WO2022116699A1 - 动车转向架及胶轮列车 - Google Patents

动车转向架及胶轮列车 Download PDF

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Publication number
WO2022116699A1
WO2022116699A1 PCT/CN2021/123695 CN2021123695W WO2022116699A1 WO 2022116699 A1 WO2022116699 A1 WO 2022116699A1 CN 2021123695 W CN2021123695 W CN 2021123695W WO 2022116699 A1 WO2022116699 A1 WO 2022116699A1
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WO
WIPO (PCT)
Prior art keywords
steering
trailer
swing arm
axle
traction
Prior art date
Application number
PCT/CN2021/123695
Other languages
English (en)
French (fr)
Inventor
肖遥
马晓光
台向阳
蒋军
汤志钧
杨宝林
Original Assignee
中车南京浦镇车辆有限公司
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.)
Filing date
Publication date
Application filed by 中车南京浦镇车辆有限公司 filed Critical 中车南京浦镇车辆有限公司
Priority to US17/913,318 priority Critical patent/US20240010271A1/en
Priority to AU2021390617A priority patent/AU2021390617B2/en
Publication of WO2022116699A1 publication Critical patent/WO2022116699A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D13/00—Steering specially adapted for trailers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/02—Steering linkage; Stub axles or their mountings for pivoted bogies
    • B62D7/04—Steering linkage; Stub axles or their mountings for pivoted bogies with more than one wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D5/00—Gangways for coupled vehicles, e.g. of concertina type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/08—Bolster supports or mountings incorporating rubber springs
    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D47/00—Motor vehicles or trailers predominantly for carrying passengers
    • B62D47/02—Motor vehicles or trailers predominantly for carrying passengers for large numbers of passengers, e.g. omnibus
    • B62D47/025—Motor vehicles or trailers predominantly for carrying passengers for large numbers of passengers, e.g. omnibus articulated buses with interconnecting passageway, e.g. bellows
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/20—Links, e.g. track rods
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the present application relates to vehicle manufacturing technology, and in particular, to a motor vehicle bogie and a rubber-wheeled train.
  • articulated trains such as traditional low-floor trams, traditional trolleybuses, urban BRT trains, etc.
  • An articulated train is a wheeled train composed of two or more carriages connected together by a hinge device. The articulated train changes its forward direction by the guidance of the hinge device between the carriages.
  • the steering system In an articulated train, the steering system is used to manipulate the running direction of the train.
  • the steering system should be able to keep the train running stably as required, and flexibly change the running direction as required.
  • the articulated train is generally composed of two or more carriages, and the overall length of the train is large, there is a problem that the turning radius is too large, resulting in inflexible driving and steering on urban roads, which greatly limits the popularization and use of articulated trains. .
  • a motor car bogie and a rubber-wheeled train are provided in the embodiment of the present application.
  • the motor car bogie of the embodiment of the present application can simultaneously control the steering of two motor wheel pairs through a set of motor car steering driving devices, so as to ensure the connection with the motor car bogie.
  • the steering flexibility of the EMU body is provided.
  • a motor vehicle bogie including:
  • the frame includes two opposite side beams and a cross beam connecting the two side beams;
  • a first moving wheel pair includes a first axle and a first moving vehicle wheel and a second moving vehicle wheel arranged at both ends of the first axle, the first axle connecting the two side beams. first end;
  • a second moving wheel pair includes a second axle, a third and fourth moving vehicle wheels disposed at both ends of the second axle, and the second axle connects the two side beams. second end;
  • a motor vehicle steering driving device comprises a driving part and a transmission part, the driving part is used to provide steering power; the transmission part is connected with the driving part, the first driving wheel pair and the second driving wheel pair, The transmission part is used for transmitting the steering power provided by the driving part to the first moving wheel pair and the second moving wheel pair.
  • a rubber-tired train comprising:
  • the second vehicle body is arranged opposite to the first vehicle body, the side of the first vehicle body away from the second vehicle body is provided with the motor vehicle bogie as described above, the first vehicle body and the second vehicle body
  • the car bodies are connected by a trailer bogie.
  • the motor vehicle bogie includes a frame, a first motor wheel pair, a second motor wheel pair, and a motor vehicle steering drive device, and the frame includes two opposite side beams and a connecting two The beam of the side beam;
  • the first moving wheel pair includes a first axle and a first moving vehicle wheel and a second moving vehicle wheel arranged at both ends of the first axle, the first axle is connected to the first ends of the two side beams;
  • the second moving wheel pair It includes a second axle, a third motor car wheel and a fourth motor car wheel arranged at both ends of the second axle, the second axle is connected to the second ends of the two side beams;
  • the motor car steering driving device includes a driving part and a transmission part, and the driving part is used for The steering power is provided;
  • the transmission part connects the driving part, the first movable wheel pair and the second movable wheel pair, and the transmission part is used for transmitting the steering power provided by the driving part to the first
  • FIG. 1 is a schematic structural diagram of a motor vehicle bogie provided by an embodiment of the present application.
  • FIG. 2 shows a schematic diagram of the connection structure between the motor vehicle traction device and the frame provided by an embodiment of the present application
  • Figure 3 shows a schematic diagram of the connection structure between the traction center pin and the frame provided by an embodiment of the present application
  • Figure 4 Shown in Figure 4 is the top view of Figure 3;
  • Figure 5 Shown in Figure 5 is the side view of Figure 3;
  • FIG. 6 shows a schematic diagram of the connection structure between the motor vehicle steering drive device and the frame provided by an embodiment of the present application
  • Fig. 7 Shown in Fig. 7 is the structural diagram of Fig. 6 under another angle of view;
  • FIG. 8 is a schematic structural diagram of a motor vehicle traction drive device provided by an embodiment of the present application.
  • FIG. 9 is a schematic structural diagram of a transmission shaft provided by an embodiment of the present application.
  • FIG. 10 shows a schematic diagram of a connection structure between a traction motor and a vehicle body provided by an embodiment of the present application
  • Figure 11 shows a schematic structural diagram of a trailer bogie provided by an embodiment of the present application.
  • Figure 12 shows a schematic top-view structural diagram of a trailer truck provided by an embodiment of the present application (the first steering driving device and the second steering driving device are omitted in the figure);
  • Figure 13 shows a schematic diagram of the connection structure of the first vehicle body and the second vehicle body provided by an embodiment of the present application
  • Figure 14 is an exploded view of Figure 13;
  • Figure 15 shows a cross-sectional view of the connection structure between the slewing bearing and the first frame body and the second frame body provided by an embodiment of the present application
  • Figure 16 shows a cross-sectional view of the connection structure between the slewing bearing and the first frame body and the second frame body provided by another embodiment of the present application;
  • FIG. 17 is a schematic structural diagram of a slewing support cover provided in an embodiment of the present application in a first state
  • FIG. 18 is a schematic structural diagram of a slewing support cover provided in an embodiment of the present application in a second state
  • Figure 19 shows a schematic diagram of the connection structure between the trailer bogie and the vehicle body provided by an embodiment of the present application
  • Figure 20 shows a schematic structural diagram of a trailer traction device provided by an embodiment of the present application.
  • Figure 21 shows a schematic front view structure of a first drawbar provided by an embodiment of the present application.
  • Figure 22 shows a schematic partial structure diagram of the first drawbar provided by an embodiment of the present application.
  • Figure 23 shows a schematic top view of the structure of the first drawbar provided by an embodiment of the present application.
  • Figure 24 shows a schematic structural diagram of the first frame body and the second frame body provided in an embodiment of the present application in a first state
  • Figure 25 shows a schematic structural diagram of the first frame body and the second frame body provided in an embodiment of the present application in a second state
  • Figure 26 shows a schematic structural diagram of a steering drive device provided by an embodiment of the present application.
  • Figure 27 shows a schematic diagram of the installation structure of the air spring provided by an embodiment of the present application.
  • Figure 28 shows a schematic structural diagram of an air spring provided by an embodiment of the present application.
  • FIG. 29 shows a partial cross-sectional view of a lifting assembly provided by an embodiment of the present application.
  • 33-motor vehicle traction device 331-traction center pin; 3311-traction pin mounting plate; 3312-step shaft; 3313-traction pin limit lug; 33131-shock absorber mounting groove; 33132-limit plane; 332-traction die Group; 333 - Longitudinal Stop; 334 - Lateral Stop; 3341 - Lateral Stop Mount; 3342 - Lateral Stop 335 Center Pin Connector; 336 - Traction Pin Mount.
  • 34-motor vehicle steering drive device 342-power steering gear; 343-power steering swing arm; 3441-power steering pull rod; 3442-first transmission rod; 3443-second transmission rod; 3444-third transmission rod; 3451-first transmission rod
  • 45-slewing support device 451-slewing bearing; 4511-first rotating body; 4512-second rotating body; 452-slewing support cover plate; 4521-through channel limit boss; 4522-removal threaded hole; Elastic pin mounting hole; 4524-cover plate fastener mounting hole; 453-waterproof gasket; 454-elastic pin; 455-sealing plug; 456-cover plate fastener;
  • 481-first steering drive device 4811-first servo motor; 4812-first power steering gear; 4813-first coupling; 4814-first power steering swing arm; 4815-first longitudinal tie rod; A trailer steering swing arm; 48161 - the first trailer swing arm; 48162 - the second trailer swing arm; 4817 - the first tie rod; 4818 - the first mounting seat; 4819 - the first limit switch;
  • 482-Second steering drive device 4821-Second servo motor; 4822-Second power steering gear; 4823-Second coupling; 4824-Second power steering swing arm; 2nd trailer steering swing arm; 48261-3rd trailer sub-swing arm; 48262-4th trailer sub-swing arm; 4827-2nd tie rod; 4828-2nd mounting seat; 4829-2nd limit switch;
  • Figure 1 shows a schematic structural diagram of a motor vehicle bogie provided by an embodiment of the application
  • Figure 2 shows a schematic diagram of the connection structure between the motor vehicle traction device and the frame provided by an embodiment of the application; please refer to Figure 1- figure 2.
  • This embodiment provides a motor vehicle bogie 3, which includes a frame, a traction center pin 331 and a motor vehicle traction device 33; wherein, the frame is the installation basis for the motor vehicle traction device 33 and the traction center pin 331, and the frame includes two side beams 31 and The two cross beams 32 and the two side beams 31 extend along the length direction of the vehicle body, and the two side beams 31 are arranged in parallel and opposite to each other, and are respectively located at the edge of the frame.
  • the two beams 32 extend along the width direction of the vehicle body.
  • the two beams 32 can be arranged between the two side beams 31 in parallel and opposite to each other, and two ends of each beam 32 are fixedly connected to the side beams 31 respectively.
  • the motor vehicle bogie 3 of this embodiment further includes a first motor wheel pair 351 and a second motor wheel pair 352 , and the first motor wheel pair 351 includes a first axle and first motor vehicle wheels 3511 and second motor wheels disposed at both ends of the first axle.
  • the motor car wheel 3512, the first axle connects the first ends of the two side beams 31;
  • the second motor wheel pair 352 includes the second axle and the third motor car wheel 3521 and the fourth motor car wheel 3522 arranged at both ends of the second axle.
  • the axle connects the second ends of the two side members 31 .
  • an insertion space for the motor vehicle traction device 33 is formed between the two beams 32 , that is, the motor vehicle traction device 33 is installed on the two beams 32 and can transmit the traction force generated by the traction module 332 to the frame through the beam 32 .
  • the motor vehicle traction device 33 and the secondary suspension device 36 on the side beam 31 are jointly connected to the upper motor vehicle body.
  • the motor vehicle traction device 33 includes a traction module 332 and a traction center pin 331.
  • the traction module 332 is used to fix the traction center pin 331, and can transmit the traction force on the traction center pin 331 to the beam 32, and make the vehicle move forward or back.
  • longitudinal stoppers 333 are respectively provided on both sides of the traction module 332 facing the beam 32 , and the traction module 332 is fixedly mounted on the beam 32 through the longitudinal stoppers 333 .
  • the middle area of the traction module 332 is provided with an insertion hole for installing the traction center pin 331, and the top of the traction center pin 331 is connected to the vehicle body part, that is, the traction center pin 331 is connected to the vehicle body and the traction module 332, and the traction module 332 is connected to the vehicle body.
  • the beam 32 is fixedly connected.
  • the traction center pin 331 includes a traction pin body, and a center pin connector 335 is provided on the side of the top of the traction pin body facing the vehicle body.
  • the traction center pin 331 is connected to the vehicle body through the center pin connector 335 .
  • the traction pin body is matched with the insertion hole of the traction module 332 , and the traction pin body can be inserted into the insertion hole of the traction module 332 to transmit the traction force acting on the traction center pin 331 to the beam 32 .
  • Each traction center pin 331 may be provided with two traction pin limiting lugs 3313 , the two traction pin limiting lugs 3313 are located on both sides of the traction pin body, respectively, and the traction pin limiting lugs 3313 are located on one side of the traction pin body facing the beam 32 . side.
  • two transverse stoppers 334 are disposed in the middle area of the beam 32 , and the two transverse stoppers 334 are spaced apart and oppositely disposed on the beam 32 to form between the two transverse stoppers 334
  • the limit space of the traction pin limit lug 3313, so that the edge of one end of the traction pin limit lug 3313 away from the main body of the traction pin is limited in the limit space.
  • the traction center pin 331 When the traction center pin 331 is in a free state, the distance between the traction pin limit lug 3313 The lateral stops 334 on both sides thereof have movable clearances. When the traction center pin 331 transmits the traction force, the two lateral stoppers 334 can limit the lateral displacement of the traction center pin 331 , and at the same time, the traction center pin 331 can rotate relative to the motor vehicle bogie 3 .
  • the traction center pin 331 is fixed on the traction module 332, and the traction module 332 is fixed between the two beams 32 through the longitudinal stopper 333, and transmits the traction force of the traction center pin 331 to the beam 32 to make the vehicle move forward or backward; at the same time, the edge of the traction limit lug of the traction center pin 331 is embedded between the two transverse stoppers 334 and has a movable gap; the traction center pin 331 can rotate at a certain speed It rotates relative to the motor vehicle bogie 3 within the range, thereby improving the curve passing ability of the vehicle.
  • the traction module 332 provided in this embodiment has a non-rigid component with a certain rigidity, which is used to transmit traction force and braking force between the traction center pin 331 and the vehicle; the traction module 332 has a larger contact surface, and The elastic element has no gap, there is no sudden change in the force transmission process, and the force is more uniform.
  • the traction module 332 is assembled with a pre-pressure, and the force change is small during the traction and braking process.
  • the traction pin body includes a traction pin mounting plate 3311 and a stepped shaft 3312; wherein, the traction pin mounting plate 3311 is located on the top of the traction pin body, and one side of the traction pin mounting plate 3311 is fixedly connected to the vehicle body, The traction pin connecting piece connected to the vehicle body is located on the side of the traction pin mounting plate 3311 facing the vehicle body.
  • the stepped shaft 3312 and the two traction pin limiting lugs 3313 are respectively located on the side of the traction pin mounting plate 3311 away from the vehicle body, that is, the stepped shaft 3312 and the traction pin limiting lugs 3313 are respectively located below the traction pin mounting plate 3311 .
  • the stepped shaft 3312 includes a large diameter section and a small diameter section, the stepped shaft 3312 is fixed on the traction pin mounting plate 3311 through its large diameter section, and both the large diameter section and the small diameter section are inserted into the traction module 332; two traction limit ears They are respectively located on both sides of the stepped shaft 3312, and the two traction limit lugs are symmetrically arranged with respect to the stepped shaft 3312, and one side of each traction limit lug is fixed on the large diameter section of the stepped shaft 3312; at the same time, the traction limit lugs face One side of the traction pin mounting plate 3311 is fixed on the traction pin mounting plate 3311 . It can be understood that, the traction pin mounting plate 3311 , the stepped shaft 3312 and the two traction limit lugs may be an integral structure to enhance the structural strength of the traction center pin 331 .
  • the center of the traction module 332 is provided with an insertion hole for inserting the stepped shaft 3312.
  • the bottom of the traction module 332 is provided with a traction pin mounting seat 336.
  • the traction pin mounting seat 336 includes a blocking plate and is arranged on the blocking plate.
  • the positioning column, the blocking plate can be fixed on the bottom of the traction module 332 by bolts, and the blocking plate seals the insertion hole.
  • the positioning column provided on the blocking plate can extend into the above-mentioned insertion hole; the traction center pin 331 is provided with a positioning hole matched with the positioning column. Located on the small diameter section of the stepped shaft 3312, the positioning hole is in clearance fit with the positioning column to position the traction center pin 331, so that the traction center pin 331 is inserted into the positioning column.
  • the stepped shaft 3312 of the traction center pin 331 and the insertion hole of the traction module 332 are in clearance fit, and the side surface of the stepped shaft 3312 is in contact with the hole wall of the insertion hole; Fit together. In this way, after the traction module 332 is closely connected with the traction center pin 331 , the traction module 332 can move with the traction center pin 331 and maintain a stable connection state to ensure good force transmission.
  • longitudinal stoppers 333 are respectively provided on both sides of the traction module 332 toward the beam 32, and each beam 32 faces the traction module.
  • One side of the 332 is provided with a longitudinal stop bearing plate 321 ; the longitudinal stop bearing plate 321 and the longitudinal stopper 333 are arranged in cooperation, and the two are fixedly connected, so that the traction force on the traction module 332 can be transmitted through the longitudinal stopper 333 to the longitudinal stop carrier plate 321 , and then transferred to the beam 32 by the longitudinal stop carrier plate 321 .
  • This arrangement increases the connection area between the traction module 332 and the beam 32 , so that the traction force on the traction module 332 can be stably transmitted to the beam 32 .
  • two longitudinal stoppers 333 are respectively disposed on one side of the traction module 332 , and the two longitudinal stoppers 333 are symmetrically arranged on the traction module 332 .
  • a space for avoidance is formed therebetween, and the two lateral stoppers 334 can be located in the space for avoidance.
  • the side of the beam 32 facing the traction module 332 is provided with two longitudinal stop bearing plates 321, and the two longitudinal stop bearing plates 321 are symmetrically arranged on the beam 32; Between the longitudinal stopper plates 321 , the connection and fixation of the longitudinal stopper 333 and the longitudinal stopper plate 321 is facilitated, and at the same time, the traction center pin 331 is restrained between the two transverse stoppers 334 .
  • FIG. 3 shows a schematic diagram of the connection structure between the traction center pin and the frame provided by an embodiment of the present application
  • FIG. 4 shows the top view of FIG. 3 ; please refer to FIGS. 3-4 .
  • the transverse stopper 334 provided in this embodiment includes a transverse stopper mounting seat 3341 and a transverse stopper block 3342 , the transverse stopper mounting seat 3341 is fixed on the beam 32 , and the transverse stopper block 3342 is fixed on the top.
  • the lateral stop blocks 3342 on the two lateral stop members 334 on the same beam 32 are disposed opposite to each other, and there is a certain gap between the two lateral stop blocks 3342 .
  • the traction pin limit lugs 3313 of the traction center pin 331 are embedded between the two lateral stop blocks 3342, that is, the two lateral stop blocks 3342 are respectively sandwiched between the two lateral stop blocks 3342. Both sides of the traction pin limit lugs 3313.
  • FIG. 5 Shown in FIG. 5 is a side view of FIG. 3 ; please continue to refer to FIG. 5 .
  • a limiting plane 33132 is provided on the side of the traction pin limiting lug 3313 facing the lateral stop block 3342 .
  • the side of the lateral stop block 3342 facing the traction pin limiting lug 3313 is also provided with an abutting plane.
  • the lateral stopper 3342 and the limiting block can be abutted together through the limiting plane 33132 and the abutting plane, thereby increasing the distance between the lateral stopper 3342 and the traction
  • the contact area of the pin limiting lugs 3313 increases the abutment effect between the traction center pin 331 and the lateral stopper 334 .
  • the motor vehicle bogie 3 provided in this embodiment further includes a lateral shock absorber 38 , one end of the lateral shock absorber 38 is connected to the side beam 31 , and the other end is connected to the traction pin limit lug 3313 , and the lateral shock absorber 38 is connected to the side beam 31 .
  • the pair of actuators 38 can reduce the lateral vibration amplitude of the traction center pin 331 .
  • the lateral shock absorber 38 can be obliquely disposed between the traction pin limit lug 3313 and the side beam 31 , and the lateral shock absorber 38 is gradually inclined to the outside along the direction from the traction pin limit lug 3313 to the side beam 31 . , so as to enhance the lateral vibration damping effect of the lateral vibration damper 38 .
  • the positioning lugs 3313 can protrude to the outside of the lateral stopper 334 so as to connect the traction pin limiting lugs 3313 with the lateral shock absorber 38 together.
  • a shock absorber installation groove 33131 is provided at a part of the traction pin limit lugs 3313 protruding from the lateral stopper 334, one end of the lateral shock absorber 38 passes through the installation groove, and the lateral shock absorber 38 The rod is embedded in the shock absorber installation groove 33131.
  • the end of the transverse shock absorber 38 passes through the shock absorber installation groove 33131, the end of the transverse shock absorber 38 abuts against the traction pin limit lug 3313. on the side of the slack, thereby connecting the lateral shock absorber 38 with the traction center pin 331.
  • Fig. 6 shows a schematic diagram of the connection structure between the motor vehicle steering driving device and the frame provided by an embodiment of the present application
  • Fig. 7 shows a schematic structural diagram of Fig. 6 from another perspective; this embodiment provides a Motor car bogie; please refer to Figure 6-7.
  • the motor vehicle bogie 3 in this embodiment further includes a motor vehicle steering driving device 34, which is used to control the steering of the motor vehicle bogie 3, wherein the motor vehicle steering driving device 34 includes a driving part and a transmission part, and the driving part is used to provide Steering power; the transmission part connects the driving part, the first driving wheel pair 351 and the second driving wheel pair 352 , and the transmission part is used to transmit the steering power provided by the driving part to the first driving wheel pair 351 and the second driving wheel pair 352 .
  • the motor vehicle steering driving device 34 includes a driving part and a transmission part, and the driving part is used to provide Steering power; the transmission part connects the driving part, the first driving wheel pair 351 and the second driving wheel pair 352 , and the transmission part is used to transmit the steering power provided by the driving part to the first driving wheel pair 351 and the second driving wheel pair 352 .
  • the middle motor vehicle steering driving device 34 of the motor vehicle bogie of this embodiment can transmit steering power to the first motor wheel pair 351 and the second motor wheel pair 352 at the same time, so that a set of motor vehicle steering driving device 34 can simultaneously control the first motor vehicle.
  • the steering of the wheel pair 351 and the second moving wheel pair 352 ensures the steering flexibility of the vehicle body connected to the motor vehicle bogie.
  • the driving part of this embodiment includes a driving motor (not shown in the figure) and a power steering gear 342 , the driving motor is connected in communication with the controller, and the driving motor is used for outputting steering force; the output of the power steering gear 342 The end is connected to the transmission part, and the power steering gear 342 is used to change the direction of the steering force output by the driving motor to provide steering power to the transmission part.
  • the transmission part includes a power steering swing arm 343 , a power steering pull rod 3441 , a first tire steering swing arm 3451 , a second tire steering swing arm 3452 , a third tire steering swing arm 3453 and a fourth tire steering swing arm 3454 .
  • the first end of the power steering swing arm 343 is connected to the output end of the power steering gear 342 to receive the steering power output by the power steering gear 342 .
  • the first end of the power steering pull rod 3441 is connected to the second end of the power steering swing arm 343 for transmitting the steering power to the first motor vehicle wheel 3511 .
  • the first tire steering swing arm 3451 is fixedly connected to the first motor vehicle wheel 3511.
  • the first tire steering swing arm 3451 can be fixed on the hub of the first motor vehicle wheel 3511 to drive the first motor vehicle wheel 3511 to rotate.
  • the first tire steering swing arm 3451 includes two first sub swing arms, a first included angle is formed between the two first sub swing arms, and the second end of the power steering pull rod 3441 is connected to one of the first sub swing arms to Receive the steering power transmitted by the power steering rod 3441.
  • the second tire steering swing arm 3452 is fixedly connected to the second motor vehicle wheel 3512.
  • the second tire steering swing arm 3452 can be fixed on the hub of the second motor vehicle wheel 3512 to drive the second motor vehicle wheel 3512 to rotate.
  • the second tire steering swing arm 3452 includes two second sub swing arms, a second included angle is formed between the two second sub swing arms, and the other first tire steering swing arm 3451 passes through the A transmission rod 3442 is connected to one of the second sub-swing arms to transmit steering power to the second motor vehicle wheel 3512 .
  • the third tire steering swing arm 3453 is fixedly connected to the third motor vehicle wheel 3521.
  • the third tire steering swing arm 3453 can be fixed on the hub of the third motor vehicle wheel 3521, thereby driving the third motor vehicle wheel 3521 to rotate.
  • the third tire steering swing arm 3453 includes two third sub swing arms, a third included angle is formed between the two third sub swing arms, and the other second tire steering swing arm 3452 passes through the
  • the two transmission rods 3443 are connected to one of the third sub-swing arms to transmit the steering power to the third motor vehicle wheel 3521 .
  • the fourth tire steering swing arm 3454 is fixedly connected to the fourth motor vehicle wheel 3522.
  • the fourth tire steering swing arm 3454 can be fixed on the hub of the fourth motor vehicle wheel 3522, thereby driving the fourth motor vehicle wheel 3522 to rotate.
  • the fourth tire steering swing arm 3454 includes two fourth sub swing arms, a fourth included angle is formed between the two fourth sub swing arms, and the other third tire steering swing arm 3453 passes through the third swing arm.
  • the three transmission rods 3444 are connected to one of the fourth sub-swing arms to transmit the steering power to the fourth motor vehicle wheel 3522 .
  • this embodiment realizes that a set of motor vehicle steering driving device 34 is used to control the steering of the first motor wheel pair 351 and the second motor wheel pair 352 at the same time, thereby ensuring the steering of the vehicle body connected to the motor vehicle bogie. synchronicity.
  • the size of the first included angle, the size of the second included angle, the size of the third included angle and the size of the fourth included angle are the same or different from each other, so as to satisfy the requirement of passing the curve.
  • the deflection angle of each wheel is different.
  • the length of the power steering rod 3441, the length of the first transmission rod 3442, the length of the second transmission rod 3443 and the length of the third transmission rod 3444 are the same or different from each other, and the specific length can be determined according to the transmission needs. set up.
  • the power steering gear 342 in this embodiment is further provided with a limit switch 346 , the limit switch 346 is arranged on the side of the power steering gear 342 facing the power steering swing arm 343 , and the limit switch 346 Communication connection with the controller.
  • the limit switch 346 When the power steering swing arm 343 contacts the limit switch 346, the limit switch 346 generates a signal and feeds back to the vehicle controller, and the controller will issue an instruction to stop the motor vehicle bogie from continuing to move in this direction.
  • a first drive axle 347 is also sleeved on the outside of the first axle, and the first drive axle 347 is connected to the first ends of the two side beams 31; the outside of the second axle is also sleeved with a second drive axle 347
  • the bridge 348 and the second drive axle 348 connect the second ends of the two side beams 31 .
  • the first drive axle 347 is connected with the second drive axle 348 through the frame, and the fixed connection can ensure that the relative position of the first drive axle 347 and the second drive axle 348 remains unchanged, so as to ensure that the deflection mechanism is applied during the steering deflection process. The basics remain the same.
  • the two ends of the first axle are respectively provided with limit stops 3513 , and the limit stops 3513 are used to limit the deflection angle of the first motor vehicle wheel 3511 .
  • the limit stop 3513 is used as a physical limit, and its limit angle can be adjusted in advance, which is the maximum angle of wheel deflection.
  • a booster cylinder 349 is provided in the middle of the second drive axle 348 , the booster cylinder 349 is connected to another fourth sub-swing arm of the fourth tire steering swing arm 3454 , and the booster cylinder 349 enhances and supplements the steering force.
  • Figure 8 shows a schematic structural diagram of a motor vehicle traction drive device provided by an embodiment of the present application
  • Figure 9 shows a schematic structural schematic diagram of a transmission shaft provided by an embodiment of the present application; please refer to Figures 8-9.
  • the motor vehicle bogie 3 of this embodiment further includes a motor vehicle traction drive device 37 , and the motor vehicle traction drive device 37 is used to drive the motor vehicle steering gear 3 to walk in a straight line.
  • the motor vehicle traction drive device 37 includes a traction motor 371 , a drive axle 372 and a transmission shaft 373 .
  • the output shaft of the traction motor 371 is used to output traction force; the input end of the drive axle 372 is connected to the output shaft of the traction motor 371, and the drive axle 372 can be the first drive axle 347 or the second drive axle 348, and the output of the drive axle 372 The end is connected to the wheel to drive the wheel to rotate so that the motor vehicle bogie 3 travels forward.
  • Both ends of the transmission shaft 373 are fixedly connected to the output end of the traction motor 371 and the input end of the drive axle 372 respectively.
  • the transmission shaft 373 includes a first transmission part 3731, a second transmission part 3732 and a third transmission part 3733.
  • the first transmission part The first end of 3731 is fixedly connected with the output shaft of the traction motor 371, the second end of the first transmission part 3731 is hinged with the first end of the second transmission part 3732, and the second end of the second transmission part 3732 is connected with the third transmission part
  • the first end of the 3733 is hinged, and the second end of the third transmission part 3733 is fixedly connected with the input end of the drive axle 372 .
  • both ends of the transmission shaft 373 are fixedly connected to the output end of the traction motor 371 and the input end of the drive axle 372 respectively, thereby ensuring that the transmission shaft 373 can normally transmit the traction force of the traction motor 371 to the drive axle 372;
  • the transmission shaft 373 itself includes a first transmission part 3731, a second transmission part 3732 and a third transmission part 3733 that are hinged to each other, so that the two adjacent transmission parts can move relative to each other.
  • the second end of the first transmission part 3731 is provided with a first hinge seat
  • the first end of the second transmission part 3732 is provided with a first hinge hole
  • the second end of the second transmission part 3732 is provided with a first hinge hole.
  • the axial direction of a hinge hole is perpendicular to the extending direction of the second transmission part 3732
  • the first ball bearing connects the first hinge hole and the first hinge seat, so as to connect the second end of the first transmission part 3731 with the second transmission part 3732.
  • the first end is hinged.
  • a rubber node is provided in the first hinge seat, so that a certain deformation can be generated according to the rotation of the second transmission part 3732 to reduce the impact force during rotation.
  • the second end of the second transmission part 3732 is provided with a second hinge seat
  • the first end of the third transmission part 3733 is provided with a second hinge hole
  • the axial direction of the second hinge hole is perpendicular to the extension direction of the second transmission part 3732
  • the second ball bearing connects the second hinge hole and the second hinge seat to hinge the second end of the second transmission part 3732 with the first end of the third transmission part 3733 .
  • a rubber node is provided in the second hinge seat, so that a certain deformation can be generated according to the rotation of the second transmission part 3732 to reduce the impact force during rotation.
  • the first end of the first transmission part 3731 is provided with a first fixing seat, and the first fixing seat is provided with a plurality of first fixing holes;
  • the output shaft of the traction motor 371 is provided with a first connecting seat , the first connecting seat is provided with a plurality of first connecting holes that are matched with the first fixing holes, and the first fastener passes through the first fixing holes and the first connecting holes to connect the first end of the first transmission part 3731 with The output shaft of the traction motor 371 is fixedly connected.
  • the second end of the third transmission part 3733 is provided with a second fixing seat, and the second fixing seat is provided with a plurality of second fixing holes; the input end of the drive axle 372 is provided with a second connecting seat, and the second connecting seat is provided with There are a plurality of second connecting holes matched with the second fixing holes, and the second fasteners pass through the second fixing holes and the second connecting holes to fix the second end of the third transmission part 3733 with the output shaft of the traction motor 371 connect.
  • the first fastener and the second fastener both include bolts and nuts, and the bolts are connected and fixed with nuts after passing through the connection holes and the fixing holes.
  • FIG. 10 shows a schematic diagram of a connection structure between a traction motor and a vehicle body provided by an embodiment of the present application.
  • the traction motor 371 is fixedly arranged on the body of the rubber-tired train.
  • the traction motor 371 is provided with a traction motor mounting seat 374, and the traction motor mounting seat 374 is used to connect the rubber-tired train. 's body.
  • the traction motor 371 is provided with two traction motor mounts 374, and the two traction motor mounts 374 are symmetrically arranged on both sides of the traction motor 371; the two traction motor mounts 374 are respectively supported by two traction motor supports. 375 is connected to the body.
  • the traction motor support seat 375 includes a first support plate and a second support plate, the first support plate is vertically connected to one end of the second support plate, and the first support plate is fixedly connected to the traction motor mounting seat 374, and bolts can be used for the specific connection and fixation method. Connection, welding, etc.; the second support plate is fixedly connected with the vehicle body, and the specific connection and fixing method can be selected from bolt connection, welding, etc.
  • This embodiment provides a rubber-wheeled train, which includes a first vehicle body and a second vehicle body arranged opposite to each other.
  • the first vehicle body and the second vehicle body are connected by a trailer bogie.
  • the first vehicle body is a motor vehicle body
  • the second vehicle body may be an intermediate vehicle body or a motor vehicle body.
  • the rubber-wheeled train of this embodiment is provided with the motor car bogie described in the above-mentioned first embodiment, it can simultaneously control the steering of the first motor wheel pair and the second motor wheel pair by a set of motor car steering driving devices, so as to ensure the steering of the motor car.
  • FIG. 11 shows a schematic structural diagram of a trailer truck provided by an embodiment of the present application; please refer to FIG. 11 .
  • the trailer bogie 4 of this embodiment is installed below the two adjacent first and second vehicle bodies, not only for carrying the first and second vehicle bodies, but also for supporting the first vehicle body and the second vehicle body Traction force is transmitted between the vehicle body and the second body.
  • the trailer bogie 4 includes a first frame body 41 and a second frame body 43 ; wherein, the first frame body 41 is used to connect to the first vehicle body, and the second frame body 43 is used to connect to the second vehicle body.
  • the first end of the first frame body 41 is used for hinged connection with the second frame body 43 ; the second end of the first frame body 41 is provided with a first axle 42 , and the extension direction of the first axle 42 is the same as that of the first frame body 41 .
  • the extending directions of the first axles 42 are perpendicular to each other, and the two ends of the first axle 42 are connected with the first trailer wheels 4201 .
  • the first end of the second frame body 43 is used for hinged connection with the first frame body 41 ; the second end of the second frame body 43 is provided with a second axle 44 , and the extension direction of the second axle 44 is the same as that of the second frame body 43 .
  • the extending directions of the second axles 44 are perpendicular to each other, and the two ends of the second axle 44 are connected with second trailer wheels 4401 .
  • Figure 12 shows a schematic top-view structure of a trailer truck provided by an embodiment of the present application (the first steering driving device and the second steering driving device are omitted in the figure);
  • Figure 13 shows a first steering driving device of the present application.
  • Figure 14 is an exploded view of Figure 13 ;
  • Figure 15 shows the slewing bearing and the first frame body and the first frame body provided by an embodiment of the present application.
  • FIG. 16 shows a cross-sectional view of the connection structure of the slewing bearing and the first frame body and the second frame body provided by another embodiment of the present application; please refer to FIGS. 12-16 .
  • first end of the first frame body 41 and the first end of the second frame body 43 are hingedly connected through the slewing support device 45 .
  • the slewing support device 45 includes a slewing bearing 451, and the slewing bearing 451 includes a first swivel 4511 and a second swivel 4512 that are rotatably matched with each other, and the rotational axes of the two are perpendicular to the ground; wherein, the first swivel 4511
  • the bodies 41 are connected together, and the second rotating body 4512 can be connected with the second frame body 43 , that is, the first frame body 41 and the second frame body 43 are rotatably connected through the above-mentioned slewing bearing 451 .
  • the first frame body 41 and the first rotating body 4511 are fixedly connected by fasteners, the first end of the first frame body 41 is provided with a first stepped hole, and the first stepped hole includes a first aperture section and a second aperture
  • the aperture of the first aperture segment is larger than the aperture of the second aperture segment, so as to form a first stepped surface at the transitional connection between the first aperture segment and the second aperture segment, and the first aperture segment can be set close to the first rotating body 4511, So that the first rotating body 4511 is installed below the first step surface.
  • the second frame body 43 and the second rotating body 4512 are fixedly connected by fasteners, the first end of the second frame body 43 is provided with a second stepped hole, and the second stepped hole includes a third aperture section and a fourth aperture
  • the aperture of the third aperture segment is larger than the aperture of the fourth aperture segment, so as to form a second step surface at the transition connection between the third aperture segment and the fourth aperture segment; the third aperture segment can be set close to the second swivel 4512, So that the second rotating body 4512 is fixed above the second step surface.
  • the first rotating body 4511 and the second rotating body 4512 are arranged up and down, and the rotation axes of the first rotating body 4511 and the second rotating body 4512 Perpendicular to the ground, or perpendicular to the first step surface and the second step surface;
  • the first rotating body 4511 includes a first mounting surface and a bowl-shaped spherical surface structure protruding from the first mounting surface, and the upper bottom surface of the bowl-shaped spherical surface structure is fixed on the On the first mounting surface, the lower bottom surface of the bowl-shaped spherical structure faces the second rotating body 4512;
  • the second rotating body 4512 includes a second mounting surface and a second spherical hole, the second spherical hole is matched with the bowl-shaped spherical structure, and the second rotating body 4512 includes a second mounting surface and a second spherical hole.
  • the spherical hole faces the first rotating body 4511 .
  • the second mounting surface of the second rotating body 4512 is attached to the second stepped surface, the second mounting surface and the second stepped surface are connected by bolts, and the second rotating body 4512 is embedded in the second frame body 43;
  • the first mounting surface of the body 4511 is attached to the first stepped surface, the first mounting surface and the first stepped surface are connected by bolts, part of the bowl-shaped spherical surface structure is inserted into the second spherical hole, and the side surface of the bowl-shaped spherical surface structure is connected to the first step surface.
  • the hole walls of the two spherical holes fit together, and there is a certain gap in the vertical direction between the first frame body 41 and the second frame body 43, so that the bowl-shaped spherical structure can be offset laterally inside the second spherical hole; that is, the first rotating body
  • the 4511 and the second swivel 4512 can not only rotate around the axis of rotation, but can also deflect laterally.
  • the first rotating body 4511 and the second rotating body 4512 are arranged up and down, the first rotating body 4511 has a first installation surface, and the first installation surface and the first stepped surface Attached and fixed; the second rotating body 4512 has a second mounting surface, and the second mounting surface and the second stepped surface are attached and fixed; wherein, the second rotating body 4512 is provided with a bowl-shaped spherical structure, and the first rotating body 4511 is provided with The first spherical hole matched with the bowl-shaped spherical structure, and the side surface of the bowl-shaped spherical structure is fitted with the side wall of the first spherical hole, and there is a certain gap in the vertical direction between the first frame body 41 and the second frame body 43,
  • the bowl-shaped spherical surface structure can be offset laterally inside the first spherical hole, that is, the first rotating body 4511 and the second rotating body 4512 can not only rotate around the rotation axis
  • first rotating body 4511 and the second rotating body 4512 are arranged up and down, and the rotation axes of the first rotating body 4511 and the second rotating body 4512 are perpendicular to the ground, or perpendicular to the first step surface and the second step surface.
  • the second mounting surface of the second rotating body 4512 is attached to the second stepped surface, the second mounting surface and the second stepped surface are connected by bolts, and the second rotating body 4512 is embedded in the second frame body 43;
  • the first mounting surface of a swivel 4511 is attached to the first stepped surface, the first mounting surface and the first stepped surface are connected by bolts, and there is a certain floating gap between the first frame body 41 and the second frame body 43 to prevent
  • the first swivel 4511 and the second swivel 4512 rotate around the rotation axis, they have a certain lateral deflection ability, which can improve the vehicle curve passability and adaptability.
  • FIG. 17 is a schematic structural diagram of a slewing support cover provided by an embodiment of the present application in a first state
  • FIG. 18 is a schematic structural diagram of a slewing support cover provided by an embodiment of the present application in a second state; please refer to Figures 15-18.
  • a slewing support cover plate 452 is further provided above the first frame body 41, and the slewing support cover plate 452 is used to seal the first stepped hole of the first frame body 41; the slewing support cover plate 452 may be a circular plate, The slewing support cover plate 452 is disposed on the first end of the first frame body 41 , and the slewing support cover plate 452 is attached and fixed on the surface of the first frame body 41 for sealing the first step hole. For example, the slewing support cover plate 452 is covered at the first step hole and fixed on the first frame body 41 . This arrangement can prevent dust, sundries, rainwater, etc. from entering the slewing support, and can improve the reliability of the slewing support device 45 .
  • the side of the slewing support cover 452 away from the first frame body 41 is provided with two through-channel limiting bosses 4521 .
  • the surface of the cover plate 452 is supported to form a limit space for the through channel; the bottom surface of the through channel facing the swivel support cover plate 452 is provided with a through channel limit block, and the through channel limit block can be embedded in the above limit within the space.
  • the through-channel limiting block can be limited between the two through-channel limiting bosses 4521, and the through-channel limiting boss 4521 can limit the deformation amount and rotation angle of the through-channel.
  • two through-channel limiting bosses 4521 may be disposed in the central area of the swivel support cover 452 and symmetrically distributed on the swivel support cover 452 .
  • the slewing support cover 452 can be a circular slewing support cover 452, the two through-channel limit bosses 4521 are symmetrically arranged along the center of the slewing support cover 452, and there is a certain distance between the two through-channel limit bosses 4521,
  • the spacing forms the insertion space for the through-channel limit block; along the length of the bogie, two through-channel limit bosses 4521 are located on the left and right sides of the through-channel limit block, which can prevent the deformation of the through-channel.
  • the amount and rotation angle are limited to prevent the deformation amount and rotation angle of the through channel from being too large.
  • annular waterproof pad 453 is also provided between the slewing support cover 452 and the first frame body 41 to prevent external water from entering the slewing bearing 451 and prevent water from entering As a result, the slewing bearing 451 is corroded, and the rotational reliability of the first frame body 41 and the second frame body 43 is improved.
  • the side of the slewing support cover 452 facing the first frame body 41 is provided with a sink to form an installation space for the waterproof pad 453, the waterproof pad 453 is arranged around the second step hole, and one side of the waterproof pad 453 is connected to the slewing support cover
  • the plate 452 is in contact, the other side is in contact with the first frame body 41, and the free thickness of the waterproof pad 453 is greater than the depth of the sinking platform.
  • the waterproof pad 453 After the waterproof pad 453 is installed, it is in a compressed state. By compressing the waterproof pad 453, the rotary support can be lifted. The waterproof effect between the cover plate 452 and the first frame body 41 .
  • the slewing support cover plate 452 is fixed on the first frame body 41 by a plurality of cover plate fasteners 456 .
  • a plurality of cover plate fasteners 456 are arranged at equal intervals along the circumferential direction of the slewing support cover plate 452, and the first frame body 41 is provided with cover plate fastener installation holes 4524 that cooperate with the cover plate fasteners 456; the cover plate The fasteners 456 may be fastening bolts, the cover plate fastener installation holes 4524 provided on the first frame 41 may be threaded holes, and one end of the cover plate fasteners 456 passes through the gasket, the slewing support cover plate 452 and is fixed On the first frame body 41 , the slewing support cover 452 is fixed on the first frame body 41 .
  • the above-mentioned cover plate fasteners 456 and the waterproof pad 453 can be arranged opposite to each other to improve the waterproof effect between the first frame body 41 and the slewing support cover plate 452; for example, the waterproof pad 453 and the cover
  • the plate fasteners 456 are arranged opposite to each other, and the waterproof pad 453 is provided with a through hole for the cover plate fastener 456 to pass through, that is, one end of the cover plate fastener 456 passes through the slewing support cover plate 452 and the waterproof pad 453 and is fixed on the first plate.
  • the waterproof effect between the slewing support cover plate 452 and the first frame body 41 can be improved.
  • the slewing support cover 452 when the slewing support cover 452 is subjected to the impact force from the through passage, in order to prevent the cover fastener 456 from being broken by the impact force, in this embodiment, the slewing support cover 452 and the first frame
  • An elastic pin 454 is also arranged between 41 , and the elastic pin 454 is used for resisting the impact force from the through passage to the slewing support cover plate 452 .
  • two elastic pins 454 are disposed between the slewing support cover plate 452 and the first frame body 41 . It is arranged opposite to the limit boss 4521 of the through channel.
  • the slewing support cover plate 452 is provided with two elastic pin mounting holes 4523, two through-channel limiting bosses 4521 are located between the two elastic pin mounting holes 4523, and the elastic pins 454 are inserted into the elastic pin mounting holes 4523, and fixed on the first frame body 41; the impact force on the through-channel limiting boss 4521 can be transmitted to the elastic pin 454 along a straight line, so as to improve the offset effect of the impact force.
  • the elastic pin 454 can be arranged opposite to the waterproof pad 453, the waterproof pad 453 is provided with a through hole for the elastic pin 454 to pass through, and one end of the elastic pin 454 passes through the slewing support cover 452 and the waterproof pad 453 and is inserted into the first Inside a body 41.
  • This arrangement can enhance the waterproof effect of the waterproof pad 453 on the slewing support cover 452 and the first frame body 41 .
  • the slewing support cover plate 452 is further provided with a withdrawal threaded hole 4522 and a sealing plug 455 for sealing the withdrawal threaded hole 4522, and the withdrawal threaded hole 4522 Pass through the slewing support cover plate 452 .
  • Figure 19 shows a schematic diagram of the connection structure between a trailer bogie and a vehicle body provided by an embodiment of the present application
  • Figure 20 shows a schematic structural diagram of a trailer traction device provided by an embodiment of the present application
  • the trailer bogie 4 of this embodiment further includes a trailer traction device 46
  • the trailer traction device 46 is disposed on the side of the first axle 42 away from the first frame body 41 and the second vehicle axle 44 away from the second frame body 43 side.
  • the trailer traction device 46 is used to connect the trailer bogie 4 and the adjacent first or second vehicle body, so as to transmit traction or braking force between the trailer bogie 4 and the vehicle body, and adapt to the adjacent first vehicle relative movement in all directions between the body or the second body.
  • the connection structure of the trailer traction device 46 and the body of the motor vehicle is taken as an example for description, and the connection structure diagram of the other side and the body of the intermediate vehicle is not shown.
  • the trailer pulling device 46 of this embodiment includes two first pulling assemblies 461 and two second pulling assemblies 462 .
  • the two ends of the first traction assembly 461 are respectively used for connecting the first axle drawbar seat 441 on the trailer bogie 4 and the first vehicle body drawbar seat 1153 on the vehicle body.
  • the first axle drawbar seat 441 and the first vehicle body drawbar seat 1153 are provided in a one-to-one correspondence, and both the first axle drawbar seat 441 and the first vehicle body drawbar seat 1153 are located on both sides of the vehicle body width direction.
  • Both ends of the first traction assembly 461 can be vertically connected to the first axle drawbar seat 441 and the first vehicle body drawbar seat 1153. After the connection, the two first traction assemblies 461 are parallel to each other and consistent with the length direction of the vehicle body. .
  • Two ends of the second traction assembly 462 are respectively used for connecting the second axle drawbar seat 442 on the trailer bogie 4 and the second vehicle body drawbar seat 1154 on the vehicle body.
  • the second axle drawbar seat 442 is located between the two first axle drawbar seats 441, and is located between the two second vehicle body drawbar seats 1154 in the width direction of the vehicle body, and the second axle draws
  • the rod seat 442 is obliquely disposed toward the first axle drawbar seat 441 adjacent to the rod seat 442 .
  • the second vehicle body drawbar seat 1154 is located between the two first vehicle body drawbar seats 1153 , and the second vehicle body drawbar seat 1154 is disposed obliquely away from the adjacent first vehicle body drawbar seat 1153 .
  • the two second traction assemblies 462 are arranged obliquely, and the ends of the two second traction assemblies 462 connected to the trailer bogie 4 are located between the ends of the two second traction assemblies 462 connected to the vehicle body, so that the two second traction assemblies 462 are connected after the connection.
  • the traction assembly 462 is generally in the shape of an "eight".
  • the two first traction assemblies 461 and the two second traction assemblies 462 jointly transmit the tractive force and braking force between the trailer bogie 4 and the vehicle body connected thereto, thereby reducing the load on each traction assembly, and at the same time
  • the tractive and braking forces are evenly distributed over the entire body frame and trailer bogie 4 to avoid stress concentrations.
  • the heights of the two first traction assemblies 461 can be kept consistent with the height of the wheel center, so as to reduce the loss of traction force and braking force transmission, and also reduce the wheel weight reduction rate; the two second traction assemblies 462 can ensure the smooth transmission of traction and braking force when the vehicle passes through small curves, improving the transmission efficiency.
  • the first pulling assembly 461 of this embodiment includes a first pulling rod 4611 and two first pulling rod nodes 4612 , both ends of the first pulling rod 4611 are provided with first pulling rods Through hole, the axial direction of the first draw rod through hole and the axial direction of the first draw rod 4611 are perpendicular to each other, and the first draw rod node 4612 is fixedly connected in the first draw rod through hole, that is, the first draw rod node 4612 One end passes through the through hole of the first draw rod and the middle part thereof is fixed with the through hole of the first draw rod.
  • the first drawbar nodes 4612 are located on both sides of the first drawbar through hole and are used to connect the first axle drawbar seat 441 or the first vehicle body drawbar seat 1153.
  • the specific connection method can be bolted, hinged or other connection methods. .
  • the second drawbar assembly 462 includes a second drawbar 4621 and two second drawbar nodes 4622. Both ends of the second drawbar 4621 are provided with second drawbar through holes. The axial directions of the two drawbars 4621 are perpendicular to each other, and the second drawbar node 4622 is fixedly connected in the second drawbar through hole, that is, after one end of the second drawbar node 4622 passes through the second drawbar through hole, the middle part is connected to the second drawbar through hole.
  • the two drawbar through holes are fixed to each other.
  • the second drawbar nodes 4622 are located on both sides of the second drawbar through hole and are used to connect the second axle drawbar seat 442 or the second vehicle body drawbar seat 1154.
  • the specific connection method can be bolted, hinged or other connection methods. .
  • the first drawbar node 4612 is located on both sides of the first drawbar through hole and is provided with a drawbar seat 441 for connecting the first axle or the first vehicle body
  • the first fastener is fixed on the first axle drawbar seat 441 or the first vehicle body drawbar seat 1153 after passing through the first connecting hole.
  • the first connection hole can be a through hole, and the first fastener can be a bolt.
  • the first axle drawbar seat 441 and the first vehicle body drawbar seat 1153 are provided with the first fastener to match.
  • the threaded fixing hole is provided, and the first fastener can be fixed in the threaded fixing hole after passing through the first connecting hole.
  • the second drawbar nodes 4622 are located on both sides of the second drawbar through hole and are provided with second connecting holes for connecting the second axle drawbar seat 442 or the second vehicle body drawbar seat 1154, and the second fastener passes through the second connecting hole. After passing through the second connecting hole, it is fixed on the second axle drawbar seat 442 or the second vehicle body drawbar seat 1154 .
  • the second connecting hole can be a through hole, and the second fastener can be a bolt. Both the second axle drawbar seat 442 and the second vehicle body drawbar seat 1154 are provided with the second fastener to match The second fastener can be fixed in the threaded fixing hole after passing through the first connecting hole.
  • the use of bolt connection can facilitate the installation and disassembly of the traction assembly, thereby facilitating subsequent inspection and maintenance.
  • the first traction assembly 461 of this embodiment further includes a height valve stem mounting seat 4613, and the height valve stem mounting seat 4613 is used to install the height valve stem, so as to realize the adjustment of the air spring in a limited space Function.
  • the height valve rod mounting seat 4613 is located on the side of the first drawbar 4611 facing the trailer bogie 4 , and the height valve rod mounting seat 4613 is fixedly connected to the side of the first drawbar node 4612 facing the second towing assembly 462 .
  • the height valve stem mounting seat 4613 in this embodiment includes a first flat plate and a second flat plate that are perpendicular to each other.
  • the first flat plate is provided with a first fixing hole that is adapted to the first connecting hole, and the second flat plate is used to install the height. stem.
  • the first flat plate and the second flat plate can be formed by bending the same steel plate, and rib plates can be welded between them to increase the connection strength.
  • Fig. 21 shows a schematic front view structure of the first drawbar provided by an embodiment of the present application
  • Fig. 22 shows a partial structural schematic diagram of the first drawbar provided by an embodiment of the present application
  • the first drawbar through hole and the second drawbar through hole in this embodiment are both oblong structures, so as to increase the strength of the connection between the drawbar node and the drawbar.
  • the radius corresponding to the first drawbar through hole is R1
  • the above-mentioned oval structure means that one end of the first drawbar 4611 covering the first drawbar through hole is formed by two semicircles with a radius of R2.
  • the structure and the horizontal part connecting the two semicircular structures with a length of L are formed, wherein a distance of L/2 exists between the center of the circle corresponding to the semicircular structure and the center of the through hole of the first drawbar.
  • FIG. 23 shows a schematic top view of the structure of the first drawbar provided by an embodiment of the present application; please refer to FIG. 23 . Further, in this embodiment, both ends of the first drawbar 4611 and the second drawbar 4621 are provided with chamfers to avoid interference with the vehicle body or the trailer bogie 4 during operation.
  • the first traction rod 4611 is a metal rod
  • the first traction rod node 4612 includes a metal part and a rubber part, and the metal part and the rubber part are integrally vulcanized
  • the second traction rod 4621 is a metal rod
  • the rod node 4622 includes a metal part and a rubber part, and the metal part and the rubber part are integrally vulcanized and formed.
  • the drawbars of this embodiment are all forged and machined from alloy steel materials, with high strength and good toughness; the drawbar nodes are vulcanized from metal and rubber, which can buffer the impact during towing and braking, and adapt to the car body and trailer
  • the relative movement between the bogies 4 also mitigates the impact during towing and braking, and optimizes the stress conditions of the vehicle body and the trailer bogie 4 .
  • FIG. 24 shows a schematic structural diagram of the first frame body and the second frame body provided by an embodiment of the present application in a first state
  • FIG. 25 shows the first frame body provided by an embodiment of the present application. Structure diagram of the body and the second frame body in the second state; please refer to Figures 24-25.
  • the trailer bogie provided in this embodiment further includes a frame buffer device 47; along the direction from the first vehicle axle 42 to the second vehicle axle 44, two frame buffer devices are symmetrically arranged at the first end of the first frame body 41, respectively. 47.
  • Two frame buffer devices 47 are symmetrically arranged at the first ends of the second frame body 43, respectively.
  • the frame buffer device 47 disposed on the first frame body 41 may be defined as the first frame body buffer device
  • the frame body buffer device 47 disposed on the second frame body 43 may be defined as the second frame body buffer device.
  • first frame body buffer device and the second frame body buffer device are arranged in cooperation, when the first frame body 41 and the second frame body 43 are rotated by a certain angle, the first frame body buffer device and the second frame body buffer device can be in contact with each other. catch. Further, the first frame buffer device and the second frame buffer device located on the same side may be located on the same rotation path.
  • the gap between the first frame body buffer device and the second frame body buffer device gradually decreases until the first frame body buffer device and the second frame body buffer device device contact, and provide buffer force to the first frame body 41 and the second frame body 43 to avoid rigid contact between the first frame body 41 and the second frame body 43; continue to squeeze, the first frame body buffer device and the second frame body
  • the buffer device is no longer elastically deformed, and can limit the first frame body 41 and the second frame body 43 to achieve the purpose of rigid restriction, thereby limiting the rotation between the first frame body 41 and the second frame body 43 angle.
  • the first frame body buffer device includes a first buffer block 472 and a first buffer block mounting seat 471 , and the first buffer block mounting seat 471 is used to install the first buffer block 472 , the first buffer block mounting seat 471 is mounted on the first frame body 41 through the first buffer seat mounting arm 413 .
  • the first frame body buffer device is a part made of rubber buffer blocks and metal mounts that are combined together through a certain process, and the metal mounts are used for fixed connection with the first buffer mount mounting arm 413. , the rubber buffer block is suspended and acts as a buffer.
  • the first buffer seat mounting arm 413 may be an arc-shaped blocking arm, and its bending and extending direction is consistent with the rotation direction of the first frame body 41.
  • One end of the first buffer seat mounting arm 413 is fixedly connected to the first frame body 41, and the first The other end of a buffer seat mounting arm 413 is fixed with a first buffer block mounting seat 471; similarly, the second frame body buffer device includes a second buffer block 474 and a second buffer block mounting seat 473, and the second frame body buffer device passes through
  • the second buffer seat mounting arm 433 is mounted on the second frame body 43 .
  • the first buffer block 472 and the second buffer block 474 can be in frontal contact, and the first buffer block 472 and the second buffer block 472
  • the rubbers face each other to provide maximum buffer force for the first frame buffer device and the second frame buffer device, and reduce vibration and noise caused by impact during the rotation of the first frame body 41 and the second frame body 43 .
  • the first frame body 41 includes a first frame body connecting portion 412 connected with the first axle 42 and a first frame body hinge portion 411 connected with the first frame body connecting portion 412; the first frame body connecting portion 412 is connected to the first frame body connecting portion 412.
  • a vehicle axle 42 is fixedly connected, or the first frame body connecting portion 412 and the first vehicle axle 42 can be made into an integral structure.
  • first frame hinge portion 411 is fixedly connected to the first frame body connecting portion 412 by bolts, and the other end of the first frame hinge portion 411 is connected to the first rotating body 4511 of the slewing bearing 451 .
  • Both sides of the first frame hinge portion 411 are also provided with first buffer seat mounting arms 413 respectively.
  • the first buffer seat mounting arms 413 can form an integral structure with the first frame body hinge portion 411 to strengthen the first buffer seat mounting arm. 413 and the connection strength of the first frame hinge part 411 .
  • the second frame body 43 includes a second frame body connecting portion 432 connected with the second axle 44 , and a second frame body hinge portion 431 connected with the second frame body connecting portion 432 .
  • the second frame body connecting portion 432 is fixedly connected with the second axle 44, or the second frame body connecting part 432 and the second vehicle axle 44 can be made into an integral structure; one end of the second frame body connecting part 432 and the second frame body hinge part 431 are fixed by bolts In connection, the other end of the hinge part 431 of the second frame body is connected with the second rotating body 4512 of the slewing bearing 451 .
  • Second buffer seat mounting arms 433 are respectively provided on both sides of the second frame hinge portion 431. The second buffer seat mounting arms 433 can form an integral structure with the second frame hinge portion 431 to strengthen the second buffer seat mounting seat. 473 and the connection strength of the hinge part 431 of the second frame body.
  • the first frame body 41 and the second frame body 43 have a triangular structure or a trapezoidal structure as a whole, and the first frame body 41 and the second frame body 43
  • the second end of 41 is connected to the first axle 42, the first end is connected to the slewing bearing 451, the second end of the second frame 43 is connected to the second axle 44, and the first end of the second frame 43 is connected to the slewing bearing 451.
  • the bearing 451 is connected so that the first frame body 41 and the second frame body 43 are close to one end of the slewing bearing 451 to form a larger rotation space, which meets the rotation angle requirements of the first frame body 41 and the second frame body 43 .
  • the first frame body 41 and the second frame body 43 are further provided with a hollow structure, so as to reduce the weight of the first frame body 41 and the second frame body 43 the weight of.
  • the first frame connecting portion 412 and the first frame hinge portion 411 of the first frame 41 are respectively provided with hollow structures; for example, the first frame connecting portion 412 may be provided with a first hollow structure, the first hollow
  • the structure includes two trapezoidal holes or square holes symmetrically arranged on the first frame body connecting portion 412; wherein, the number of trapezoidal or square holes in the hollow structure is related to the arrangement of the connecting bolts, and the evenly arranged trapezoidal holes and square holes are conducive to receiving Uniform transmission of force; the size of the hollow space fully considers the bolt installation and its tightening operation space.
  • the trapezoid and the square are used as the hollow structure to fully consider the change in the size of the two ends of the connection, so as to achieve a gradual transition and avoid stress concentration.
  • the first frame hinge portion 411 can be provided with a second hollow structure, the second hollow structure includes a plurality of elongated holes, and the plurality of elongated holes can be symmetrically arranged on the first frame hinge 411; the elongated holes
  • the extension direction of the first frame body is parallel to the extension direction of the hinge part 411 of the first frame body.
  • the elongated holes are arranged in the same direction as the bolts, and are consistent with the longitudinal direction of the larger traction force, braking force, etc., which is conducive to the force of the bolts.
  • the second frame body connecting portion 432 and the second frame body hinge portion 431 of the second frame body 43 are provided with hollow structures; for example, the second frame body connecting portion 432 may be provided with a third hollow structure, and the third hollow structure It can be set with reference to the first hollow structure; the hinge portion 431 of the second frame body can be set with a fourth hollow structure, and the fourth hollow structure can be set with reference to the second hollow structure, which will not be repeated here.
  • FIG. 26 shows a schematic structural diagram of a steering driving device provided by an embodiment of the present application; please refer to FIGS. 11 and 26 .
  • the trailer bogie of this embodiment further includes a steering driving device.
  • the steering driving device includes a first steering driving device 481 connected with the first frame body 41 and a second steering driving device 482 connected with the second frame body 43 .
  • the first steering driving device 481 is connected to the first trailer wheel 4201 to drive the first trailer wheel 4201 to turn;
  • the second steering driving device 482 is connected to the second trailer wheel 4401 to drive the second trailer wheel 4401 to turn.
  • the first frame body 41 and the second frame body 43 of the trailer truck 4 in this embodiment are hingedly connected, and the rotation of the first trailer wheel 4201 is controlled by the first steering driving device 481 , and the rotation of the first trailer wheel 4201 is controlled by the second steering driving device 482 .
  • the rotation of the second trailer wheel 4401 enables the steering of the first vehicle body connected to the first frame body 41 and the second vehicle body connected to the second frame body 43 to be controlled relatively independently, thereby helping to reduce vehicle
  • the turning radius facilitates the driving of the vehicle and enhances the flexibility when driving on urban roads.
  • the first steering driving device 481 in this embodiment includes a first driving part and a first transmission part, the first driving part is used to provide steering power; the first transmission part is connected with the first driving part and the first trailer wheel 4201, The first transmission part is used to transmit the steering power provided by the first driving part to the first trailer wheel 4201 .
  • the second steering driving device 482 includes a second driving part and a second transmission part, the second driving part is used to provide steering power; the second transmission part is connected with the second driving part and the second trailer wheel 4401, and the second transmission part is used for driving The steering power provided by the second driving part is transmitted to the second trailer wheel 4401 .
  • the first driving part includes a first servo motor 4811 and a first power steering gear 4812; the first servo motor 4811 is connected to the controller in communication, and the first servo motor 4811 is used to output steering force; A power steering gear 4812 is used to change the direction of the steering force output by the first servo motor 4811 to provide steering power to the first transmission part.
  • the first power steering gear 4812 connects with the first servo motor 4811 through the first coupling 4813 The output ends are connected to each other, and the output end of the first power steering gear 4812 is connected to the first transmission part.
  • the second driving part includes a second servo motor 4821 and a second power steering gear 4822, the second servo motor 4821 is connected to the controller in communication, the second servo motor 4821 is used to output steering force; the second power steering gear 4822 is used to change the first The direction of the steering force output by the two servo motors 4821 is to provide steering power to the second transmission part.
  • the second power steering gear 4822 is connected to the output end of the second servo motor 4821 through the second coupling shaft 4823. The output end of the device 4822 is connected to the second transmission part.
  • the first transmission part of this embodiment includes a first power steering swing arm 4814, a first trailing rod 4815, a first trailer steering swing arm 4816 and a first tie rod 4817.
  • the first power steering swing arm 4817 The first end of the arm 4814 is connected to the output end of the first power steering gear 4812; the first end of the first longitudinal tie rod 4815 is connected to the second end of the first power steering swing arm 4814; the first trailer steering swing arm 4816 is connected to the first trailer
  • the wheel 4201 is fixedly connected, and the first trailer steering swing arm 4816 includes a first body, a first trailer sub-swing arm 48161 and a second trailer sub-swing arm 48162 connected to the first body, and the first body is fixedly connected to the first trailer wheel 4201 , the first trailer sub-swing arm 48161 and the second trailer sub-swing arm 48162 are both connected to the first body and an angle is formed between the first trailer sub-swing arm 48161 and the second trailer sub-swing arm 48162.
  • the second transmission part of this embodiment includes a second power steering swing arm 4824, a second longitudinal pull rod 4825, a second trailer steering swing arm 4826 and a second tie rod 4827.
  • the first end of the second power steering swing arm 4824 is connected to the first end of the second power steering swing arm 4824.
  • the output end of the second power steering gear 4822; the first end of the second longitudinal pull rod 4825 is connected to the second end of the second power steering swing arm 4824; the second trailer steering swing arm 4826 is fixedly connected with the second trailer wheel 4401, the second trailer
  • the steering swing arm 4826 includes a second body, a third trailer sub-swing arm 48261 and a fourth trailer sub-swing arm 48262 connected to the second body, the second body is fixedly connected to the second trailer wheel 4401, and the third trailer sub-swing arm 48261
  • the second body is connected with the fourth trailer sub-swing arm 48262, and an angle is formed between the third trailer sub-swing arm 48261 and the fourth trailer sub-swing arm 48262, and the second end of the second longitudinal pull rod 4825 is connected to the third trailer sub Swing arm 48261; both ends of the second tie rod 4827 are respectively connected to the fourth trailer sub-swing arm 48262 on the two second trailer steering swing arms 4826.
  • the length of the first longitudinal tie rod 4815 and the first transverse tie rod 4817 and the included angle between the first trailer sub-swing arm 48161 and the second trailer sub-swing arm 48162 can be adjusted to meet the requirements of the first trailer wheel when passing a curve 4201 The need for different extreme deflection angles.
  • the length of the second longitudinal tie rod 4825 and the second horizontal tie rod 4827 and the included angle between the third trailer sub-swing arm 48261 and the fourth trailer sub-swing arm 48262 can be adjusted to meet the requirements of the second trailer wheel when passing the curve. 4401 Deflection angle differs as needed.
  • the first servo motor 4811 receives the steering input signal transmitted by the controller and outputs the steering torque, and the steering torque output by the first servo motor 4811 is transmitted to the first power through the first coupling 4813
  • the first power steering swing arm 4814 swings the first power steering swing arm 4814, and the first power steering swing arm 4814 transmits the rotational torque to the first trailer steering swing arm 4816 through the first longitudinal pull rod 4815.
  • the trailer steering swing arm 4816 is fixedly connected with the first trailer wheel 4201, and the two first trailer steering swing arms 4816 are connected by the first tie rod 4817, so that the two first trailer wheels 4201 can be driven to move synchronously and deflected.
  • the second servo motor 4821 outputs the steering torque after receiving the steering input signal transmitted by the controller, and the steering torque output by the second servo motor 4821 is transmitted to the second power transmission through the second coupling 4823, the second power transmission
  • the output rotational torque drives the second power steering swing arm 4824 to swing, and the second power steering swing arm 4824 transmits the rotational torque to the second trailer steering swing arm 4826 through the second longitudinal pull rod 4825.
  • the trailer wheels 4401 are fixedly connected, and the two second trailer steering swing arms 4826 are connected through a second tie rod 4827, so that the two second trailer wheels 4401 can be driven to move synchronously and deflected.
  • this embodiment also includes a first mounting seat 4818, the first mounting seat 4818 is used for connecting the first vehicle body; the first servo motor 4811 and the first power steering gear 4812 are both arranged on the first mounting seat 4818 On seat 4818.
  • a first limit switch 4819 is disposed on the first mounting seat 4818 , and the first limit switch 4819 is disposed on the side of the first mounting seat 4818 facing the first longitudinal rod 4815 .
  • the first limit switch 4819 When the first longitudinal rod 4815 contacts the first limit switch 4819, the first limit switch 4819 generates a signal and feeds it back to the controller, and the controller will issue an instruction to stop the first power transmission from continuing to move in this direction.
  • This embodiment further includes a second mounting seat 4828, which is used for connecting the second vehicle body; the second servo motor 4821 and the second power steering gear 4822 are both disposed on the second mounting seat 4828.
  • a second limit switch 4829 is disposed on the second mounting seat 4828 , and the second limit switch 4829 is disposed on the side of the second mounting seat 4828 facing the second longitudinal rod 4825 .
  • the second limit switch 4829 When the second longitudinal rod 4825 contacts the second limit switch 4829, the second limit switch 4829 generates a signal and feeds it back to the controller, and the controller will issue an instruction to stop the second power transmission from continuing to move in this direction.
  • Figure 27 shows a schematic diagram of the installation structure of an air spring provided by an embodiment of the present application
  • Figure 28 shows a schematic structural diagram of an air spring provided by an embodiment of the present application
  • a partial cross-sectional view of a lifting assembly provided by an embodiment of the application. Please refer to Figure 27- Figure 29.
  • the trailer bogie 4 of this embodiment is connected to the first vehicle body and the second vehicle body through a secondary suspension device, and the secondary suspension device is provided at both ends of the first vehicle axle 42 and the second vehicle axle 44 .
  • the secondary suspension device of this embodiment includes an air spring 49 with a lifting function.
  • the air spring 49 is usually arranged below the vehicle body to provide vibration reduction for the vehicle body and slow down the vertical vibration of the vehicle body, so as to reduce the vibration of the vehicle body. Improve passenger comfort.
  • the air spring 49 includes a spring upper cover plate 491, an air bag 492, a flat rubber stack 495 and a lifting assembly; wherein the spring upper cover plate 491, the air bag 492 and the flat rubber stack 495 are arranged in order from top to bottom, and the spring upper cover plate 491 is located in the The top of the air spring 49, which is not only used for fixed connection with the vehicle body, but also can isolate the air bag 492 from the vehicle body, reducing the risk of damage to the air bag 492 caused by being directly connected to the bottom of the vehicle body.
  • the top of the airbag 492 is sealingly connected with the upper spring cover 491, the bottom of the airbag 492 is enclosed around the top of the flat rubber stack 495, and the airbag 492 is sealedly connected with the flat rubber stack 495, that is, the airbag 492, the spring upper cover 491 and the flat plate
  • the rubber stack 495 forms a sealed cavity, and air can be injected into the air bag 492 or released to adjust the elastic force of the air spring 49 .
  • the hoisting assembly is arranged in the sealed cavity and can be used as a hoisting device between the vehicle body and the frame.
  • the lifting assembly includes a limit stop cover 493 and a limit stop piece 494.
  • the bottom of the limit stop cover 493 is covered and fixed on the flat rubber pile 495, and the top of the limit stop cover 493 is connected to the spring upper cover. There is a gap between the 491 for the body to vibrate up and down during operation.
  • the limit stopper 494 includes a limit stop block 4941 and a limit stop connecting rod 4942, a through hole is provided on the top of the limit stop cover 493, and the through hole is in clearance fit with the limit stop connecting rod 4942; One end of the stop connecting rod 4942 is connected to the spring upper cover plate 491 through the through hole, and the other end of the limit stop connecting rod 4942 extends into the limit stop cover 493, and is connected with the limit stop cover 493.
  • the limit stop block 4941 is connected; if the limit stop connecting rod 4942 has a force to lift or lower it, the limit stop block 4941 can move up and down in the limit stop cover 493 .
  • the gap between the top of the limit stop cover 493 and the spring upper cover plate 491, and the gap between the top of the limit stop cover 493 and the limit stop block 4941 should be larger than that in the normal operation of the vehicle.
  • the gap between the limit stop 4941 and the flat rubber stack 495 must be larger than the gap between the top of the limit stop cover 493 and the spring upper cover 491, so that the air spring is in normal operation. Avoid contact of the limit stop 4941 with the flat rubber stack 495.
  • the limit stop block 4941 moves upward in the limit stop cover 493 , and the limit stop block 4941 can abut against the limit stop cover 493 to transmit the force to the limit stop cover 493, and then to the flat rubber pile 495 through the limit stop cover 493, so that the frame under the vehicle body can be hoisted together with the vehicle body.
  • the lifting assembly is arranged in a sealed cavity surrounded by the air bag 492, the spring upper cover 491 and the flat rubber stack 495, which not only makes the air spring 49 have a vibration damping function, but also utilizes the lifting and hoisting function.
  • the assembly connects the vehicle body with the flat rubber pile 495 in the air spring 49, and then connects the frame connected with the flat rubber pile 495 to the vehicle body, so that the hoisting device is arranged between the vehicle body and the frame, so that the The frame under the car body is hoisted along with the car body.
  • the air spring 49 provided in this embodiment further includes a limit stop mounting plate 496, and the limit stop mounting plate 496 may be a rectangular plate.
  • the limit stop mounting plate 496 is fixed on the side of the upper spring cover 491 facing the limit stop cover 493, the limit stop mounting plate 496 can be fixed on the spring upper cover 491 by bolts, and the limit stop is installed A gap is reserved between the plate 496 and the limit stop cover 493 to meet the needs of up and down vibration during the operation of the vehicle body.
  • the limit stop mounting plate 496 can be used to fix the limit stop connecting rod 4942, the limit stop mounting plate 496 is provided with threaded holes, and one end of the limit stop connecting rod 4942 extending out of the limit stop cover 493 is threadedly connected to the limit stop cover 493. In the above-mentioned threaded holes, the limit stop connecting rod 4942 is fixed to the limit stop mounting plate 496 .
  • the other end of the limit stop connecting rod 4942 extends into the limit stop cover 493 , and one end of the limit stop connecting rod 4942 located in the limit stop cover 493 is connected to the limit stop cover 493 .
  • the limit stop block 4941 in the stop cover 493 is connected.
  • the limit stop cover 493 includes a stop cover cover 4931, stop cover limit plates 4932 at both ends of the stop cover cover 4931, and stop cover mounting edges 4933; wherein, the bottom end of the stop cover cover 4931 is provided with There is an opening, the opening is arranged opposite to the flat rubber pile 495, and the end face of the opening is in contact with the surface of the flat rubber pile 495, so that when the limit stop block 4941 moves vertically in the limit stop cover 493, the limit stop The stopper 4941 can abut against the flat rubber stack 495 through the opening to limit the limit stopper 4941, thereby limiting the excessive vertical downward displacement of the vehicle body and improving the driving safety of the vehicle.
  • a stop cover mounting edge 4933 is provided along the circumference of the bottom end opening of the stop cover cover 4931, and the stop cover mounting edge 4933 is located outside the stop cover cover 4931; the stop cover mounting edge 4933 is used to attach the stop cover
  • the cover body 4931 is fixed on the flat rubber stack 495 .
  • the stop cover mounting edge 4933 can be formed by folding the bottom end of the stop cover cover body 4931 to the outside.
  • the stop cover mounting edge 4933 is provided with bolts and is fixed on the flat rubber stack 495 by bolts, so that the flat plate The rubber stack 495 is fitted and secured together with the stop cover mounting edge 4933.
  • the top of the stopper cover body 4931 is provided with a stopper cover limit plate 4932.
  • the stopper cover stopper plate 4932 can be seen from the bottom of the stopper cover body 4931, that is, the stopper cover body 4931 and the stopper cover limit plate.
  • 4932 is a one-piece structure; alternatively, the top of the stopper cover body 4931 is provided with an opening, and a stopper cover limit plate 4932 that blocks the opening is provided;
  • the cover body 4931 adopts an integrated structure to enhance the connection strength between the stop cover cover body 4931 and the stop cover limit plate 4932 .
  • the stop cover limit plate 4932 is provided with a through hole for the limit stop connecting rod 4942 to pass through. Matching, so that the limit stop connecting rod 4942 is inserted into the through hole and can slide vertically.
  • the limit stop block 4941 is arranged in the stop cover cover 4931, and the limit stop block 4941 is fixedly connected with one end of the limit stop connecting rod 4942.
  • the limit stop block 4941 and the limit stop connecting rod 4942 can be an integral structure, so as to improve the connection strength between the limit stop connecting rod 4942 and the limit stop block 4941; During the lifting process, the limit stop connecting rod 4942 is separated from the limit stop block 4941, which affects the reliability during the lifting process.
  • a first slope is provided at the connection between the stop cover limit plate 4932 and the stop cover cover 4931, and the first slope is located inside the limit stop cover 493, that is, the first slope can be Considered as a part of the inner surface of the limit stop cover 493 .
  • the side of the limit stop block 4941 facing the stop cover limit plate 4932 is provided with a second inclined surface, and the second inclined surface is arranged in cooperation with the first inclined surface.
  • the air spring 49 provided in this embodiment further includes a lower spring cover 497 , and the lower spring cover 497 is located on the side of the flat rubber stack 495 away from the airbag 492 , the under-spring cover 497 can be bolted to the frame to mount the air spring 49 on the frame.
  • the air spring 49 includes an upper spring cover 491, an air bag 492, a flat rubber stack 495 and a lower spring cover 497 arranged in sequence.
  • the plate 497 forms an integral structure, which can enhance the structural strength of the air spring 49 and the airtightness of the air bag 492 ; at the same time, the installation efficiency of the air spring 49 is also improved.
  • the under-spring cover plate 497 is also provided with a positioning pin, the positioning pin is located on the side of the under-spring cover plate 497 away from the flat rubber stack 495, and the positioning pin can form an integral structure with the under-spring cover plate 497 to strengthen the under-spring cover plate 497.
  • the frame is provided with insertion holes matched with the positioning pins. After the positioning pins are inserted into the insertion holes of the frame, the lower spring cover plate 497 can fit with the upper surface of the frame and be fastened together by bolts. This arrangement can improve the positioning accuracy between the air spring 49 and the frame, and ensure that the force of the air spring 49 can act on the frame vertically, so that the vibration reduction effect of the air spring 49 is achieved.

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Abstract

一种动车转向架（3）及胶轮列车，动车转向架包括构架、第一动车轮对（351）、第二动车轮对（352）和动车转向驱动装置（34），构架包括相对设置的两个侧梁（31）以及连接两个侧梁（31）的横梁（32）；第一动车轮对（351）包括第一车轴和设置在第一车轴两端的第一动车车轮（3511）和第二动车车轮（3512）；第二动车轮对（352）包括第二车轴和设置在第二车轴两端的第三动车车轮（3521）和第四动车车轮（3522）；动车转向驱动装置（34）包括驱动部和传动部，驱动部用于提供转向动力；传动部连接驱动部、第一动车轮对（351）和第二动车轮对（352），传动部用于将驱动部提供的转向动力传递至第一动车轮对（351）和第二动车轮对（352）。动车转向架（3）可以通过一套动车转向驱动装置（34）同时控制两个动车轮对的转向，保证与动车转向架（3）相连接的动车车体转向的灵活性。

Description

动车转向架及胶轮列车 技术领域
本申请涉及车辆制造技术，尤其涉及一种动车转向架及胶轮列车。
背景技术
随着城市交通建设的发展，铰接式列车(如传统低地板有轨电车、传统无轨电车、城市BRT列车等)逐渐被投入使用，以缓解道路交通压力。铰接式列车是用铰链装置连接在一起的两节或多节车厢组成的轮式列车，铰接式列车靠各车厢之间的铰链装置的引导而改变前进方向。
在铰接式列车中，转向系统用于操纵列车的行驶方向，转向系统应能根据需要保持列车稳定地行驶，并能根据要求灵活地改变行驶方向。但是，由于铰接式列车一般由两节或多节车厢组成，列车整体长度大，因此存在转弯半径过大的问题，导致在城市路面行驶和转向不灵活，极大地限制了铰接式列车的推广使用。
发明内容
本申请实施例中提供了一种动车转向架及胶轮列车，本申请实施例的动车转向架可以通过一套动车转向驱动装置同时控制两个动车轮对的转向，保证与动车转向架相连接的动车车体转向的灵活性。
根据本申请实施例的第一个方面，提供了一种动车转向架，包括：
构架，所述构架包括相对设置的两个侧梁以及连接两个所述侧梁的横梁；
第一动车轮对，所述第一动车轮对包括第一车轴和设置在所述第一车轴两端的第一动车车轮和第二动车车轮，所述第一车轴连接两个所述侧梁的第一端；
第二动车轮对，所述第二动车轮对包括第二车轴和设置在所述第二车轴两端的第三动车车轮和第四动车车轮，所述第二车轴连接两个所述侧梁的第二端；
动车转向驱动装置，所述动车转向驱动装置包括驱动部和传动部，所述驱动部用于提供转向动力；所述传动部连接所述驱动部、第一动车轮对和第二动车轮对，所述传动部用于将所述驱动部提供的转向动力传递至所述第一动车轮对和第二动车轮对。
根据本申请实施例的第二个方面，提供了一种胶轮列车，包括：
第一车体；
第二车体，与所述第一车体相对设置，所述第一车体背离所述第二车体的一侧设有如上所述的动车转向架，所述第一车体和第二车体之间通过拖车转向架连接。
本申请实施例提供的动车转向架及胶轮列车，动车转向架包括构架、第一动车轮对、第二动车轮对和动车转向驱动装置，构架包括相对设置的两个侧梁以及连接两个侧梁的横梁；第一动车轮对包括第一车轴和设置在第一车轴两端的第一动车车轮和第二动车车轮，第一车轴连接两个侧梁的第一端；第二动车轮对包括第二车轴和设置在第二车轴两端的第三动车车轮和第四动车车轮，第二车轴连接两个侧梁的第二端；动车转向驱动装置包括驱动部和传动部，驱动部用于提供转向动力；传动部连接驱动部、第一动车轮对和第二动车轮对，传动部用于将驱动部提供的转向动力传递至第一动车轮对和第二动车轮对。本申请实施例的动车转向架可以通过一套动车转向驱动装置同时控制两个动车轮对的转向，保证与动车转向架相连接的动车车体转向的灵活性。
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中示出的是本申请一实施例提供的动车转向架的结构示意图；
图2中示出的是本申请一实施例提供的动车牵引装置与构架的连接结构示意图；
图3中示出的是本申请一实施例提供的牵引中心销与构架的连接结构示意图；
图4中示出的是图3的俯视图；
图5中示出的是图3的侧视图；
图6中示出的是本申请一实施例提供的动车转向驱动装置与构架的连接结构示意图；
图7中示出的是图6在另一个视角下的结构简图；
图8中示出的是本申请一实施例提供的动车牵引驱动装置的结构示意图；
图9中示出的是本申请一实施例提供的传动轴的结构示意图；
图10中示出的是本申请一实施例提供的牵引电机与车体的连接结构示意图；
图11中示出的是本申请一实施例提供的拖车转向架的结构简图；
图12中示出的是本申请一实施例提供的拖车转向架的俯视结构简图(图中省略了第一转向驱动装置和第二转向驱动装置)；
图13中示出的是本申请一实施例提供的第一车体和第二车体的连接结构简图；
图14是图13的爆炸视图；
图15中示出的是本申请一实施方式提供的回转轴承与第一架体和第二架体的连接结构剖视图；
图16中示出的是本申请另一实施方式提供的回转轴承与第一架体和第二架体的连接结构剖视图；
图17是本申请一实施例提供的回转支撑盖板在第一状态下的结构简图；
图18是本申请一实施例提供的回转支撑盖板在第二状态下的结构简图；
图19中示出的是本申请一实施例提供的拖车转向架与车体的连接结构简图；
图20中示出的是本申请一实施例提供的拖车牵引装置的结构简图；
图21中示出的是本申请一实施例提供的第一牵引杆的主视结构简图；
图22中示出的是本申请一实施例提供的第一牵引杆的局部结构简图；
图23中示出的是本申请一实施例提供的第一牵引杆的俯视结构简图；
图24中示出的是本申请一实施例提供的第一架体和第二架体在第一状态下的结构简图；
图25中示出的是本申请一实施例提供的第一架体和第二架体在第二状态下的结构简图；
图26中示出的是本申请一实施例提供的转向驱动装置的结构简图；
图27中示出的是本申请一实施例提供的空气弹簧安装结构简图；
图28中示出的是本申请一实施例提供的空气弹簧的结构简图；
图29中示出的是本申请一实施例提供的提吊组件的局部剖视图。
附图标记：
1153-第一车体牵引杆座；1154-第二车体牵引杆座；
3-动车转向架；
31-侧梁；
32-横梁；321-纵向止挡承载板；
33-动车牵引装置；331-牵引中心销；3311-牵引销安装板；3312-阶梯轴；3313-牵引销限位耳；33131-减振器安装槽；33132-限位平面；332-牵引模组；333-纵向止挡件；334横向止挡件；3341-横向止挡安装座；3342-横向止挡块335中心销连接件；336-牵引销安装座。
34-动车转向驱动装置；342-动力转向器；343-动力转向摆臂；3441-动力转向拉杆；3442-第一传动杆；3443-第二传动杆；3444-第三传动杆；3451-第一轮胎转向摆臂；3452-第二轮胎转向摆臂；3453-第三轮胎转向摆臂；3454-第四轮胎转向摆臂；346-限位开关；347-第一驱动桥；348-第二驱动桥；349-助力缸；
351-第一动车轮对；3511-第一动车车轮；3512-第二动车车轮；3513-限位止挡；352-第二动车轮对；3521-第三动车车轮；3514-第四动车车轮；
36-二系悬挂装置；
37-动车牵引驱动装置；371-牵引电机；372-驱动桥；373-传动轴；3731-第一传动部；3732-第二传动部；3733-第三传动部；374-牵引电机安装座；375-牵引电机支撑座；
38-横向减振器；
4-拖车转向架；
41-第一架体；411-第一架体铰接部；412-第一架体连接部；413-第一缓冲座安装臂；
42-第一车桥；4201-第一拖车车轮；
43-第二架体；431-第二架体铰接部，432-第二架体连接部；433-第二缓冲座安装臂；
44-第二车桥；441-第一车桥牵引杆座；442-第二车桥牵引杆座；4401-第二拖车车轮；
45-回转支撑装置；451-回转轴承；4511-第一转体；4512-第二转体；452-回转支撑盖板；4521-贯通道限位凸台；4522-退卸螺纹孔；4523-弹性销安装孔；4524-盖板紧固件安装孔；453-防水垫；454-弹性销；455-密封堵头；456-盖板紧固件；
46-拖车牵引装置；
461-第一牵引组件；4611-第一牵引杆；4612-第一牵引杆节点；4613-高度阀杆安装座；462-第二牵引组件；4621-第二牵引杆；4622-第二牵引杆节点；
47-架体缓冲装置；471-第一缓冲块安装座；472-第一缓冲块；473-第二缓冲块安装座；474-第二缓冲块；
481-第一转向驱动装置；4811-第一伺服电机；4812-第一动力转向器；4813-第一联轴节；4814-第一动 力转向摆臂；4815-第一纵拉杆；4816-第一拖车转向摆臂；48161-第一拖车子摆臂；48162-第二拖车子摆臂；4817-第一横拉杆；4818-第一安装座；4819-第一限位开关；
482-第二转向驱动装置；4821-第二伺服电机；4822-第二动力转向器；4823-第二联轴节；4824-第二动力转向摆臂；4825-第二纵拉杆；4826-第二拖车转向摆臂；48261-第三拖车子摆臂；48262-第四拖车子摆臂；4827-第二横拉杆；4828-第二安装座；4829-第二限位开关；
49-空气弹簧；491-弹簧上盖板；492-气囊；493-限位止挡罩；4931-止挡罩罩体；4932-止挡罩限位板；4933-止挡罩安装边；494-限位止挡件；4941-限位止挡块；4942-限位止挡连接杆；495-平板橡胶堆；496-限位止挡安装板；497-弹簧下盖板。
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
图1中示出的是本申请一实施例提供的动车转向架的结构示意图；图2中示出的是本申请一实施例提供的动车牵引装置与构架的连接结构示意图；请参照图1-图2。
本实施例提供一种动车转向架3，其包括构架、牵引中心销331及动车牵引装置33；其中，构架为动车牵引装置33及牵引中心销331的安装基础，构架包括两个侧梁31和两个横梁32，两个侧梁31沿车体的长度方向延伸，两个侧梁31平行且相对设置，并分别位于构架的边缘。两个横梁32沿车体的宽度方向延伸，两个横梁32可平行且相对地设置在两个侧梁31之间，且每个横梁32的两端分别与侧梁31固定连接。本实施例的动车转向架3还包括第一动车轮对351和第二动车轮对352，第一动车轮对351包括第一车轴和设置在第一车轴两端的第一动车车轮3511和第二动车车轮3512，第一车轴连接两个侧梁31的第一端；第二动车轮对352包括第二车轴和设置在第二车轴两端的第三动车车轮3521和第四动车车轮3522，第二车轴连接两个侧梁31的第二端。
本实施例在两个横梁32之间形成动车牵引装置33的插装空间，即动车牵引装置33安装在两个横梁32上，可将牵引模组332产生的牵引力通过横梁32传递至构架。动车牵引装置33与侧梁31上的二系悬挂装置36共同连接上方的动车车体。
具体地，动车牵引装置33包括牵引模组332和牵引中心销331，牵引模组332用于固定牵引中心销331，可将牵引中心销331上的牵引力传输至横梁32上，并使车辆前进或者后退。示例性地，牵引模组332朝向横梁32的两侧分别设置有纵向止挡件333，牵引模组332通过纵向止挡件333固定安装在横梁32上。牵引模组332中间区域设置有用于安装牵引中心销331的插接孔，牵引中心销331的顶部与车体部分连接，即牵引中心销331连接车体与牵引模组332，牵引模组332与横梁32固定连接。
牵引中心销331包括牵引销主体，牵引销主体的顶部朝向车体的一侧设置有中心销连接件335，牵引中心销331通过中心销连接件335与车体连接。牵引销主体与牵引模组332的插接孔配合，牵引销主体可插装在牵引模组332的插接孔内，以实现将作用在牵引中心销331的牵引力传输至横梁32。
每个牵引中心销331可设置有两个牵引销限位耳3313，两个牵引销限位耳3313分别位于牵引销主体的两侧，牵引销限位耳3313位于牵引销主体朝向横梁32的一侧。沿横梁32的长度方向，横梁32的中间区域设置有两个横向止挡件334，两个横向止挡件334间隔且相对设置在横梁32上，以在两个横向止挡件334之间形成牵引销限位耳3313的限位空间，以使牵引销限位耳3313远离牵引销主体的一端边缘限制在限位空间内，当牵引中心销331处于自由状态时，牵引销限位耳3313距离其两侧的横向止挡件334具有活动间隙。当牵引中心销331在传递牵引力时，两个横向止挡件334可限制牵引中心销331的横向位移，同时，牵引中心销331可相对动车转向架3转动。
本实施例提供的动车转向架3，牵引中心销331固定在牵引模组332上，牵引模组332通过纵向止挡件333固定在两个横梁32之间，并将牵引中心销331的牵引力传输至横梁32上，使车辆前进或后退；同时，牵引中心销331的牵引限位耳边缘嵌设在两个横向止挡件334之间，并具有活动间隙；牵引中心销331可在一定的转动范围内相对动车转向架3转动，进而可提升车辆的曲线通过性。
再者，本实施例提供的牵引模组332具有一定刚度的非刚性组件，用于在牵引中心销331及车辆之间传递牵引力及制动力等；牵引模组332具有较大的接触面，且弹性元件无间隙，力传递过程中无突变，受力更加均匀，牵引模组332组装时带有预压力，在牵引及制动过程中受力变化小。
在上述实施例的基础上，牵引销主体包括牵引销安装板3311和阶梯轴3312；其中，牵引销安装板3311位于牵引销主体的顶部，且牵引销安装板3311一侧与车体固定连接，上述与车体连接的牵引销连接件位 于牵引销安装板3311朝向车体的一侧。
阶梯轴3312及两个牵引销限位耳3313分别位于牵引销安装板3311背离车体的一侧，即阶梯轴3312及牵引销限位耳3313分别位于牵引销安装板3311的下方。阶梯轴3312包括大径段和小径段，阶梯轴3312通过其大径段固定在牵引销安装板3311上，大径段及小径段均插接在牵引模组332内；两个牵引限位耳分别位于阶梯轴3312的两侧，且两个牵引限位耳关于阶梯轴3312对称布置，每个牵引限位耳的一侧固定在阶梯轴3312的大径段上；同时，牵引限位耳朝向牵引销安装板3311的一侧固定在牵引销安装板3311上。可理解的是，牵引销安装板3311、阶梯轴3312及两个牵引限位耳可以是一体结构，以增强牵引中心销331的结构强度。
牵引模组332的中心处设置有供阶梯轴3312插装的插接孔，牵引模组332的底部设置有牵引销安装座336，牵引销安装座336包括封堵板和设置在封堵板上的定位柱，封堵板可通过螺栓固定在牵引模组332的底部，并且封堵板密封插接孔。待封堵板固定在牵引模组332的底部后，设置在封堵板上的定位柱可伸入至上述插接孔内；牵引中心销331设置有与定位柱配合的定位孔，定位孔可位于阶梯轴3312的小径段上，定位孔与定位柱间隙配合，以对牵引中心销331进行定位，从而将牵引中心销331插接至定位柱上。
可理解的是，上述牵引中心销331的阶梯轴3312与牵引模组332的插接孔间隙配合，且阶梯轴3312的侧面与插接孔的孔壁贴合；两者可采用锥面密贴配合方式贴合在一起。如此设置，牵引模组332与牵引中心销331密贴连接后，牵引模组332可随牵引中心销331移动，并一直保持稳定连接状态，保证受力良好传递。
在上述实施例的基础上，为便于将牵引模组332固定在两个横梁32之间，牵引模组332朝向横梁32的两侧分别设置有纵向止挡件333，各横梁32朝向牵引模组332的一侧设置有纵向止挡承载板321；纵向止挡承载板321与纵向止挡件333配合设置，且两者固定连接，可将牵引模组332上的牵引力通过纵向止挡件333传输至纵向止挡承载板321，再由纵向止挡承载板321传输至横梁32。如此设置，增大了牵引模组332与横梁32的连接面积，可使牵引模组332上的牵引力稳定地传输至横梁32。
进一步的，本实施例在牵引模组332的一侧分别设置有两个纵向止挡件333，且两个纵向止挡件333对称设置在牵引模组332上，两个纵向止挡件333之间形成避位空间，两个横向止挡件334可位于避位空间内。相应的，横梁32朝向牵引模组332的一侧设置有两个纵向止挡承载板321，且两个纵向止挡承载板321对称布置在横梁32上；两个横向止挡件334位于两个纵向止挡承载板321之间，方便纵向止挡件333与纵向止挡承载板321的连接固定，同时也便于将牵引中心销331限制在两个横向止挡件334之间。
图3中示出的是本申请一实施例提供的牵引中心销与构架的连接结构示意图；图4中示出的是图3的俯视图；请参照图3-图4。本实施例提供的横向止挡件334包括横向止挡安装座3341和横向止挡块3342，横向止挡安装座3341固定在横梁32上，横向止挡块3342固定在横向止挡安装座3341的顶端。位于同一横梁32上的两个横向止挡件334上的横向止挡块3342相对设置，且两个横向止挡块3342之间具有一定间隙。待牵引中心销331插装在牵引模组332时，牵引中心销331的牵引销限位耳3313嵌设在两个横向止挡块3342之间，即两个横向止挡块3342分别夹设在牵引销限位耳3313的两侧。
图5中示出的是图3的侧视图；请继续参照图5。为提升横向止挡块3342与牵引销限位耳3313的抵接效果，牵引销限位耳3313朝向横向止挡块3342的一侧设置有限位平面33132。当然，横向止挡块3342朝向牵引销限位耳3313的一侧同样设置有抵接平面。当横向止挡件334与牵引销限位耳3313抵接时，横向止挡块3342和限位块可通过限位平面33132、抵接平面贴合在一起，增大横向止挡块3342与牵引销限位耳3313接触面积，从而提升牵引中心销331与横向止挡件334的抵接效果。
请继续参照图1，本实施例提供的动车转向架3还包括横向减振器38，横向减振器38的一端与侧梁31连接，另一端与牵引销限位耳3313连接，横向减振器38对可降低牵引中心销331的横向振动幅度。可理解的是，横向减振器38可倾斜设置在牵引销限位耳3313与侧梁31之间，横向减振器38沿牵引销限位耳3313至侧梁31的方向，逐渐向外侧倾斜，以提升横向减振器38的横向减振效果。
继续参阅图5并结合图1，为便于将牵引中心销331连接至横向减振器38，本实施例中牵引销限位耳3313嵌设在两个横向止挡件334后，部分牵引销限位耳3313可凸伸至横向止挡件334的外侧，以便于将牵引销限位耳3313与横向减振器38连接在一起。具体地，本实施例在凸出于横向止挡件334的部分牵引销限位耳3313处设置有减振器安装槽33131，横向减振器38的一端穿过安装槽，横向减振器38的杆部嵌设在减振器安装槽33131内，当横向减振器38的端部穿过减振器安装槽33131后，横向减振器38的端部抵接在牵引销限位耳3313的侧面上，从而将横向减振器38与牵引中心销331连接在一起。
图6中示出的是本申请一实施例提供的动车转向驱动装置与构架的连接结构示意图；图7中示出的是图6在另一个视角下的结构简图；本实施例提供一种动车转向架；请参照图6-图7。
本实施例的动车转向架3还包括动车转向驱动装置34，动车转向驱动装置34用于控制动车转向架3的转向，其中，动车转向驱动装置34包括驱动部和传动部，驱动部用于提供转向动力；传动部连接驱动部、第一动车轮对351和第二动车轮对352，传动部用于将驱动部提供的转向动力传递至第一动车轮对351 和第二动车轮对352。
本实施例的动车转向架的中动车转向驱动装置34可以将转向动力同时传递至第一动车轮对351和第二动车轮对352，从而能够过一套动车转向驱动装置34同时控制第一动车轮对351和第二动车轮对352的转向，保证与动车转向架相连接的车体转向的灵活性。
请继续参照图6，本实施例的驱动部包括驱动电机(图中未示出)和动力转向器342，驱动电机与控制器通信连接，驱动电机用于输出转向力；动力转向器342的输出端连接传动部，动力转向器342用于改变驱动电机所输出的转向力的方向以向传动部提供转向动力。
传动部包括动力转向摆臂343、动力转向拉杆3441、第一轮胎转向摆臂3451、第二轮胎转向摆臂3452、第三轮胎转向摆臂3453和第四轮胎转向摆臂3454。
其中，动力转向摆臂343的第一端连接动力转向器342的输出端，以接收动力转向器342输出的转向动力。
动力转向拉杆3441的第一端连接动力转向摆臂343的第二端，用于将转向动力传递至第一动车车轮3511。
第一轮胎转向摆臂3451与第一动车车轮3511固定连接，可选的，第一轮胎转向摆臂3451可以固定在第一动车车轮3511的轮毂上，从而带动第一动车车轮3511转动。第一轮胎转向摆臂3451包括两个第一子摆臂，两个第一子摆臂之间形成有第一夹角，动力转向拉杆3441的第二端连接其中一个第一子摆臂，以接收动力转向拉杆3441传递的转向动力。
第二轮胎转向摆臂3452与第二动车车轮3512固定连接，可选的，第二轮胎转向摆臂3452可以固定在第二动车车轮3512的轮毂上，从而带动第二动车车轮3512转动。第二轮胎转向摆臂3452包括两个第二子摆臂，两个第二子摆臂之间形成有第二夹角，第一轮胎转向摆臂3451中的另一个第一子摆臂通过第一传动杆3442连接其中一个第二子摆臂，以将转向动力传递至第二动车车轮3512。
第三轮胎转向摆臂3453与第三动车车轮3521固定连接，可选的，第三轮胎转向摆臂3453可以固定在第三动车车轮3521的轮毂上，从而带动第三动车车轮3521转动。第三轮胎转向摆臂3453包括两个第三子摆臂，两个第三子摆臂之间形成有第三夹角，第二轮胎转向摆臂3452中的另一个第二子摆臂通过第二传动杆3443连接其中一个第三子摆臂，以将转向动力传递至第三动车车轮3521。
第四轮胎转向摆臂3454与第四动车车轮3522固定连接，可选的，第四轮胎转向摆臂3454可以固定在第四动车车轮3522的轮毂上，从而带动第四动车车轮3522转动。第四轮胎转向摆臂3454包括两个第四子摆臂，两个第四子摆臂之间形成有第四夹角，第三轮胎转向摆臂3453中的另一个第三子摆臂通过第三传动杆3444连接其中一个第四子摆臂，以将转向动力传递至第四动车车轮3522。
通过上述设置，本实施例实现了采用一套动车转向驱动装置34同时控制第一动车轮对351和第二动车轮对352的转向，从而保证与动车转向架相连接的车体各处转向的同步性。
可选地，请继续参照图6，本实施例中第一夹角的大小、第二夹角的大小、第三夹角的大小和第四夹角的大小彼此相同或不同，从而满足通过曲线时各车轮偏转角度不同的需要。
进一步地，本实施例中动力转向拉杆3441的长度、第一传动杆3442的长度、第二传动杆3443的长度和第三传动杆3444的长度彼此相同或不同，具体的长度可根据传动需要进行设置。
可选地，请继续参照图6，本实施例的动力转向器342上还设有限位开关346，限位开关346设置在动力转向器342朝向动力转向摆臂343的一侧，限位开关346与控制器通信连接。当动力转向摆臂343接触限位开关346时，限位开关346产生信号并反馈车辆控制器，控制器将发出指令停止动车转向架继续向该方向动作。
此外，本实施例中，第一车轴的外侧还套设有第一驱动桥347，第一驱动桥347连接两个侧梁31的第一端；第二车轴的外侧还套设有第二驱动桥348，第二驱动桥348连接两个侧梁31的第二端。第一驱动桥347通过构架与第二驱动桥348相连，采用固定连接的方式可以保证第一驱动桥347与第二驱动桥348的相对位置不变，从而保证转向偏转过程中，偏转机构的施加基础不变。
进一步地，请继续参照图6，第一车轴的两端分别设有限位止挡3513，限位止挡3513用于限制第一动车车轮3511的偏转角度。限位止挡3513作为物理限位其限位角度可以预先调节，是车轮偏转的最大角度。
可选地，第二驱动桥348的中部设有助力缸349，助力缸349连接第四轮胎转向摆臂3454的另一个第四子摆臂，助力缸349起增强、补充转向力作用。
图8中示出的是本申请一实施例提供的动车牵引驱动装置的结构示意图；图9中示出的是本申请一实施例提供的传动轴的结构示意图；请参照图8-图9。
本实施例的动车转向架3还包括动车牵引驱动装置37，动车牵引驱动装置37用于驱动动车转向器3沿直线行走。
动车牵引驱动装置37包括牵引电机371、驱动桥372和传动轴373。其中，牵引电机371的输出轴用于输出牵引力；驱动桥372的输入端连接牵引电机371的输出轴，驱动桥372可以为上述第一驱动桥347或第二驱动桥348，驱动桥372的输出端连接车轮，以带动车轮转动使得动车转向架3向前行驶。传动轴373的两端分别与牵引电机371的输出端和驱动桥372的输入端固定连接，传动轴373包括第一传动部3731、第二传动部3732和第三传动部3733，第一传动部3731的第一端与牵引电机371的输出轴固定连接，第一传动部3731的第二端与第二传动部3732的第一端铰接，第二传动部3732的第二端与第三传动部3733的第一端铰接，第三传动部3733的第二端与驱动桥372的输入端固定连接。
本实施例中传动轴373的两端分别与牵引电机371的输出端和驱动桥372的输入端固定连接，从而保证了传动轴373能够正常的将牵引电机371的牵引力传递至驱动桥372；此外，传动轴373自身包括相互铰接的第一传动部3731、第二传动部3732和第三传动部3733，这样设置使得相邻的两个传动部之间可以产生相对移动，从而在电机与驱动桥372之间因为各种工况产生高度差时，传动轴373能明显适应这种高度差并正常传递扭矩，牵引效果较好。
可选地，请继续参照图8-图9，本实施例中第一传动部3731的第二端设有第一铰接座，第二传动部3732的第一端设有第一铰接孔，第一铰接孔的轴向垂直于第二传动部3732的延伸方向，第一球轴承连接第一铰接孔和第一铰接座，以将第一传动部3731的第二端与第二传动部3732的第一端铰接。本实施例在第一铰接座内设有橡胶节点，从而可以根据第二传动部3732的转动产生一定的形变以降低转动时的冲击力。
第二传动部3732的第二端设有第二铰接座，第三传动部3733的第一端设有第二铰接孔，第二铰接孔的轴向垂直于第二传动部3732的延伸方向，第二球轴承连接第二铰接孔和第二铰接座，以将第二传动部3732的第二端与第三传动部3733的第一端铰接。本实施例在第二铰接座内设有橡胶节点，从而可以根据第二传动部3732的转动产生一定的形变以降低转动时的冲击力。
进一步地，本实施例中第一传动部3731的第一端设有第一固定座，第一固定座上设有多个第一固定孔；牵引电机371的输出轴上设有第一连接座，第一连接座上设有多个与第一固定孔相适配的第一连接孔，第一紧固件穿过第一固定孔和第一连接孔后将第一传动部3731的第一端与牵引电机371的输出轴固定连接。
第三传动部3733的第二端设有第二固定座，第二固定座上设有多个第二固定孔；驱动桥372的输入端上设有第二连接座，第二连接座上设有多个与第二固定孔相适配的第二连接孔，第二紧固件穿过第二固定孔和第二连接孔后将第三传动部3733的第二端与牵引电机371的输出轴固定连接。
可选地，上述第一紧固件和第二紧固件均包括螺栓和螺母，螺栓穿过连接孔和固定孔后利用螺母连接固定。
图10中示出的是本申请一实施例提供的牵引电机与车体的连接结构示意图。请参照图10，在本实施例中牵引电机371固定设置在胶轮列车的车体上，具体的，牵引电机371上设有牵引电机安装座374，牵引电机安装座374用于连接胶轮列车的车体。
可选地，牵引电机371上设有两个牵引电机安装座374，两个牵引电机安装座374对称设置在牵引电机371的两侧；两个牵引电机安装座374分别通过两个牵引电机支撑座375连接车体。
牵引电机支撑座375包括第一支撑板和第二支撑板，第一支撑板垂直连接在第二支撑板的一端，第一支撑板与牵引电机安装座374固定连接，具体连接固定方式可选用螺栓连接、焊接等；第二支撑板与车体固定连接，具体连接固定方式可选用螺栓连接、焊接等。
实施例二
本实施例提供一种胶轮列车，包括相对设置的第一车体和第二车体，第一车体背离第二车体的一侧设有如上实施例一所述的动车转向架，第一车体和第二车体之间通过拖车转向架连接。明显的，本实施例中，第一车体为动车车体，第二车体可以为中间车车体或动车车体。
本实施例的胶轮列车由于设置有上述实施例一所述的动车转向架，因此能够过一套动车转向驱动装置同时控制第一动车轮对和第二动车轮对的转向，保证与动车转向架相连接的车体转向的灵活性。
进一步地，图11中示出的是本申请一实施例提供的拖车转向架的结构简图；请参照图11。本实施例的拖车转向架4安装在相邻的两个第一车体和第二车体的下方，不仅用于承载第一车体和第二车体，而且还用于在第一车体和第二车体之间传递牵引力。
具体的，拖车转向架4包括第一架体41和第二架体43；其中，第一架体41用于连接第一车体，第二架体43用于连接第二车体。
第一架体41的第一端用于与第二架体43铰接；第一架体41的第二端设有第一车桥42，第一车桥42的延伸方向与第一架体41的延伸方向互相垂直，第一车桥42的两端连接有第一拖车车轮4201。
第二架体43的第一端用于与第一架体41铰接；第二架体43的第二端设有第二车桥44，第二车桥44的延伸方向与第二架体43的延伸方向互相垂直，第二车桥44的两端连接有第二拖车车轮4401。
图12中示出的是本申请一实施例提供的拖车转向架的俯视结构简图(图中省略了第一转向驱动装置和第二转向驱动装置)；图13中示出的是本申请一实施例提供的第一车体和第二车体的连接结构简图；图14是图13的爆炸视图；图15中示出的是本申请一实施方式提供的回转轴承与第一架体和第二架体的连接结构剖视图；图16中示出的是本申请另一实施方式提供的回转轴承与第一架体和第二架体的连接结构剖视图；请参照图12-图16。
进一步的，本实施例中第一架体41的第一端和第二架体43的第一端通过回转支撑装置45实现铰接连接。
回转支撑装置45包括回转轴承451，回转轴承451包括相互转动配合的第一转体4511和第二转体4512，两者的转动轴线垂直于地面；其中，第一转体4511可与第一架体41连接在一起，第二转体4512可与第二架体43连接在一起，即第一架体41和第二架体43通过上述回转轴承451转动连接。
具体地，第一架体41与第一转体4511通过紧固件固定连接，第一架体41的第一端设置有第一台阶孔，第一台阶孔包括第一孔径段和第二孔径段，第一孔径段的孔径大于第二孔径段的孔径，以在第一孔径段和第二孔径段的过渡连接处形成第一台阶面，第一孔径段可靠近第一转体4511设置，以使第一转体4511安装在第一台阶面的下方。
同样的，第二架体43与第二转体4512通过紧固件固定连接，第二架体43的第一端设置有第二台阶孔，第二台阶孔包括第三孔径段和第四孔径段，第三孔径段的孔径大于第四孔径段的孔径，以在第三孔径段与第四孔径段的过渡连接处形成第二台阶面；第三孔径段可靠近第二转体4512设置，以使第二转体4512固定在第二台阶面的上方。
如图15所示，在一种可能的实施方式中，本实施例中第一转体4511和第二转体4512上、下设置，且第一转体4511和第二转体4512的转动轴线垂直于地面，或垂直于第一台阶面、第二台阶面；第一转体4511包括第一安装面以及凸出于第一安装面的碗形球面结构，碗形球面结构的上底面固定在第一安装面上，碗形球面结构的下底面朝向第二转体4512；第二转体4512包括第二安装面和第二球形孔，第二球形孔与碗形球面结构配合，且第二球形孔朝向第一转体4511。
第二转体4512的第二安装面与第二台阶面贴合，第二安装面和第二台阶面通过螺栓连接，并且第二转体4512嵌设在第二架体43内；第一转体4511的第一安装面与第一台阶面贴合，第一安装面和第一台阶面通过螺栓连接，部分碗形球面结构插接在第二球形孔内，碗形球面结构的侧面与第二球形孔的孔壁贴合，第一架体41和第二架体43之间在垂向具有一定间隙，可使碗形球面结构在第二球形孔内侧向偏置；即第一转体4511和第二转体4512不仅可围绕转动轴线旋转，而且可侧向偏转。
如图16所示，在另一种可能的实施方式中，第一转体4511和第二转体4512上下设置，第一转体4511具有第一安装面，第一安装面与第一台阶面贴合并固定；第二转体4512具有第二安装面，第二安装面与第二台阶面贴合并固定；其中，第二转体4512设置有碗形球面结构，第一转体4511设置有与碗形球面结构相配合的第一球形孔，且碗形球面结构的侧面与第一球形孔的侧壁贴合，第一架体41和第二架体43之间在垂向具有一定间隙，可使碗形球面结构在第一球形孔内侧向偏置，即第一转体4511和第二转体4512不仅可围绕转动轴线旋转，而且可侧向偏转。
本实施例中第一转体4511和第二转体4512上、下设置，且第一转体4511和第二转体4512的转动轴线垂直于地面，或垂直于第一台阶面、第二台阶面；第二转体4512的第二安装面与第二台阶面贴合，第二安装面和第二台阶面通过螺栓连接，并且第二转体4512嵌设在第二架体43内；第一转体4511的第一安装面与第一台阶面贴合，第一安装面和第一台阶面通过螺栓连接，且第一架体41和第二架体43之间具 有一定浮动间隙，以使在第一转体4511和第二转体4512围绕转动轴线转动过程中，具有一定侧向偏转能力，可提升车辆曲线通过性及适应性。
图17是本申请一实施例提供的回转支撑盖板在第一状态下的结构简图；图18是本申请一实施例提供的回转支撑盖板在第二状态下的结构简图；请参照图15-图18。
本实施例在第一架体41的上方还设置有回转支撑盖板452，回转支撑盖板452用于密封第一架体41的第一台阶孔；回转支撑盖板452可以是圆形板，回转支撑盖板452设置在第一架体41的第一端，且回转支撑盖板452贴合固定在第一架体41的表面上，用于密封第一台阶孔。例如，回转支撑盖板452盖设在第一台阶孔处，并固定在第一架体41上。如此设置，可防止灰尘、杂物、雨水等进入回转支撑内，可提升回转支撑装置45的可靠性。
回转支撑盖板452远离第一架体41的一侧设置有两个贯通道限位凸台4521，两个贯通道限位凸台4521间隔设置在回转支撑盖板452上，并凸出于回转支撑盖板452的表面，以使两者形成贯通道的限位空间；贯通道朝向回转支撑盖板452的底面上设置有贯通道限位块，贯通道限位块可嵌设在上述限位空间内。
贯通道限位块可限制在两个贯通道限位凸台4521之间，贯通道限位凸台4521可对贯通道的变形量、以及转动角度进行限制。
例如，两个贯通道限位凸台4521可设置于回转支撑盖板452的中心区域，并对称分布在回转支撑盖板452上。回转支撑盖板452可以是圆形回转支撑盖板452，两个贯通道限位凸台4521沿回转支撑盖板452的中心对称布置，两个贯通道限位凸台4521之间具有一定间距，其间距形成供贯通道限位块的插装空间；沿转向架的长度方向，两个贯通道限位凸台4521分别位于贯通道限位块的左、右两侧，可对贯通道的变形量及转动角度进行限制，防止贯通道的变形量及转动角度过大。
请继续参照图16，在上述实施方式的基础上，回转支撑盖板452与第一架体41之间还设置有环形防水垫453，可防止外部的水进入回转轴承451内，避免因水进入导致回转轴承451腐蚀，提升第一架体41和第二架体43的转动可靠性。
具体地，回转支撑盖板452朝向第一架体41的一侧设置有沉台以形成防水垫453的安装空间，防水垫453环绕第二台阶孔设置，防水垫453的一侧与回转支撑盖板452抵接，另一侧与第一架体41抵接，且防水垫453的自由厚度大于沉台的深度，防水垫453安装后处于被压缩状态，通过压缩防水垫453，可提升回转支撑盖板452与第一架体41之间的防水效果。
进一步的，回转支撑盖板452通过多个盖板紧固件456固定在第一架体41上。例如，多个盖板紧固件456沿回转支撑盖板452的周向等间隔布置，第一架体41设置有与盖板紧固件456配合的盖板紧固件安装孔4524；盖板紧固件456可以是紧固螺栓，第一架体41设置的盖板紧固件安装孔4524可以是螺纹孔，盖板紧固件456的一端穿过垫片、回转支撑盖板452并固定在第一架体41上，从而将回转支撑盖板452固定在第一架体41上。
在上述实施方式的基础上，可将上述盖板紧固件456与防水垫453相对布置，以提升第一架体41与回转支撑盖板452之间的防水效果；例如，防水垫453与盖板紧固件456相对设置，防水垫453设置有供盖板紧固件456穿过的通孔，即盖板紧固件456的一端穿过回转支撑盖板452、防水垫453并固定在第一架体41上，从而可提升回转支撑盖板452与第一架体41间的防水效果。
请继续参照图14，当回转支撑盖板452受到来自贯通道的冲击力，为防止盖板紧固件456受其冲击力而造成断裂，本实施例在回转支撑盖板452与第一架体41之间还设置有弹性销454，弹性销454用于抵抗回转支撑盖板452受到来自贯通道的冲击力。具体地，回转支撑盖板452与第一架体41之间设置有两个弹性销454，两个弹性销454分别位于两个贯通道限位凸台4521远离贯通道的外侧，且弹性销454与贯通道限位凸台4521相对设置。例如，回转支撑盖板452设置有两个弹性销安装孔4523，两个贯通道限位凸台4521位于两个弹性销安装孔4523之间，弹性销454插装在弹性销安装孔4523内，并固定在第一架体41上；可使贯通道限位凸台4521所受的冲击力沿直线传递至弹性销454，提升冲击力的抵消效果。
进一步的，弹性销454可与防水垫453相对设置，防水垫453设置有供弹性销454穿过的通孔，弹性销454的一端穿过回转支撑盖板452、防水垫453并插装在第一架体41内。如此设置，可提升防水垫453对回转支撑盖板452和第一架体41的防水效果。
请继续参照图16，在上述实施方式的基础上，本实施例在回转支撑盖板452上还设置有退卸螺纹孔4522以及密封退卸螺纹孔4522的密封堵头455，退卸螺纹孔4522贯穿回转支撑盖板452。当需要拆卸回转支撑盖板452时，将密封堵头455从退卸螺纹孔4522内拆卸下来，以使退卸螺纹孔4522一端敞口，再将工具螺栓悬入退卸螺纹孔4522内，并且工具螺栓的端部与第一架体41抵接，对工具螺栓施加外力，以便将回转支撑盖板452与第一架体41分离；相应的，当无需拆卸回转支撑盖板452时，密封堵头455安装在退卸螺纹孔4522内，并密封退卸螺纹孔4522。
图19中示出的是本申请一实施例提供的拖车转向架与车体的连接结构简图；图20中示出的是本申请一实施例提供的拖车牵引装置的结构简图；请参照图19-图20。进一步地，本实施例的拖车转向架4还包 括拖车牵引装置46，拖车牵引装置46设置在第一车桥42背离第一架体41的一侧以及第二车桥44背离第二架体43的一侧。拖车牵引装置46用于连接拖车转向架4和相邻的第一车体或第二车体，以在拖车转向架4和车体之间传递牵引力或制动力，并适应相邻的第一车体或第二车体之间的各向相对运动。本实施例中以拖车牵引装置46与动车车体的连接结构为例进行说明，其另一侧与中间车车体的连接结构图上未示出。
具体的，请继续参照图19和图20，本实施例的拖车牵引装置46包括两个第一牵引组件461和两个第二牵引组件462。
其中，第一牵引组件461的两端分别用于连接位于拖车转向架4上的第一车桥牵引杆座441和位于车体上的第一车体牵引杆座1153。第一车桥牵引杆座441与第一车体牵引杆座1153一一对应设置，且第一车桥牵引杆座441和第一车体牵引杆座1153均位于车体宽度方向的两侧。第一牵引组件461的两端可垂直连接于第一车桥牵引杆座441和第一车体牵引杆座1153，连接后两个第一牵引组件461互相平行，且与车体的长度方向一致。
第二牵引组件462的两端分别用于连接位于拖车转向架4上的第二车桥牵引杆座442和位于车体上的第二车体牵引杆座1154。其中，第二车桥牵引杆座442位于两个第一车桥牵引杆座441之间，且在车体宽度方向上位于两个第二车体牵引杆座1154之间，第二车桥牵引杆座442朝向与其相邻的第一车桥牵引杆座441倾斜设置。第二车体牵引杆座1154位于两个第一车体牵引杆座1153之间，第二车体牵引杆座1154背离与其相邻的第一车体牵引杆座1153倾斜设置。两个第二牵引组件462倾斜设置，且两个第二牵引组件462与拖车转向架4连接的一端位于两个第二牵引组件462与车体连接的一端之间，使得连接后两个第二牵引组件462大体呈“八”字型。
通过上述设置，两个第一牵引组件461和两个第二牵引组件462共同传递拖车转向架4和与其连接的车体之间的牵引力和制动力，降低了每根牵引组件上的载荷，同时将牵引力和制动力平均分配至整个车体框架和拖车转向架4上，避免出现应力集中的情况。
同时，本实施例可以使两个第一牵引组件461的高度和车轮中心高度保持一致，以降低牵引力和制动力传递时的损失，同时也降低了轮重减载率；两个第二牵引组件462能够保证车辆通过小曲线时，牵引力和制动力的平滑传递，提高传递效率。
可选地，请继续参照图20，本实施例的第一牵引组件461包括第一牵引杆4611和两个第一牵引杆节点4612，第一牵引杆4611的两端均设有第一牵引杆通孔，第一牵引杆通孔的轴向与第一牵引杆4611的轴向互相垂直，第一牵引杆节点4612固定连接在第一牵引杆通孔内，也即第一牵引杆节点4612的一端穿过第一牵引杆通孔后其中部与第一牵引杆通孔相固定。第一牵引杆节点4612位于第一牵引杆通孔的两侧用于连接第一车桥牵引杆座441或第一车体牵引杆座1153，具体的连接方式可以选用螺栓连接、铰接等连接方式。
第二牵引组件462包括第二牵引杆4621和两个第二牵引杆节点4622，第二牵引杆4621的两端均设有第二牵引杆通孔，第二牵引杆通孔的轴向与第二牵引杆4621的轴向互相垂直，第二牵引杆节点4622固定连接在第二牵引杆通孔内，也即第二牵引杆节点4622的一端穿过第二牵引杆通孔后其中部与第二牵引杆通孔相固定。第二牵引杆节点4622位于第二牵引杆通孔的两侧用于连接第二车桥牵引杆座442或第二车体牵引杆座1154，具体的连接方式可以选用螺栓连接、铰接等连接方式。
优选地，请继续参照图19和图20，本实施例中第一牵引杆节点4612位于第一牵引杆通孔的两侧均设有用于连接第一车桥牵引杆座441或第一车体牵引杆座1153的第一连接孔，第一紧固件穿过第一连接孔后固定在第一车桥牵引杆座441或第一车体牵引杆座1153上。第一连接孔可为通孔，第一紧固件可选为螺栓，在第一车桥牵引杆座441和第一车体牵引杆座1153上均设有与第一紧固件相适配的螺纹固定孔，第一紧固件可穿过第一连接孔后固定在螺纹固定孔内。
第二牵引杆节点4622位于第二牵引杆通孔的两侧均设有用于连接第二车桥牵引杆座442或第二车体牵引杆座1154的第二连接孔，第二紧固件穿过第二连接孔后固定在第二车桥牵引杆座442或第二车体牵引杆座1154上。第二连接孔可为通孔，第二紧固件可选为螺栓，在第二车桥牵引杆座442和第二车体牵引杆座1154上均设有与第二紧固件相适配的螺纹固定孔，第二紧固件可穿过第一连接孔后固定在螺纹固定孔内。
本实施方式中，采用螺栓连接的方式可以方便牵引组件的安装和拆卸，从而便于后续的检修和维护。
进一步地，请继续参照图20，本实施例的第一牵引组件461还包括高度阀杆安装座4613，高度阀杆安装座4613用于安装高度阀杆，以在有限空间内实现空气弹簧的调节功能。
高度阀杆安装座4613位于第一牵引杆4611朝向拖车转向架4的一侧，且高度阀杆安装座4613固定连接于第一牵引杆节点4612朝向第二牵引组件462的一侧。
具体的，本实施例的高度阀杆安装座4613包括互相垂直的第一平板和第二平板，第一平板上设有与第一连接孔相适配的第一固定孔，第二平板用于安装高度阀杆。第一平板和第二平板可以采用同一块钢板折弯而成，并且可以在二者之间焊接筋板以增加连接强度。
图21中示出的是本申请一实施例提供的第一牵引杆的主视结构简图；图22中示出的是本申请一实施例提供的第一牵引杆的局部结构简图；请参照图21-图22。可选地，本实施例中的第一牵引杆通孔和第二牵引杆通孔均为长圆结构，以增加牵引杆节点与牵引杆连接处的强度。以第一牵引杆4611为例，第一牵引杆通孔对应的半径为R1，上述长圆结构是指第一牵引杆4611包覆第一牵引杆通孔的一端是由两个半径为R2的半圆结构以及连接两个半圆结构的长度为L的水平部分所构成，其中半圆结构所对应的圆心与第一牵引杆通孔的圆心之间具有L/2的距离。
图23中示出的是本申请一实施例提供的第一牵引杆的俯视结构简图；请参照图23。进一步地，本实施例中第一牵引杆4611和第二牵引杆4621的两端均设有倒角，以避免运行过程中与车体或拖车转向架4发生干涉。
优选地，本实施例中第一牵引杆4611为金属杆，第一牵引杆节点4612包括金属部分和橡胶部分，金属部分与橡胶部分一体硫化成型；第二牵引杆4621为金属杆，第二牵引杆节点4622包括金属部分和橡胶部分，金属部分与橡胶部分一体硫化成型。
本实施例的牵引杆均采用合金钢材料锻造及机加工而成，强度高，韧性好；牵引杆节点通过金属和橡胶硫化而成，能缓冲牵引和制动时的冲击，适应车体和拖车转向架4之间的相对运动，同时在牵引和制动时缓和冲击，优化车体和拖车转向架4的受力状况。
图24中示出的是本申请一实施例提供的第一架体和第二架体在第一状态下的结构简图；图25中示出的是本申请一实施例提供的第一架体和第二架体在第二状态下的结构简图；请参照图24-图25。进一步的，拖车转向架通过曲线时，为良好适应曲线半径，不同架体之间在曲线区段应有一定的夹角。本实施例提供的拖车转向架还包括架体缓冲装置47；沿第一车桥42至第二车桥44的方向，第一架体41的第一端分别对称设置有两个架体缓冲装置47，第二架体43的第一端分别对称设置有两个架体缓冲装置47。为便于描述本实施例可定义设置在第一架体41的架体缓冲装置47定义为第一架体缓冲装置，设置在第二架体43上的架体缓冲装置47定义为第二架体缓冲装置。
其中，第一架体缓冲装置与第二架体缓冲装置配合设置，当第一架体41和第二架体43转动一定角度后，第一架体缓冲装置和第二架体缓冲装置可抵接。进一步的，位于同一侧的第一架体缓冲装置和第二架体缓冲装置可位于同一转动路径上。当第一架体41和第二架体43相对转动时，第一架体缓冲装置和第二架体缓冲装置之间的间隙逐渐减小，直至第一架体缓冲装置和第二架体缓冲装置接触，并对第一架体41和第二架体43提供缓冲力，避免第一架体41和第二架体43刚性接触；继续挤压，第一架体缓冲装置与第二架体缓冲装置不再发生弹性变形，可对第一架体41和第二架体43进行限位，以达到刚性限制的目的，从而限制了第一架体41和第二架体43之间的旋转角度。
请继续参照图24，在一个可能的实施方式中，第一架体缓冲装置包括第一缓冲块472和第一缓冲块安装座471，第一缓冲块安装座471用于安装第一缓冲块472，第一缓冲块安装座471通过第一缓冲座安装臂413安装至第一架体41上。可理解的是，第一架体缓冲装置是由橡胶制作而成的缓冲块及金属安装座通过一定工艺复合在一起的零件，其金属安装座用于与第一缓冲座安装臂413进行固定连接，橡胶缓冲块悬空并作为缓冲。
其中，第一缓冲座安装臂413可以是弧形挡臂，其弯曲延伸方向与第一架体41的转动方向一致，第一缓冲座安装臂413的一端与第一架体41固定连接，第一缓冲座安装臂413的另一端固定有第一缓冲块安装座471；同样的，第二架体缓冲装置包括第二缓冲块474和第二缓冲块安装座473，第二架体缓冲装置通过第二缓冲座安装臂433安装至第二架体43上，对于第二缓冲座安装臂433的结构可参照第一缓冲座安装臂413的结构设置，此处不再赘述。
请继续参照图25，优选的，当第一架体缓冲装置和第二架体缓冲装置接触时，第一缓冲块472与第二缓冲块474可正面接触，且第一缓冲块472与第二橡胶正对，以为第一架体缓冲装置和第二架体缓冲装置提供最大缓冲力，减少第一架体41和第二架体43转动过程中因撞击而出现的振动及噪音。
在上述实施方式的基础上，为便于将支架安装至第一车桥42和第二车桥44之间，本实施例提供的第 一架体41和第二架体43分别为分体式结构，第一架体41包括与第一车桥42连接的第一架体连接部412，以及与第一架体连接部412连接的第一架体铰接部411；第一架体连接部412与第一车桥42固定连接，或者第一架体连接部412与第一车桥42可制作成一体结构。
第一架体铰接部411的一端与第一架体连接部412通过螺栓固定连接，第一架体铰接部411的另一端与回转轴承451的第一转体4511连接。第一架体铰接部411的两侧还分别设置有第一缓冲座安装臂413，第一缓冲座安装臂413可与第一架体铰接部411形成一体结构，以增强第一缓冲座安装臂413与第一架体铰接部411的连接强度。
同样的，第二架体43包括与第二车桥44连接的第二架体连接部432，以及与第二架体连接部432连接的第二架体铰接部431，第二架体连接部432与第二车桥44固定连接，或者第二架体连接部432与第二车桥44可制作成一体结构；第二架体连接部432的一端与第二架体铰接部431通过螺栓固定连接，第二架体铰接部431的另一端与回转轴承451的第二转体4512连接。第二架体铰接部431的两侧还分别设置有第二缓冲座安装臂433，第二缓冲座安装臂433可与第二架体铰接部431形成一体结构，以增强第二缓冲块安装座473与第二架体铰接部431的连接强度。
请继续参照图24和图25，为提升第一架体41和第二架体43的转动角度，第一架体41和第二架体43整体呈三角形结构或者梯形结构，且第一架体41的第二端与第一车桥42连接，第一端与回转轴承451连接，第二架体43的第二端与第二车桥44连接，第二架体43的第一端与回转轴承451连接，以使第一架体41和第二架体43靠近回转轴承451的一端所形成较大的转动空间，满足第一架体41和第二架体43的转动角度需求。
请继续参照图12、图24和图25，在上述实施方式的基础上第一架体41和第二架体43上还设置有镂空结构，以减轻第一架体41和第二架体43的重量。具体地，第一架体41的第一架体连接部412和第一架体铰接部411分别设置有镂空结构；例如，第一架体连接部412可设置有第一镂空结构，第一镂空结构包括两个对称设置在第一架体连接部412上的梯形孔或者方形孔；其中，镂空结构中梯形或方形孔的数量与连接螺栓布置相关，均匀布置的梯形孔及方形孔有利于受力的均匀传递；镂空空间的大小充分考虑螺栓安装及其紧固操作空间。本申请实施例采用梯形及方形作为镂空结构是充分考虑连接两端大小的变化，起到渐变过渡、避免应力集中。
第一架体铰接部411可设置有第二镂空结构，第二镂空结构包括多个长条形孔，多个长条形孔可对称设置在第一架体铰接部411上；长条形孔的延伸方向与第一架体铰接部411的延伸方向平行，如此设置，长条形孔与螺栓布置方向一致，与较大的牵引力、制动力等纵向受力方向一致，有利于螺栓受力。
进一步的，第二架体43的第二架体连接部432和第二架体铰接部431设置有镂空结构；例如，第二架体连接部432可设置有第三镂空结构，第三镂空结构可参照第一镂空结构设置；第二架体铰接部431可设置有第四镂空结构，第四镂空结构可参照第二镂空结构设置，此处不再赘述。
图26中示出的是本申请一实施例提供的转向驱动装置的结构简图；请参照图11和图26。进一步地，为了实现对拖车转向架4的转向控制，本实施例的拖车转向架还包括转向驱动装置。转向驱动装置包括与第一架体41连接的第一转向驱动装置481和与第二架体43连接的第二转向驱动装置482。第一转向驱动装置481连接第一拖车车轮4201用于带动第一拖车车轮4201转向；第二转向驱动装置482连接第二拖车车轮4401用于带动第二拖车车轮4401转向。
本实施例的拖车转向架4的第一架体41和第二架体43之间铰接连接，并且通过第一转向驱动装置481控制第一拖车车轮4201的转动，通过第二转向驱动装置482控制第二拖车车轮4401的转动，从而使得与第一架体41连接的第一车体和与第二架体43连接的第二车体的转向可相对独立的控制，从而有利于减小车辆的转弯半径，便于车辆的驾驶，提升在城市道路上行驶时的灵活性。
具体的，本实施例的第一转向驱动装置481包括第一驱动部和第一传动部，第一驱动部用于提供转向动力；第一传动部连接第一驱动部和第一拖车车轮4201，第一传动部用于将第一驱动部提供的转向动力传递至第一拖车车轮4201。
第二转向驱动装置482包括第二驱动部和第二传动部，第二驱动部用于提供转向动力；第二传动部连接第二驱动部和第二拖车车轮4401，第二传动部用于将第二驱动部提供的转向动力传递至第二拖车车轮4401。
请继续参照图26，进一步地，第一驱动部包括第一伺服电机4811和第一动力转向器4812；第一伺服电机4811与控制器通信连接，第一伺服电机4811用于输出转向力；第一动力转向器4812用于改变第一伺服电机4811所输出的转向力的方向以向第一传动部提供转向动力，第一动力转向器4812通过第一联轴节4813与第一伺服电机4811的输出端相连接，第一动力转向器4812的输出端连接第一传动部。
第二驱动部包括第二伺服电机4821和第二动力转向器4822，第二伺服电机4821与控制器通信连接，第二伺服电机4821用于输出转向力；第二动力转向器4822用于改变第二伺服电机4821所输出的转向力的方向以向第二传动部提供转向动力，第二动力转向器4822通过第二联轴4823节与第二伺服电机4821的输出端相连接，第二动力转向器4822的输出端连接第二传动部。
在一个可能的实施方式中，本实施例的第一传动部包括第一动力转向摆臂4814、第一纵拉杆4815、第一拖车转向摆臂4816和第一横拉杆4817，第一动力转向摆臂4814的第一端连接第一动力转向器4812的输出端；第一纵拉杆4815的第一端连接第一动力转向摆臂4814的第二端；第一拖车转向摆臂4816与第一拖车车轮4201固定连接，第一拖车转向摆臂4816包括第一本体及连接第一本体的第一拖车子摆臂48161和第二拖车子摆臂48162，第一本体固定连接在第一拖车车轮4201上，第一拖车子摆臂48161与第二拖车子摆臂48162均连接第一本体且第一拖车子摆臂48161与第二拖车子摆臂48162之间形成有夹角，第一纵拉杆4815的第二端连接第一拖车子摆臂48161；第一横拉杆4817的两端分别连接两个第一拖车转向摆臂4816上的第二拖车子摆臂48162。
本实施例的第二传动部包括第二动力转向摆臂4824、第二纵拉杆4825、第二拖车转向摆臂4826和第二横拉杆4827，第二动力转向摆臂4824的第一端连接第二动力转向器4822的输出端；第二纵拉杆4825的第一端连接第二动力转向摆臂4824的第二端；第二拖车转向摆臂4826与第二拖车车轮4401固定连接，第二拖车转向摆臂4826包括第二本体和连接第二本体的第三拖车子摆臂48261和第四拖车子摆臂48262，第二本体固定连接在第二拖车车轮4401上，第三拖车子摆臂48261与第四拖车子摆臂48262均连接第二本体且第三拖车子摆臂48261与第四拖车子摆臂48262之间形成有夹角，第二纵拉杆4825的第二端连接第三拖车子摆臂48261；第二横拉杆4827的两端分别连接两个第二拖车转向摆臂4826上的第四拖车子摆臂48262。
本实施例可以通过调整第一纵拉杆4815和第一横拉杆4817的长度以及第一拖车子摆臂48161与第二拖车子摆臂48162之间的夹角大小来满足过曲线时第一拖车车轮4201不同极限偏转角度的需要。同理，可以通过调整第二纵拉杆4825和第二横拉杆4827的长度以及第三拖车子摆臂48261与第四拖车子摆臂48262之间的夹角大小来满足过曲线时第二拖车车轮4401偏转角度不同的需要。
本实施例的转向驱动装置在使用时，第一伺服电机4811接收控制器传输的转向输入信号后输出转向扭矩，第一伺服电机4811输出的转向扭矩通过第一联轴节4813传递到第一动力传动器，第一动力传动器输出转动扭矩带动第一动力转向摆臂4814摆动，第一动力转向摆臂4814通过第一纵拉杆4815将转动扭矩传递至第一拖车转向摆臂4816，由于第一拖车转向摆臂4816与第一拖车车轮4201固定连接，并且两个第一拖车转向摆臂4816通过第一横拉杆4817相连接，因此可以带动两个第一拖车车轮4201同步运动并使其偏转。
同理，第二伺服电机4821接收控制器传输的转向输入信号后输出转向扭矩，第二伺服电机4821输出的转向扭矩通过第二联轴4823节传递到第二动力传动器，第二动力传动器输出转动扭矩带动第二动力转向摆臂4824摆动，第二动力转向摆臂4824通过第二纵拉杆4825将转动扭矩传递至第二拖车转向摆臂4826，由于第二拖车转向摆臂4826与第二拖车车轮4401固定连接，并且两个第二拖车转向摆臂4826通过第二横拉杆4827相连接，因此可以带动两个第二拖车车轮4401同步运动并使其偏转。
请继续参照图26，此外，本实施例还包括第一安装座4818，第一安装座4818用于连接第一车体；第一伺服电机4811和第一动力转向器4812均设置在第一安装座4818上。第一安装座4818上设有第一限位开关4819，第一限位开关4819设置在第一安装座4818朝向第一纵拉杆4815的一侧。当第一纵拉杆4815接触第一限位开关4819时，第一限位开关4819产生信号并反馈至控制器，控制器将发出指令停止第一动力传动器继续向该方向动作。
本实施例还包括第二安装座4828，第二安装座4828用于连接第二车体；第二伺服电机4821和第二动力转向器4822均设置在第二安装座4828上。第二安装座4828上设有第二限位开关4829，第二限位开关4829设置在第二安装座4828朝向第二纵拉杆4825的一侧。当第二纵拉杆4825接触第二限位开关4829时，第二限位开关4829产生信号并反馈至控制器，控制器将发出指令停止第二动力传动器继续向该方向动作。
图27中示出的是本申请一实施例提供的空气弹簧安装结构简图；图28中示出的是本申请一实施例提供的空气弹簧的结构简图；图29中示出的是本申请一实施例提供的提吊组件的局部剖视图。请参照图27- 图29。本实施例的拖车转向架4通过二系悬挂装置连接上述第一车体和第二车体，二系悬挂装置设置在第一车桥42和第二车桥44的两端。
具体的，本实施例的二系悬挂装置包括具有提吊功能的空气弹簧49，空气弹簧49通常设置在车体的下方，用于为车体提供减振，减缓车体的垂向振动，以提升乘客的舒适性。空气弹簧49包括弹簧上盖板491、气囊492、平板橡胶堆495以及提吊组件；其中，弹簧上盖板491、气囊492及平板橡胶堆495由上及下依次设置，弹簧上盖板491位于空气弹簧49的顶部，其不仅用于与车体固定连接，而且还能够将气囊492与车体隔开，降低气囊492因直接连接在车体的底部而导致损坏的风险。
气囊492的顶部与弹簧上盖板491密封连接，气囊492的底部围设在平板橡胶堆495的顶部周围，并且气囊492与平板橡胶堆495密封连接，即气囊492、弹簧上盖板491与平板橡胶堆495围成密封腔体，可向气囊492内注入空气或者释放空气，以调节空气弹簧49的弹力。
请继续参照图27和图29，提吊组件设置在密封腔体内，可作为车体与构架之间的提吊装置。提吊组件包括限位止挡罩493和限位止挡件494，限位止挡罩493的底部罩设并固定在平板橡胶堆495上，限位止挡罩493的顶部与弹簧上盖板491之间保持间隙，以供车体在运行中上、下振动。限位止挡件494包括限位止挡块4941及限位止挡连接杆4942，限位止挡罩493的顶部设置有通孔，通孔与限位止挡连接杆4942间隙配合；限位止挡连接杆4942的一端穿过通孔与弹簧上盖板491连接，限位止挡连接杆4942的另一端延伸至限位止挡罩493内，并与位于限位止挡罩493内的限位止挡块4941连接；若限位止挡连接杆4942上具有使其上提或者下放的作用力时，限位止挡块4941可在限位止挡罩493内上、下移动。
可理解的是，限位止挡罩493的顶部与弹簧上盖板491之间的间隙、限位止挡罩493的顶部与限位止挡块4941之间的间隙需大于车辆正常运行中的垂向最大位移，限位止挡块4941与平板橡胶堆495之间的间隙需大于限位止挡罩493的顶部与弹簧上盖板491之间的间隙，以使空气弹簧在正常工作中，避免限位止挡块4941与平板橡胶堆495接触。
当限位止挡连接杆4942具有上提的作用力时，限位止挡块4941在限位止挡罩493内向上运动，并且限位止挡块4941可抵接至限位止挡罩493的顶部，以将作用力传递至限位止挡罩493，经限位止挡罩493传递至平板橡胶堆495，从而可将车体下的构架随车体一并吊起。
本实施例提供的空气弹簧49，其将提吊组件设置在由气囊492、弹簧上盖板491与平板橡胶堆495围成密封腔体内，不仅使空气弹簧49具有减振功能，而且利用提吊组件将车体与空气弹簧49中的平板橡胶堆495连接，进而将与平板橡胶堆495连接的构架与车体连接在一起，实现了在车体与构架的之间布置起吊装置，从而可将车体下的构架跟随车体一并吊起。
请继续参照图27-图29，在上述实施方式的基础上，本实施例提供的空气弹簧49还包括限位止挡安装板496，限位止挡安装板496可以是矩形板。限位止挡安装板496固定在弹簧上盖板491朝向限位止挡罩493的一侧，限位止挡安装板496可通过螺栓固定在弹簧上盖板491上，且限位止挡安装板496与限位止挡罩493之间预留有间隙，以满足车体运行中上、下振动的需要。
限位止挡安装板496可用于固定限位止挡连接杆4942，限位止挡安装板496设置有螺纹孔，限位止挡连接杆4942伸出限位止挡罩493的一端螺纹连接在上述螺纹孔内，从而将限位止挡连接杆4942固定至限位止挡安装板496。
请继续参照图29，进一步的，限位止挡连接杆4942的另一端伸入限位止挡罩493内，限位止挡连接杆4942位于限位止挡罩493内的一端与位于限位止挡罩493内的限位止挡块4941连接。限位止挡罩493包括止挡罩罩体4931、位于止挡罩罩体4931两端的止挡罩限位板4932及止挡罩安装边4933；其中，止挡罩罩体4931的底端设置有开口，开口与平板橡胶堆495相对设置，且开口的端面与平板橡胶堆495的表面贴合，可使限位止挡块4941在限位止挡罩493内垂向移动时，限位止挡块4941穿过开口可与平板橡胶堆495抵接，以对限位止挡块4941进行限位，从而了限制车体过大的垂向向下的位移，提高车辆行驶安全性。
沿止挡罩罩体4931的底端开口的周向设置有止挡罩安装边4933，止挡罩安装边4933位于止挡罩罩体4931的外侧；止挡罩安装边4933用于将止挡罩罩体4931固定在平板橡胶堆495上。例如，止挡罩安装边4933可由止挡罩罩体4931的底端向外侧进行翻折而形成，止挡罩安装边4933设置有螺栓，并通过螺栓固定在平板橡胶堆495上，以使平板橡胶堆495与止挡罩安装边4933贴合并固定在一起。
止挡罩罩体4931的顶端设置有止挡罩限位板4932，止挡罩限位板4932可视为止挡罩罩体4931的底板，即止挡罩罩体4931与止挡罩限位板4932为一体结构；或者，止挡罩罩体4931的顶端设置有开口，并设置有封堵开口的止挡罩限位板4932；本实施例优选的将止挡罩限位板4932与止挡罩罩体4931采用一体结构，以增强止挡罩罩体4931和止挡罩限位板4932之间的连接强度。止挡罩限位板4932设置有供限位止挡连接杆4942穿过的通孔，通孔可位于止挡罩限位板4932的中心处，且通孔与限位止挡连接杆4942间隙配合，以使限位止挡连接杆4942插接在通孔内，并可垂向滑动。
请继续参照图29，进一步的，限位止挡块4941设置在止挡罩罩体4931内，限位止挡块4941与限位 止挡连接杆4942的一端固定连接。可理解的是，限位止挡块4941与限位止挡连接杆4942可以是一体结构，以提高限位止挡连接杆4942与限位止挡块4941之间的连接强度；防止构架在起吊的过程中，限位止挡连接杆4942与限位止挡块4941之间脱离，而影响起吊过程中的可靠性。
为提升起吊过程的可靠性，止挡罩限位板4932与止挡罩罩体4931的连接处设置有第一斜面，且第一斜面位于限位止挡罩493的内侧，即第一斜面可视为限位止挡罩493的内表面的一部分。限位止挡块4941朝向止挡罩限位板4932的一侧设置有第二斜面，第二斜面与第一斜面配合设置，当限位止挡块4941上提并与止挡罩限位板4932抵接时，第一斜面和第二斜面贴合；作用在第一斜面和第二斜面之间的作用力，可使第一斜面和第二斜面更好的贴合，提升限位止挡块4941与限位止挡罩493在起吊过程中的稳定性。
在上述实施方式的基础上，为便于将空气弹簧49安装至构架，本实施例提供的空气弹簧49还包括弹簧下盖板497，弹簧下盖板497位于平板橡胶堆495远离气囊492的一侧，弹簧下盖板497可通过螺栓固定在构架上，从而以将空气弹簧49安装在构架上。可理解的是，空气弹簧49包括依次设置的弹簧上盖板491、气囊492、平板橡胶堆495以及弹簧下盖板497，上述弹簧上盖板491、气囊492、平板橡胶堆495及弹簧下盖板497形成一体结构，可增强空气弹簧49的结构强度、气囊492的密封性；同时，也提高了空气弹簧49的安装效率。
进一步的，弹簧下盖板497还设置有定位销，定位销位于弹簧下盖板497远离平板橡胶堆495的一侧，定位销可与弹簧下盖板497形成一体结构，以增强弹簧下盖板497与定位销之间的连接强度。构架设置有与定位销配合的插装孔，当定位销插接至构架的插装孔后，弹簧下盖板497可与构架的上表面贴合，并通过螺栓紧固在一起。如此设置，可提升空气弹簧49与构架之间的定位精度，保证空气弹簧49的作用力可垂向作用在构架上，以空气弹簧49的减振效果。

Claims (20)

  1. 一种动车转向架，其特征在于，包括：
    构架，所述构架包括相对设置的两个侧梁以及连接两个所述侧梁的横梁；
    第一动车轮对，所述第一动车轮对包括第一车轴和设置在所述第一车轴两端的第一动车车轮和第二动车车轮，所述第一车轴连接两个所述侧梁的第一端；
    第二动车轮对，所述第二动车轮对包括第二车轴和设置在所述第二车轴两端的第三动车车轮和第四动车车轮，所述第二车轴连接两个所述侧梁的第二端；
    动车转向驱动装置，所述动车转向驱动装置包括驱动部和传动部，所述驱动部用于提供转向动力；所述传动部连接所述驱动部、第一动车轮对和第二动车轮对，所述传动部用于将所述驱动部提供的转向动力传递至所述第一动车轮对和第二动车轮对。
  2. 根据权利要求1所述的动车转向架，其特征在于，所述驱动部包括：
    驱动电机，所述驱动电机与控制器通信连接，所述驱动电机用于输出转向力；
    动力转向器，所述动力转向器的输出端连接所述传动部，所述动力转向器用于改变所述驱动电机所输出的转向力的方向以向所述传动部提供转向动力。
  3. 根据权利要求2所述的动车转向架，其特征在于，所述传动部包括：
    动力转向摆臂，所述动力转向摆臂的第一端连接所述动力转向器的输出端；
    动力转向拉杆，所述动力转向拉杆的第一端连接所述动力转向摆臂的第二端；
    第一轮胎转向摆臂，所述第一轮胎转向摆臂与所述第一动车车轮固定连接，所述第一轮胎转向摆臂包括两个第一子摆臂，两个所述第一子摆臂之间形成有第一夹角，所述动力转向拉杆的第二端连接其中一个所述第一子摆臂；
    第二轮胎转向摆臂，所述第二轮胎转向摆臂与所述第二动车车轮固定连接，所述第二轮胎转向摆臂包括两个第二子摆臂，两个所述第二子摆臂之间形成有第二夹角，所述第一轮胎转向摆臂中的另一个所述第一子摆臂通过第一传动杆连接其中一个所述第二子摆臂；
    第三轮胎转向摆臂，所述第三轮胎转向摆臂与所述第三动车车轮固定连接，所述第三轮胎转向摆臂包括两个第三子摆臂，两个所述第三子摆臂之间形成有第三夹角，所述第二轮胎转向摆臂中的另一个所述第二子摆臂通过第二传动杆连接其中一个所述第三子摆臂；
    第四轮胎转向摆臂，所述第四轮胎转向摆臂与所述第四动车车轮固定连接，所述第四轮胎转向摆臂包括两个第四子摆臂，两个所述第四子摆臂之间形成有第四夹角，所述第三轮胎转向摆臂中的另一个所述第三子摆臂通过第三传动杆连接其中一个所述第四子摆臂。
  4. 根据权利要求3所述的动车转向架，其特征在于，所述第一夹角的大小、第二夹角的大小、第三夹角的大小和第四夹角的大小彼此相同或不同。
  5. 根据权利要求3所述的动车转向架，其特征在于，所述动力转向拉杆的长度、第一传动杆的长度、第二传动杆的长度和第三传动杆的长度彼此相同或不同。
  6. 根据权利要求3所述的动车转向架，其特征在于，所述动力转向器上设有限位开关，所述限位开关设置在所述动力转向器朝向所述动力转向摆臂的一侧，所述限位开关与所述控制器通信连接。
  7. 根据权利要求6所述的动车转向架，其特征在于，所述第一车轴的外侧还套设有第一驱动桥，所述第一驱动桥连接两个所述侧梁的第一端；
    所述第二车轴的外侧还套设有第二驱动桥，所述第二驱动桥连接两个所述侧梁的第二端。
  8. 根据权利要求7所述的动车转向架，其特征在于，所述第一车轴的两端分别设有限位止挡，所述限位止挡用于限制所述第一动车车轮的偏转角度。
  9. 根据权利要求7所述的动车转向架，其特征在于，所述第二驱动桥的中部设有助力缸，所述助力缸连接所述第四轮胎转向摆臂的另一个所述第四子摆臂。
  10. 一种胶轮列车，其特征在于，包括：
    第一车体；
    第二车体，与所述第一车体相对设置，所述第一车体背离所述第二车体的一侧设有如权利要求1-9中任一所述的动车转向架，所述第一车体和第二车体之间通过拖车转向架连接。
  11. 根据权利要求10所述的胶轮列车，其特征在于，所述拖车转向架包括：
    第一架体，所述第一架体的第一端与第二架体铰接；所述第一架体的第二端设有第一车桥，所述第一车桥连接所述第一车体，所述第一车桥的两端连接有第一拖车车轮；
    第二架体，所述第二架体的第一端与第一架体铰接；所述第二架体的第二端设有第二车桥，所述第二车桥连接所述第二车体，所述第二车桥的两端连接有第二拖车车轮；
    所述第一架体和第二架体通过回转支撑装置转动连接，所述回转支撑装置包括回转支撑盖板；
    所述回转支撑盖板设置在所述第一架体的顶部，所述回转支撑盖板远离所述第一架体的一侧设置有两个贯通道限位凸台，两个所述贯通道限位凸台之间形成贯通道的限位空间，用于限制贯通道的移动位移。
  12. 根据权利要求11所述的胶轮列车，其特征在于，所述回转支撑装置还包括回转轴承；所述第一架体与所述回转轴承的一侧连接，所述第二架体与所述回转轴承的另一侧连接。
  13. 根据权利要求12所述的胶轮列车，其特征在于，所述回转轴承包括第一转体和第二转体，所述第一架体设置有第一台阶孔并形成第一台阶面，所述第二架体设置有第二台阶孔并形成第二台阶面；
    所述第一转体和第二转体上、下设置，所述第二转体固定在所述第二台阶面上；
    所述第一转体的下部嵌设在所述第二转体内，所述第一转体的上部凸出于所述第二转体，并固定在所述第一台阶面上。
  14. 根据权利要求13所述的胶轮列车，其特征在于，还包括架体缓冲装置，所述架体缓冲装置包括第一缓冲块安装座和第二缓冲块安装座；
    所述第一架体的第一端的两侧对称设置有第一缓冲块安装座，所述第一缓冲块安装座安装有第一缓冲块；
    所述第二架体的第一端的两侧对称设置有第二缓冲块安装座，所述第二缓冲安装座安装有第二缓冲块；
    所述第一架体和所述第二架体相对转动时，位于所述第一架体和第二架体同一侧的所述第一缓冲块、所述第二缓冲块可抵接。
  15. 根据权利要求11所述的胶轮列车，其特征在于，所述第一车桥与所述第一车体之间及所述第二车桥与所述第二车体之间均通过拖车牵引装置相连接，所述拖车牵引装置包括：
    两个第一牵引组件，所述第一牵引组件的两端分别用于连接位于所述拖车转向架上的第一车桥牵引杆座和位于车体上的第一车体牵引杆座；其中，所述第一车桥牵引杆座与所述第一车体牵引杆座一一对应设置，且所述第一车桥牵引杆座和第一车体牵引杆座均位于所述车体宽度方向的两侧；
    两个第二牵引组件，所述第二牵引组件的两端分别用于连接位于所述拖车转向架上的第二车桥牵引杆座和位于所述车体上的第二车体牵引杆座；其中，所述第二车桥牵引杆座位于两个所述第一车桥牵引杆座之间，且在所述车体宽度方向上位于两个所述第二车体牵引杆座之间，所述第二车桥牵引杆座朝向与其相邻的所述第一车桥牵引杆座倾斜设置；所述第二车体牵引杆座位于两个所述第一车体牵引杆座之间，所述第二车体牵引杆座背离与其相邻的所述第一车体牵引杆座倾斜设置；两个所述第二牵引组件倾斜设置，且在所述车体的宽度方向上，两个所述第二牵引组件与所述拖车转向架连接的一端位于两个所述第二牵引组件与所述车体连接的一端之间。
  16. 根据权利要求15所述的胶轮列车，其特征在于，所述第一牵引组件包括第一牵引杆和两个第一牵引杆节点，所述第一牵引杆的两端均设有第一牵引杆通孔，所述第一牵引杆通孔的轴向与所述第一牵引杆的轴向互相垂直，所述第一牵引杆节点固定连接在所述第一牵引杆通孔内，所述第一牵引杆节点位于所述第一牵引杆通孔的两侧用于连接所述第一车桥牵引杆座或第一车体牵引杆座；
    所述第二牵引组件包括第二牵引杆和两个第二牵引杆节点，所述第二牵引杆的两端均设有第二牵引杆通孔，所述第二牵引杆通孔的轴向与所述第二牵引杆的轴向互相垂直，所述第二牵引杆节点固定连接在所述第二牵引杆通孔内，所述第二牵引杆节点位于所述第二牵引杆通孔的两侧用于连接所述第二车桥牵引杆座或第二车体牵引杆座。
  17. 根据权利要求11所述的胶轮列车，其特征在于，还包括空气弹簧，所述空气弹簧包括弹簧上盖板、气囊、平板橡胶堆以及提吊组件；
    所述气囊分别与所述弹簧上盖板和所述平板橡胶堆连接，且三者形成密封腔体；所述提吊组件设置在所述密封腔体内，所述提吊组件包括限位止挡罩和限位止挡件，所述限位止挡罩的底部罩设在所述平板橡胶堆上，所述限位止挡罩的顶部与所述弹簧上盖板之间具有间隙；
    所述限位止挡件包括限位止挡连接杆及位于其一端的限位止挡块，所述限位止挡罩的顶部设置有通孔， 所述限位止挡连接杆远离所述限位止挡块的一端穿过所述通孔与所述弹簧上盖板连接，所述限位止挡块位于所述限位止挡罩内，所述限位止挡块在所述限位止挡罩内移动，并可与所述限位罩的顶部以及所述平板橡胶堆抵接。
  18. 根据权利要求11所述的胶轮列车，其特征在于，还包括：
    第一转向驱动装置，所述第一转向驱动装置连接所述第一拖车车轮用于带动所述第一拖车车轮转动；
    第二转向驱动装置，所述第二转向驱动装置连接所述第二拖车车轮用于带动所述第二拖车车轮转动。
  19. 根据权利要求18所述的胶轮列车，其特征在于，所述第一转向驱动装置包括：
    第一驱动部，所述第一驱动部用于提供转向动力；
    第一传动部，所述第一传动部连接所述第一驱动部和第一拖车车轮，所述第一传动部用于将所述第一驱动部提供的转向动力传递至所述第一拖车车轮；
    所述第二转向驱动装置包括：
    第二驱动部，所述第二驱动部用于提供转向动力；
    第二传动部，所述第二传动部连接所述第二驱动部和第二拖车车轮，所述第二传动部用于将所述第二驱动部提供的转向动力传递至所述第二拖车车轮。
  20. 根据权利要求19所述的胶轮列车，其特征在于，所述第一驱动部包括：
    第一伺服电机，所述第一伺服电机与控制器通信连接，所述第一伺服电机用于输出转向力；
    第一动力转向器，所述第一动力转向器用于改变所述第一伺服电机所输出的转向力的方向以向所述第一传动部提供转向动力，所述第一动力转向器通过第一联轴节与所述第一伺服电机的输出端相连接，所述第一动力转向器的输出端连接所述第一传动部；
    所述第二驱动部包括：
    第二伺服电机，所述第二伺服电机与控制器通信连接，所述第二伺服电机用于输出转向力；
    第二动力转向器，所述第二动力转向器用于改变所述第二伺服电机所输出的转向力的方向以向所述第二传动部提供转向动力，所述第二动力转向器通过第二联轴节与所述第二伺服电机的输出端相连接，所述第二动力转向器的输出端连接所述第二传动部；
    所述第一传动部包括：
    第一动力转向摆臂，所述第一动力转向摆臂的第一端连接所述第一动力转向器的输出端；
    第一纵拉杆，所述第一纵拉杆的第一端连接所述第一动力转向摆臂的第二端；
    第一拖车转向摆臂，所述第一拖车转向摆臂与所述第一拖车车轮固定连接，所述第一拖车转向摆臂包括第一拖车子摆臂和第二拖车子摆臂，所述第一拖车子摆臂与所述第二拖车子摆臂之间形成有夹角，所述第一纵拉杆的第二端连接所述第一拖车子摆臂；
    第一横拉杆，所述第一横拉杆的两端分别连接两个所述第一拖车转向摆臂上的所述第二拖车子摆臂；
    所述第二传动部包括：
    第二动力转向摆臂，所述第二动力转向摆臂的第一端连接所述第二动力转向器的输出端；
    第二纵拉杆，所述第二纵拉杆的第一端连接所述第二动力转向摆臂的第二端；
    第二拖车转向摆臂，所述第二拖车转向摆臂与所述第二拖车车轮固定连接，所述第二拖车转向摆臂包括第三拖车子摆臂和第四拖车子摆臂，所述第三拖车子摆臂与所述第四拖车子摆臂之间形成有夹角，所述第二纵拉杆的第二端连接所述第三拖车子摆臂；
    第二横拉杆，所述第二横拉杆的两端分别连接两个所述第二拖车转向摆臂上的所述第四拖车子摆臂。
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