一个弹簧组件的顶部，用于限制所述弹簧组件在水平方向的位移。
  16. 根据权利要求15所述的转向架，其特征在于，所述弹簧固定组件包括：
    定位销，沿垂向插入弹簧组件的内部；
    压板，压设在弹簧组件的顶部，且与定位销的顶部相连；所述压板还用于与车体相连。
  17. 根据权利要求16所述的转向架，其特征在于，所述弹簧组件包括：螺旋方向相反的外圈弹簧和内圈弹簧，所述外圈弹簧套设在所述内圈弹簧的外周；所述定位销插入所述内圈弹簧的内部。
  18. 根据权利要求15、16或17所述的转向架，其特征在于，所述二系支撑板的形状为梯形，其上底边朝向内侧；所述二系悬挂装置包括四个弹簧组件，其中两个位于二系支撑板的外侧且二者连线与纵向方向平行，另外两个 位于二系支撑板的内侧且二者连线与纵向方向平行；位于内侧的两个弹簧组件之间的距离小于位于外侧的两个弹簧组件之间的距离。
  19. 根据权利要求16所述的转向架，其特征在于，所述二系支撑板的顶面设置有弹簧保护套筒；所述弹簧保护套筒的数量与弹簧组件相同，一个弹簧组件对应设置在一个弹簧保护套筒内，所述弹簧保护套筒用于保持所述弹簧组件始终处于直立状态。
  20. 根据权利要求19所述的转向架，其特征在于，所述二系悬挂装置还包括：橡胶叠簧，设置在弹簧保护套筒内，且位于定位销的下方；
    在弹簧组件承受第一压载时，定位销的底端与橡胶叠簧之间具有预设距离；
    在弹簧组件承受第二压载时，定位销向下移动至与橡胶叠簧接触；第二压载大于第一压载；
    在弹簧组件承受第三压载时，定位销对橡胶叠簧施加压载力；第三压载大于第二压载。
  21. 根据权利要求20所述的转向架，其特征在于，所述橡胶叠簧为帽型结构，橡胶叠簧的顶部中心位置具有向外凸起的缓冲座，橡胶叠簧的底部中心位置具有向内凹入的定位凹槽；
    所述缓冲座与所述定位销相对设置，用于对所述定位销进行限位和缓冲；
    所述二系支撑板的顶部设置有与所述定位凹槽一一对应且形状配合的定位凸起，所述定位凸起插入所述定位凹槽中，用于对所述橡胶叠簧进行定位。
  22. 根据权利要求15所述的转向架，其特征在于，所述二系支撑板的底面设有凸出的第一滑轨，第一滑轨沿横向延伸；所述第一滑轨可容纳于侧梁顶面设置的第一滑槽内，通过第一滑轨与第一滑槽配合滑动实现二系支撑板与侧梁沿横向相对移动。
  23. 根据权利要求3所述的转向架，其特征在于，所述牵引装置的顶端用于与车体相连，牵引装置的底端插设于两个横梁之间。
  24. 根据权利要求23所述的转向架，其特征在于，所述牵引装置包括：
    牵引装置安装座，设置在两个横梁之间；所述牵引装置安装座设置有两个相对设置的纵向止档部和两个相对设置的横向止档部；
    牵引销；所述牵引销为箱型结构，其底端插设于牵引装置安装座内，且位于两个纵向止档部之间，也位于两个横向止档部之间。
  25. 根据权利要求24所述的转向架，其特征在于，所述牵引销包括：
    上端板，沿水平方向延伸，其上设有用于与车体相连的连接结构；
    与上端板相对设置的底端板；
    设置在上端板与底端板之间的四个牵引侧板，四个牵引侧板与底端板和上端板围成长方体状。
  26. 根据权利要求25所述的转向架，其特征在于，所述牵引销还包括：管状加强件，沿纵向方向延伸，设置在相对的两个牵引侧板之间。
  27. 根据权利要求26所述的转向架，其特征在于，所述管状加强件的数量为多个；
    所述牵引销还包括：带孔筋板，其上设置有与每个管状加强件一一对应的穿孔；所述带孔筋板连接在上端板与底端板之间且与管状加强件垂直。
  28. 根据权利要求27所述的转向架，其特征在于，所述管状加强件的数量为四个，排布成上下两排，每排有两个管状加强件；管状加强件为空心圆管；四个管状加强件的尺寸相同。
  29. 根据权利要求27或28所述的转向架，其特征在于，与管状加强件垂直的两个牵引侧板上设有与每个管状加强件一一对应且间隙配合的通孔；所述管状加强件的端部插设于对应的通孔内，且管状加强件的端面与对应牵引侧板的外表面齐平。
  30. 根据权利要求24所述的转向架，其特征在于，所述牵引装置安装座 包括：相对设置的两个连接板和相对设置的两个挡板，连接板和挡板依次连接成矩形框结构；所述两个连接板分别固定至对应侧的横梁内侧；所述牵引销的底端插设于连接板、挡板围成的空间内；所述连接板作为所述纵向止档部，挡板作为所述横向止档部。
  31. 根据权利要求1所述的转向架，其特征在于，所述制动装置设置在侧梁的内侧，且位于横梁与轮对之间。
PCT/CN2020/116407 2020-08-14 2020-09-21 转向架 WO2022032808A1 (zh)

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