WO2024045381A1 - 一种轨道车辆转向架及其驱动单元 - Google Patents

一种轨道车辆转向架及其驱动单元 Download PDF

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Publication number
WO2024045381A1
WO2024045381A1 PCT/CN2022/135313 CN2022135313W WO2024045381A1 WO 2024045381 A1 WO2024045381 A1 WO 2024045381A1 CN 2022135313 W CN2022135313 W CN 2022135313W WO 2024045381 A1 WO2024045381 A1 WO 2024045381A1
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WIPO (PCT)
Prior art keywords
shock absorber
output end
coupling
input end
wheel
Prior art date
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Ceased
Application number
PCT/CN2022/135313
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English (en)
French (fr)
Inventor
沈龙江
贺世忠
颜志军
肖泽桦
张建全
张骏
彭爱林
张冲
赵楠
周小智
刘余龙
钟晓波
谢加辉
李茂春
李小燕
杨裕钦
杨川
孙亮
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CRRC Zhuzhou Locomotive Co Ltd
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CRRC Zhuzhou Locomotive Co Ltd
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Application filed by CRRC Zhuzhou Locomotive Co Ltd filed Critical CRRC Zhuzhou Locomotive Co Ltd
Publication of WO2024045381A1 publication Critical patent/WO2024045381A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/305—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes 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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/32—Guides, e.g. plates, for axle-boxes
    • B61F5/325—The guiding device including swinging arms or the like to ensure the parallelism of the axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • 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 invention relates to rail vehicles, in particular to a rail vehicle bogie and its driving unit.
  • Chinese invention patent application CN114248815A discloses a rail vehicle bogie using dual axle box suspension and a permanent magnet direct drive motor.
  • the bogie has an integral wheel pair with a series of axle box suspension devices arranged inside and outside each wheel.
  • the motor adopts an axle box.
  • Suspension type the driving device adopts permanent magnet synchronous motor direct drive installed on the left and right inner axle boxes. This method of motor shaft suspension and direct drive avoids the use of gearbox structure and significantly reduces the size of the bogie.
  • the wheelbase reduces the weight of the bogie.
  • Chinese invention patent CN105882665B discloses a permanent magnet direct drive motor rail vehicle bogie that combines axle suspension and frame suspension.
  • the permanent magnet direct drive motor directly drives the wheelset through a hollow shaft six-link mechanism provided at its end. , because the permanent magnet direct drive motor and the wheel are rigidly connected as one, it cannot significantly reduce the unsprung mass, and will still cause high traction energy consumption and wheel-rail wear, which is not conducive to reducing the vehicle and track life cycle costs.
  • the present invention aims to provide a rail vehicle bogie and a drive unit thereof.
  • the drive unit can reduce the overall weight of the bogie by about 10%, simultaneously reduce traction energy consumption and wheel rail wear, extend the maintenance and repair cycle, and reduce the overall weight of the vehicle and track. Life cycle costs.
  • a driving unit for a rail vehicle bogie including a permanent magnet direct drive traction motor and a coupling.
  • the coupling is a double-sided laminated coupling.
  • the double-sided laminated coupling includes a coupling. The output end of the coupling, the input end of the coupling, and the transmission sleeve provided between the output end of the coupling and the input end of the coupling;
  • the output end of the coupling is provided with an output end inner connecting plate, an output end outer connecting plate and a first lamination group.
  • the output end outer connecting plate is fixedly connected to the transmission shaft sleeve through an end toothed disc, and the output end inner connection plate is The disk is connected to the output end of the permanent magnet direct drive traction motor, and the inner connection disk of the output end and the outer connection disk of the output end are connected through the first lamination group and transmit torque;
  • the input end of the coupling is provided with an input end inner connecting plate, an input end outer connecting plate and a second lamination group.
  • the input end inner connecting plate is fixedly connected to the transmission shaft sleeve through an end toothed disc.
  • the input end outer connecting plate is The disc is connected to the axle through an interference fit, and the input end inner connecting disc and the input end outer connecting disc are connected through a second lamination group to transmit torque.
  • the present invention can also be further optimized.
  • the following is the technical solution formed after optimization:
  • the outer connecting plate of the output end is connected to the first laminated group through laminated bolts, a first mounting pad and a tapered sleeve
  • the inner connecting plate of the output end is connected to the first laminated group through laminated bolts, a first mounting pad and a tapered sleeve.
  • Two mounting pads and taper sleeves are connected to the first lamination group;
  • the inner connecting plate of the input end is connected to the second laminated group through laminated bolts, a first mounting pad and a tapered sleeve, and the outer connecting plate of the input end is connected to the second laminated group through laminated bolts, a second mounting pad and a tapered sleeve.
  • the second lamination group is connected to the second laminated group through laminated bolts, a second mounting pad and a tapered sleeve.
  • the laminated bolts in the coupling output end and the coupling input end are threadedly connected to the taper sleeve to realize torque transmission between the permanent magnet direct drive traction motor and the axle.
  • the present invention also provides a rail vehicle bogie, which includes a frame, a primary suspension device, a drive unit and a wheel-to-axle box assembly.
  • the frame is connected to the wheel-to-axle box assembly through a primary suspension, so The end of the side beam of the frame hangs the drive unit through a plurality of elastic suspension units, the wheel pair axle box assembly includes an axle, and the drive unit is the drive unit of the rail vehicle bogie; the permanent magnet linear
  • the drive traction motor is suspended and installed on the axle through the coupling output end, the coupling input end and the transmission bushing.
  • the frame includes a crossbeam located in the middle and side beams located at both ends of the crossbeam; a motor suspension support is provided inside the end of the side beam, and a transverse stopper is provided in the middle of the side beam.
  • a secondary suspension mounting base is set outside the middle part, an anti-snake damper mounting base is set at the upper outer part of the second series suspension mounting base, a second series vertical shock absorber mounting base is set at the outer lower part of the second series suspension mounting base, and an axle box is set at the bottom of the middle part of the side beam.
  • Tie rod seats, anti-roll mounting seats are set on the lower parts of both sides of the cross beam, transverse shock absorber mounting seats are set on the upper side of the cross beam, and brake hanging seats are set on the outside of the middle part of the side beam.
  • the primary suspension device includes a series of rubber springs installed on the top of the axle box body, a series of vertical shock absorbers and a single axle box tie rod assembly hinged on the axle box body.
  • the secondary suspension device includes air springs, secondary vertical shock absorbers, secondary lateral shock absorbers and anti-snaking shock absorbers installed on both sides of the middle part of the frame; the bottom of the secondary vertical shock absorbers is fastened to The second series vertical shock absorber mounting base, the second series lateral shock absorber bottom is fastened to the lateral shock absorber mounting base, the second series lateral shock absorber head is fastened to the lateral shock absorber base, and the anti-snake damping The bottom of the shock absorber is fastened to the anti-snaking shock absorber mounting seat; the unconnected ends of the air spring, the secondary vertical shock absorber, and the anti-snake shock absorber are connected to the vehicle body when the vehicle is dropped.
  • the basic braking device includes a brake caliper installed on a brake suspension seat outside the frame side beam, and the brake caliper is connected to the wheel pair axle box.
  • the assembled integral wheel and the wheel-mounted brake disc together form a wheel disc braking pattern arranged in the middle of the brake caliper.
  • the wheel-mounted brake disc is firmly installed on the integral wheel through bolts and limit stops.
  • the wheel-to-axle box assembly includes integral wheels that are press-fitted on both ends of the axle and wheel brake discs that are fastened to the integral wheels, the axle box assembly, and the speed measuring gear; the axle box It is assembled and installed on the inside of the wheel, and the speed measuring gear is installed on the axle through the limit stop;
  • the traction device includes a traction seat installed on the vehicle body, a transverse shock absorber seat installed on the traction seat and a shock absorber installed in the middle of the frame beam. Rubber pile, connecting seat and transverse stop assembly; the connecting base is installed at the bottom of the traction base, the rubber pile is installed on both sides of the connecting base, and the transverse stop assembly is installed on the transverse stop base.
  • an anti-roll device is also included.
  • the anti-roll device includes a rubber bushing, a torsion bar, a hinge arm and a tension and compression rod installed on the anti-roll mounting seats on both sides of the frame beam. Assembly; the torsion bar runs through the rubber bushing, and both ends of the torsion bar are installed on the tension and compression rods through the hinge arms; preferably, two sets of the anti-roll devices are arranged on each bogie.
  • the elastic suspension unit includes a screw rod, an adjustment washer, a rubber support, a distance sleeve, a nut and a gland; the screw head is in close contact with the motor suspension support, and the After the distance sleeve passes through the screw rod body, the end of the distance sleeve is positioned and installed on the motor suspension support. Rubber supports are installed on the upper and lower sides of the distance sleeve. The traction motor is positioned on the rubber support through the limit stop. On the base, the nut and gland are fastened to the thread of the screw to compress the distance sleeve and rubber bearing, and the installation error of the traction motor is adjusted by adjusting the gasket.
  • the axle of the present invention adopts a hollow axle, which not only reduces the unsprung mass, but also improves the running performance at high speed, and can also be used without disassembling the wheels and axles. Carry out ultrasonic flaw detection on the axle, which is beneficial to inspection and maintenance.
  • the drive unit of the present invention adopts a built-in axle box, and the permanent magnet direct drive traction motor adopts an elastic suspension structure + a flexible shaft suspension structure and is installed on the frame.
  • the bogie of the present invention have no gears,
  • the box transmission and gear coupling structure simplifies the structure of the drive unit and reduces the noise of the drive unit;
  • the permanent magnet direct drive traction motor adopts an elastic suspension structure + a flexible shaft suspension structure to connect the axle, which not only uses the structure to bear
  • the quality of the permanent magnet direct drive traction motor is reduced, and the permanent magnet direct drive traction motor is flexibly connected to the axle through a double-sided laminated coupling, which significantly reduces the unsprung mass of the bogie; the overall weight of the bogie is reduced by about 10% compared to the traditional bogie. 10%, reducing traction energy consumption and wheel-rail wear, extending the maintenance and repair cycle, thereby reducing the vehicle and track life cycle costs.
  • the design difficulty of this invention is to complete the layout of all equipment and the design of sub-components within the limited space and weight requirements and the requirements of meeting the overall performance, including system parameter matching and system integration of each sub-component of the bogie, and a compact frame structure , motor frame suspension structure, coupling structure and permanent magnet direct drive traction motor.
  • the permanent magnet direct drive traction motor of the present invention adopts an elastic suspension type, so that the weight of the traction motor is completely borne by the frame (that is, the weight of the traction motor is the sprung mass). At the same time, the double-sided laminated coupling is used to achieve flexibility.
  • the flexible shaft suspension installation and torque transmission eliminate the gearbox transmission and traditional gear coupling transmission in the bogie.
  • the elastic suspension structure of the traction motor + the installation type of the flexible shaft suspension structure makes the bogie of the present invention unsprung.
  • the mass is significantly reduced, traction energy consumption and wheel-rail wear are reduced, which is beneficial to reducing the life cycle cost of vehicles and tracks; at the same time, the invention adopts the built-in axle box type, which reduces the lateral span of the left and right side beams of the frame and the length of the axle; this kind of The form results in the traction device adopting the traction seat + rubber stack type; the primary suspension device adopts the axle box top-mounted rubber spring + axle box tie rod type.
  • the comprehensive application of these measures has shortened the wheelbase of the bogie to 2200mm. Compared with the 2500mm wheelbase of the traditional bogie, the wheelbase has been greatly reduced. The overall size of the bogie has been reduced, and the overall weight has been reduced by about 10%.
  • the present invention adopts the driving unit of permanent magnet direct drive traction motor + bilateral laminated coupling, canceling the gearbox transmission and traditional gear coupling transmission, and is different from the traditional asynchronous traction motor + gearbox + gear coupling. Compared with the transmission system of the shaft machine, there is no gear transmission, which greatly reduces the impact of transmission noise.
  • the present invention shows through research that when the permanent magnet direct drive traction motor adopts the frame suspension type, the weight of the traction motor is completely borne by the frame and belongs to the sprung mass. Compared with the traction motor hanging on the axle, the unsprung mass will be greatly reduced, thereby reducing the The maximum vertical force between wheels and rails is more suitable for high-speed and heavy axle-load subway vehicles. Compared with a bogie using an asynchronous motor + gearbox transmission system, the drive unit of the permanent magnet direct drive traction motor + double-sided laminated coupling of the present invention improves the traction efficiency, thereby effectively reducing energy consumption. Combined with reducing the weight of the bogie, the present invention is expected to reduce the overall energy consumption of the traction system of the entire train by about 12%.
  • the present invention adopts a permanent magnet direct drive traction motor.
  • the torque of the traction motor is directly output to the axle through the double-sided laminated coupling, so that the traction force can be effectively transmitted and the mutual motion between the axle and the motor can be balanced during vehicle movement, thus improving the traction efficiency.
  • the permanent magnet direct drive traction motor uses 4 elastic suspension units installed on the motor suspension support of the frame.
  • the traction motor is installed on the axle through a hollow bushing and a double-sided laminated coupling. Its mass does not directly act on Wheel set, compared with the traditional asynchronous traction motor + gearbox + gear coupling transmission system, the arrangement of the present invention greatly reduces the unsprung mass (reducing the unsprung mass by about 200kg), which will improve the high-speed driving of the vehicle. It reduces the wheel-rail force at the same time and reduces the vibration impact of the wheel-rail force on the motor and drive unit, thereby improving the operational reliability of the bogie.
  • the permanent magnet direct drive traction motor + double-sided stacking of the present invention In the high-efficiency drive unit of the plate coupling, the weight of the permanent magnet direct drive traction motor frame after it is suspended and installed is the sprung mass; compared with the traditional subway bogies that use solid axles, the bogie of the present invention uses axles to further reduce the unsprung mass. quality. Therefore, the present invention has a significant effect on reducing the unsprung mass and reducing the wheel-rail force.
  • the built-in axle box of the present invention reduces the lateral span of the primary suspension device from 2050-2100mm of the traditional axle box external bogie to 1130mm, effectively reducing the oscillating angle stiffness of the wheel pair and the torsional stiffness of the bogie, making the The bogie of the invention has the characteristics of strong ability to pass curves, small wheel-rail wear and low noise.
  • the bogie of the present invention is small in overall size and lightweight, and plays an important role in reducing the traction energy consumption of the entire train, increasing the passenger carrying capacity, and reducing wheel and rail wear.
  • Figure 1 is a schematic diagram of the bogie composition according to an embodiment of the present invention.
  • Figure 2 is a top view of Figure 1;
  • Figure 3 is a schematic diagram of the architecture in Figure 1;
  • Figure 4 is a schematic diagram of the drive unit in Figure 1;
  • Figure 5 is a schematic structural diagram of the double-sided laminated coupling in Figure 1;
  • Figure 6 is a schematic diagram of the relevant installation structure of the motor elastic suspension unit in Figure 1;
  • Figure 7 is a schematic structural diagram of the secondary suspension device in Figure 1;
  • Figure 8 is a schematic diagram of the installation structure of the traction device in Figure 1;
  • Figure 9 is a schematic structural diagram of the anti-rolling device in Figure 1.
  • the rail vehicle bogie of this embodiment mainly includes a frame 1, a primary suspension device 2, a drive unit 3, a secondary suspension device 4, a basic braking device 5, and a wheel pair axle box assembly 6 , traction device 7, anti-roll device 8.
  • the frame 1 is connected to the wheel axle box assembly 6 through a primary suspension device 2.
  • the left and right side beam ends of the frame 1 hang the drive unit 3 through four elastic suspension units 3-5.
  • the drive unit 3 passes through a double-sided laminated coupling.
  • the input end 3-3 is installed on the axle 6-5 (see Figure 4).
  • the clamp of the basic braking device 5 is hung on the outside of the side beam of the frame 1
  • the secondary suspension device 4 is installed on the outside of the middle part of the frame 1
  • the traction device 7 is installed on the middle part of the frame 1
  • the anti-rolling device 8 is installed on the cross beam in the middle part of the frame 1
  • anti-snake dampers 4-4 are installed on the outside of the middle part of the side beam of frame 1.
  • the frame 1 of this embodiment is an "H"-shaped welded box structure, in which the side beams 1-1 are located on both sides of the frame 1, and the cross beams 1-3 are box-shaped structures formed by welding steel plates. Located in the middle.
  • a motor suspension support 1-2 is provided inside the end of the side beam 1-1, a transverse stopper 1-10 is provided in the middle of the side beam 1-1, and a secondary suspension mounting base 1-5 is provided outside the middle of the side beam 1-1.
  • the second series suspension mounting base 1-5 is provided with an anti-snake damper mounting base 1-4 on the outer upper part, a second series vertical shock absorber mounting base 1-6 is provided on the lower part, and an axle box rod seat 1 is set at the middle bottom of the side beam 1-1.
  • Anti-roll mounting seats 1-7 are provided on both sides of the cross beam 1-3.
  • a transverse shock absorber mounting seat 1-9 is provided on the upper side of the cross beam 1-3.
  • a brake suspension is provided on the outside of the middle part of the side beam 1-1.
  • the primary suspension device 2 of this embodiment mainly includes a primary rubber spring 2-1, a primary vertical shock absorber 2-2 and an axle box tie rod assembly 2-3, forming a primary rubber spring 2 -1
  • the structural type combined with a single axle box tie rod assembly 2-3 is arranged on the top of the axle box body.
  • the composition of the drive unit 3 in this embodiment is shown in Figure 4.
  • the drive unit 3 is mainly composed of a permanent magnet direct drive traction motor 3-1, a bilateral laminated coupling, an elastic suspension unit 3-5 and other components. .
  • the relevant installation structures of the drive unit 3, the wheel axle box assembly 6, the primary suspension device 2 and other components are shown in Figure 4.
  • the permanent magnet direct drive traction motor 3-1 uses four elastic suspension units 3-5 to hang on the motor suspension support 1-2 of the frame 1, and the permanent magnet direct drive traction motor 3-1 is connected through a double-sided laminated
  • the axle device is installed on the axle 6-5.
  • the double-sided laminated coupling of this embodiment is mainly composed of a coupling output end 3-2, a coupling input end 3-3, and a transmission sleeve 3-4.
  • the relevant installation structure is shown in Figure 5.
  • the output end of the coupling 3-2 consists of the lamination bolt 3-2-1, the first mounting pad 3-2-2, the second mounting pad 3-2-3, the first lamination group 3-2-4, and the It consists of the first bolt group 3-2-5, the output end outer connecting plate 3-2-6, the taper sleeve 3-2-7, the second bolt group 3-2-8, and the output end inner connecting plate 3-2-9.
  • the input end 3-3 of the coupling consists of the input end inner connecting plate 3-3-1, the third bolt group 3-3-2, the input end outer connecting plate 3-3-3, and the second lamination group 3-3- 4 and laminated bolts 3-2-1, first mounting pad 3-2-2, second mounting pad 3-2-3, and taper sleeve 3-2-7.
  • the coupling output end 3-2 and the coupling input end 3-3 use the same laminated bolts 3-2-1, first mounting pad 3-2-2, second mounting pad 3-2-3, cone Set 3-2-7 to reduce component types and simplify installation.
  • the inner connecting plate 3-2-9 of the output end is connected to the inner sleeve of the permanent magnet direct drive traction motor 3-1 through the end gear plate, and uses the second bolt group 3-2-8 Tighten;
  • the output end outer connecting plate 3-2-6 is also connected to one end of the transmission shaft sleeve 3-4 through the end gear plate, and is fastened with the first bolt set 3-2-5;
  • the output end inner connecting plate 3-2 -9 and the output end outer connecting plate 3-2-6 are respectively tightened on the first laminated group 3-2-4 through the threaded connection of the laminated bolt 3-2-1 and the taper sleeve 3-2-7, and
  • the first lamination stack 3-2-4 transmits torque and adapts to deformation.
  • the inner connecting plate 3-3-1 of the input end is connected to the other end of the transmission shaft sleeve 3-4 through the end gear plate, and is fastened with the third bolt group 3-3-2;
  • input The end outer connecting plate 3-3-3 is connected to the axle 6-5 through interference fit;
  • the input end inner connecting plate 3-3-1 and the input end outer connecting plate 3-3-3 are respectively connected to the axle 6-5 through lamination bolts 3-2- 1.
  • the threaded connection with the taper sleeve 3-2-7 is fastened to the second lamination group 3-3-4, and transmits torque and adapts to deformation through the second lamination group 3-3-4.
  • the torque transmission and deformation adaptability from the inner sleeve of the permanent magnet direct drive traction motor 3-1 to the axle 6-5 are completed. That is, the torque output by the permanent magnet direct drive traction motor 3-1 is transmitted to the coupling input end 3-3 through the coupling output end 3-2 and the transmission sleeve 3-4. Because the coupling input end 3-3 The outer connecting plate 3-3-3 of the input end is interference connected with the axle 6-5, so that the torque is transmitted to the axle 6-5, realizing the output of the motor torque.
  • the double-sided laminated coupling passes Its own elastic deformation adapts to the vertical, transverse and longitudinal relative movements between the traction motor and the axle, and transmits traction and braking torque.
  • the relevant installation structure of the elastic suspension unit 3-5 of this embodiment is shown in Figure 6.
  • the elastic suspension unit 3-5 includes a screw 3-5-1, an adjustment gasket 3-5-2, and a rubber bearing 3- 5-3, distance sleeve 3-5-4, adjusting gasket 3-5-5, nut 3-5-7 and gland 3-5-8.
  • the head of screw 3-5-1 is in close contact with the motor suspension support 1-2.
  • the end is positioned and installed on the motor suspension support.
  • rubber supports 3-5-3 are installed on the upper and lower sides of the distance sleeve 3-5-4, and the traction motor 3-1 is positioned on the rubber support 3-5-3 through the limit stop.
  • the nut 3-5-7 and the gland 3-5-8 are fastened to the thread of the screw 3-5-1, press the distance sleeve 3-5-4 and the rubber bearing 3-5-3, and adjust Use spacers 3-5-2 and 3-5-5 to adjust the installation error of traction motor 3-1.
  • the relevant installation structure of the secondary suspension device 4 of this embodiment is shown in Figure 7.
  • the secondary suspension device 4 includes an air spring 4-1, a secondary vertical shock absorber 4-2, and a secondary lateral shock absorber. 4-3 and anti-snake damper 4-4, among which: air spring 4-1 is installed on both sides of the middle part of frame 1, and the bottom of secondary vertical damper 4-2 is fastened to the secondary vertical damper.
  • the bottom of the second series lateral shock absorber 4-3 is fastened to the lateral shock absorber mounting base 1-9, and the head of the second series lateral shock absorber 4-3 is fastened to the lateral shock absorber base 7 -5, the bottom of the anti-snake shock absorber 4-4 is fastened to the anti-snake shock absorber mounting base 1-4.
  • the unconnected ends of the air spring 4-1, secondary vertical shock absorber 4-2, and anti-snake shock absorber 4-4 are connected to the car body when the car is dropped.
  • the basic braking device 5 of this embodiment mainly includes a brake caliper 5-1 installed on the brake suspension seat 1-11 outside the frame side beam 1-1 through bolts, which is connected with the wheel pair axle box assembly 6
  • the integral wheel 6-1 and the wheel brake disc 6-2 together form a wheel disc braking type in which the brake caliper is arranged in the middle.
  • the wheel pair axle box assembly 6 of this embodiment mainly includes an integral wheel 6-1, a wheel brake disc 6-2, an axle box assembly 6-3, a speed measuring gear 6-4, an axle 6-5, etc.
  • the relevant installation structure of the traction device 7 of this embodiment is shown in Figure 8.
  • the traction device 7 mainly includes a traction seat 7-1 installed on the vehicle body, a rubber pile 7-2 installed in the middle of the frame beam 1-3, and a connection Seat 7-3 and transverse stop assembly 7-4, of which the connecting seat 7-3 is installed at the bottom of the traction seat 7-1, the rubber pile 7-2 is installed on both sides of the connecting seat 7-3, and the transverse stop assembly 7-4 Installed on the transverse stop seats 1-10.
  • a transverse shock absorber seat 7-5 is provided on the lower side of the traction seat 7-1, which is used to connect the head of the second series transverse shock absorber 4-3.
  • the relevant installation structure of the anti-roll device 8 in this embodiment is shown in Figure 9.
  • the anti-roll device 8 mainly includes rubber bushings 8 installed on the anti-roll mounting seats 1-7 on both sides of the frame beam 1-3. -3.
  • the torsion bar 8-2 runs through the rubber bushing 8-3. Both ends of the torsion bar 8-2 are installed on the tension and compression rod through the crank arms 8-4.
  • Assembly 8-1 In order to improve the anti-rolling capability of the vehicle, two sets of anti-rolling devices 8 are arranged on each bogie.
  • the structure of the drive unit 3 is simplified and the noise of the drive unit 3 is reduced;
  • the permanent magnet direct drive traction motor 3-1 adopts The elastic suspension structure and the flexible axle suspension structure (installed on the axle through double-sided laminated couplings) are combined to achieve installation and transmit torque, reducing the unsprung mass of the bogie;
  • the overall weight of the bogie is compared with the traditional bogie It is reduced by about 10%, reduces traction energy consumption and wheel-rail wear, and extends the maintenance and repair cycle, thereby reducing the vehicle and track life cycle costs.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

一种轨道车辆转向架及其驱动单元。驱动单元包括永磁直驱牵引电机（3-1）和具有联轴器输出端（3-2）、联轴器输入端（3-3）、传动轴套（3-4）的双侧叠片式联轴器；在联轴器输出端，输出端外侧连接盘（3-2-6）与传动轴套经端面齿盘固定相连，输出端内侧连接盘（3-2-9）连接永磁直驱牵引电机的输出端，且输出端内侧连接盘与输出端外侧连接盘通过第一叠片组（3-2-4）连接；在联轴器输入端，输入端内侧连接盘（3-3-1）与传动轴套通过端面齿盘固定相连，输入端外侧连接盘（3-3-3）通过过盈配合与车轴（6-5）相连，且输入端内侧连接盘与输入端外侧连接盘通过第二叠片组（3-3-4）连接。转向架总体重量相对传统转向架减轻约10％，降低了牵引能耗及轮轨磨耗，延长了维护检修周期。

Description

一种轨道车辆转向架及其驱动单元 技术领域
本发明涉及轨道车辆，特别是一种轨道车辆转向架及其驱动单元。
背景技术
随着各国对铁路产品全寿命周期成本越来越重视，如何降低车辆全寿命周期成本，提高车辆运营载客能力，降低轨道维护成本已成为轨道车辆的重要研究方向。
中国发明专利申请CN114248815A公开了一种采用双轴箱悬挂和永磁直驱电机的轨道车辆转向架，所述转向架整体轮对每个车轮内、外布置轴箱一系悬挂装置，电机采用轴悬式，驱动装置采用永磁同步电机直驱安装在左、右两内轴箱体上，这种采用电机轴悬和直驱的方式，避免了采用齿轮变速箱结构，显著减小了转向架轴距，降低了转向架自重。然而，由于该专利申请CN114248815A的牵引电机的扭矩是通过固定销传递的，同时牵引电机采用的是轴悬方式(电机悬挂安装在车轴上)，牵引电机和轴刚性连接为一体，这种形式导致簧下质量并未显著降低，带来牵引能耗及轮轨磨耗高，不利于降低车辆及轨道全寿命周期成本。
中国发明专利CN105882665B公开了一种采用轴悬和架悬相结合的永磁直驱电机轨道车辆转向架，其永磁直驱电机通过设置在其端部的空心轴六连杆机构直接驱动轮对，由于永磁直驱电机和车轮刚性连接为一体，其也不能显著降低簧下质量，仍会带来牵引能耗及轮轨磨耗高，不利于降低车辆及轨道全寿命周期成本。
发明内容
本发明旨在提供一种轨道车辆转向架及其驱动单元，该驱动单元可以降低转向架的总体重量约10％，同时降低牵引能耗及轮轨磨耗，延长维护检修周期，降低车辆及轨道全寿命周期成本。
为了实现上述目的，本发明所采用的技术方案是：
一种轨道车辆转向架的驱动单元，包括永磁直驱牵引电机和联轴器，所述联轴器为双侧叠片式联轴器，所述双侧叠片式联轴器包括联轴器输出端、联轴器输入端、设置在联轴器输出端和联轴器输入端之间的传动轴套；
在联轴器输出端设有输出端内侧连接盘、输出端外侧连接盘和第一叠片组，所述输出端外侧连接盘与传动轴套经端面齿盘固定相连，所述输出端内侧连接盘连接永磁直驱牵引电机 的输出端，且所述输出端内侧连接盘与输出端外侧连接盘通过第一叠片组连接并传递扭矩；
在联轴器输入端设有输入端内侧连接盘、输入端外侧连接盘和第二叠片组，所述输入端内侧连接盘与传动轴套通过端面齿盘固定相连，所述输入端外侧连接盘通过过盈配合与车轴相连，且所述输入端内侧连接盘与所述输入端外侧连接盘通过第二叠片组连接并传递扭矩。
根据本发明的实施例，还可以对本发明作进一步的优化，以下为优化后形成的技术方案：
在其中一个优选的实施例中，所述输出端外侧连接盘经叠片螺栓、第一安装垫和锥套连接所述第一叠片组，所述输出端内侧连接盘经叠片螺栓、第二安装垫和锥套连接所述第一叠片组；
所述输入端内侧连接盘经叠片螺栓、第一安装垫和锥套连接所述第二叠片组，所述输入端外侧连接盘经叠片螺栓、第二安装垫和锥套连接所述第二叠片组。
所述联轴器输出端和联轴器输入端中叠片螺栓均与锥套通过螺纹连接紧固实现永磁直驱牵引电机与车轴之间的扭矩传递。
基于同一个发明构思，本发明还提供了一种轨道车辆转向架，包括构架、一系悬挂装置、驱动单元及轮对轴箱组装，所述构架通过一系悬挂连接轮对轴箱组装，所述构架的侧梁端部通过多个弹性悬挂单元吊挂驱动单元，所述轮对轴箱组装包括车轴，且所述驱动单元为所述的轨道车辆转向架的驱动单元；所述永磁直驱牵引电机通过联轴器输出端、联轴器输入端及传动轴套悬挂安装于车轴上。
在其中一个优选的实施例中，所述构架包括位于中部的横梁以及位于横梁两端的侧梁；所述侧梁端部内侧设置电机悬挂支座，侧梁中部设置有横向止挡座，侧梁中部外侧设置二系悬挂安装座，二系悬挂安装座外侧上部设置抗蛇行减振器安装座，二系悬挂安装座外侧下部设置二系垂向减振器安装座，侧梁中部底部设置轴箱拉杆座，横梁两侧下部设置抗侧滚安装座，横梁上部一侧设置横向减振器安装座，侧梁中部外侧设置有制动器吊挂座。
在其中一个优选的实施例中，所述一系悬挂装置包括装在轴箱体顶部的一系橡胶弹簧，一系垂向减振器以及铰接在轴箱体上的单根的轴箱拉杆组装；所述二系悬挂装置包括安装于构架中部两侧的空气弹簧、二系垂向减振器、二系横向减振器以及抗蛇行减振器；二系垂向减振器底部紧固于二系垂向减振器安装座上、二系横向减振器底部紧固于横向减振器安装座上，二系横向减振器头部紧固于横向减振器座上，抗蛇行减振器底部紧固于抗蛇行减振器安装座上；所述空气弹簧、二系垂向减振器、抗蛇行减振器未连接端落车时与车体相连。
在其中一个优选的实施例中，还包括基础制动装置，所述基础制动装置包括安装于构架侧梁外侧的制动器吊挂座上的制动夹钳，制动夹钳与轮对轴箱组装中的整体车轮和轮装制动 盘一起形成制动夹钳中部布置的轮盘制动型式，轮装制动盘通过螺栓及限位止口紧固安装于整体车轮上。
在其中一个优选的实施例中，所述轮对轴箱组装包括压装于车轴两端的整体车轮和紧固安装在整体车轮上的轮制动盘、轴箱组装、测速齿轮；所述轴箱组装安装于车轮内侧，测速齿轮通过限位止口安装于车轴上；所述牵引装置包括安装于车体上的牵引座、设置在牵引座上的横向减振器座及安装于构架横梁中部的橡胶堆、连接座以及横向止挡装配；所述连接座安装于牵引座底部，橡胶堆安装于连接座两侧，横向止挡装配安装于横向止挡座上。
在其中一个优选的实施例中，还包括抗侧滚装置，所述抗侧滚装置包括安装在构架横梁两侧的抗侧滚安装座上的橡胶轴套、扭杆、拐臂以及拉压杆组装；所述扭杆贯穿于橡胶轴套内，扭杆两端通过拐臂安装于拉压杆组装；优选每个转向架布置了两套所述抗侧滚装置。
在其中一个优选的实施例中，所述弹性悬挂单元包括螺杆、调整垫片、橡胶支座、定距套筒、螺母和压盖；所述螺杆头部与电机悬挂支座紧贴，所述定距套筒穿过螺杆杆体后，定距套筒的端部定位安装于电机悬挂支座上，定距套筒上下两侧安装有橡胶支座，牵引电机通过限位止口定位于橡胶支座上，所述螺母及压盖紧固于螺杆螺纹上压紧定距套筒及橡胶支座，并通过调整垫片调整牵引电机的安装误差。
为了进一步降低簧下质量，在保证车轴强度的情况下，本发明的车轴采用空心车轴，不仅降低了簧下质量，提高了高速下的运行性能，同时可在不拆解车轮、车轴的情况下进行车轴超声波探伤，有利于检修维护。
由此，本发明驱动单元为采用轴箱内置式，且永磁直驱牵引电机采用弹性架悬结构+挠性轴悬结构安装在构架上的驱动单元，不仅使本发明的转向架中没有齿轮箱传动、齿式联轴器结构，简化了驱动单元的结构，降低了驱动单元噪声；同时，永磁直驱牵引电机采用了弹性架悬结构+挠性轴悬结构连接车轴，不仅利用构架承担了永磁直驱牵引电机的质量，而且永磁直驱牵引电机通过双侧叠片式联轴器挠性连接车轴，显著降低了转向架簧下质量；转向架总体重量相对传统转向架减轻约10％，降低了牵引能耗及轮轨磨耗，延长了维护检修周期，从而降低车辆及轨道全寿命周期成本。
本发明的设计难点在于要在有限的空间及重量要求及满足整体性能的要求下，完成所有设备的布置及子部件的设计，包括转向架各子部件系统参数匹配及系统集成、紧凑的构架结构、电机架悬结构、联轴节结构和永磁直驱牵引电机。
与现有技术相比，本发明的有益效果是：
1、本发明的永磁直驱牵引电机采用了弹性架悬型式，使得牵引电机重量由构架完全承 担(即牵引电机重量为簧上质量)，同时利用双侧叠片式联轴器实现了挠性轴悬安装和扭矩传递，使转向架中取消了齿轮箱传动和传统的齿式联轴器传动，牵引电机的弹性架悬结构+挠性轴悬结构的安装型式使得本发明转向架簧下质量显著降低，减小了牵引能耗及轮轨磨耗，利于降低车辆及轨道全寿命周期成本；同时本发明采用轴箱内置型式，减小了构架左右侧梁横向跨距、车轴长度；这种形式导致牵引装置采用牵引座+橡胶堆型式；一系悬挂装置采用轴箱顶置式橡胶弹簧+轴箱拉杆型式。这些措施的综合运用使得转向架轴距缩短至2200mm，与传统转向架2500mm轴距相比，大大降低了轴距，转向架整体尺寸缩小，整体重量降低约10％。
2、本发明采用永磁直驱牵引电机+双侧叠片联轴器的驱动单元，取消了齿轮箱传动和传统的齿式联轴器传动，与传统异步牵引电机+齿轮箱+齿式联轴器的传动系统相比，无齿轮传动，从而大大降低了传动噪声影响。
3、本发明通过研究表明永磁直驱牵引电机采用架悬型式时，使得牵引电机重量由构架完全承担，属于簧上质量，这相对于牵引电机抱轴悬挂将大大降低簧下质量，从而降低轮轨间的最大垂向作用力，更加适合于高速、大轴重地铁车辆。与采用异步电机+齿轮箱传动系统的转向架相比，本发明所述永磁直驱牵引电机+双侧叠片联轴器的驱动单元提高了牵引效率，从而能有效降低能耗。结合降低转向架重量，通过本发明，预期将使整列车的牵引系统整体能耗降低约12％。
4、本发明采用了永磁直驱牵引电机。牵引电机的转矩通过双侧叠片式联轴器直接输出到车轴，才能有效传递牵引力及平衡车辆运动过程中车轴与电机之间相互运动，提高了牵引效率。
5、永磁直驱牵引电机采用4个弹性悬挂单元安装于构架的电机悬挂支座上，牵引电机通过空心轴套及双侧叠片式联轴器安装在车轴上，其质量不直接作用于轮对，与传统异步牵引电机+齿轮箱+齿式联轴器的传动系统相比，本发明的布置方式大大降低减小簧下质量(降低簧下质量约200kg)，这将改善车辆高速行驶时的轮轨作用力，同时降低轮轨作用力对电机和驱动单元的振动冲击，从而提高转向架运行可靠性。与现有的永磁直驱牵引电机采用抱轴方式安装相比，由于永磁直驱牵引电机重量较大(通常在900kg以上)，本发明所述的永磁直驱牵引电机+双侧叠片联轴器的高效驱动单元中，永磁直驱牵引电机架悬安装后其重量属于簧上质量；相比传统的地铁转向架均使用实心车轴，本发明转向架使用车轴进一步降低了簧下质量。因而本发明对降低簧下质量、降低轮轨作用力效果显著。
6、本发明的轴箱内置，使一系悬挂装置横向跨距由传统轴箱外置式转向架的2050—2100mm降低至1130mm，有效降低了轮对的摇头角度刚度和转向架的扭曲刚度，使得本发明转 向架具有通过曲线能力强、轮轨磨耗小、噪声低的特点。
7、本发明转向架整体尺寸小，有轻量化的特点，对降低整列车牵引能耗，增大载客能力，降低轮轨磨耗有着重要作用。
附图说明
图1是本发明一个实施例的转向架组成示意图；
图2是图1的俯视图；
图3是图1中构架组成示意图；
图4是图1中驱动单元组成示意图；
图5是图1中双侧叠片式联轴器结构示意图；
图6是图1中电机弹性悬挂单元的相关安装结构示意图；
图7是图1中二系悬挂装置结构示意图；
图8是图1中牵引装置安装结构示意图；
图9是图1中抗侧滚装置结构示意图。
具体实施方式
以下将参考附图并结合实施例来详细说明本发明。需要说明的是，在不冲突的情况下，本发明中的实施例及实施例中的特征可以相互组合。为叙述方便，下文中如出现“上”、“下”、“左”、“右”字样，仅表示与附图本身的上、下、左、右方向一致，并不对结构起限定作用。
如图1和图2所示，本实施例的轨道车辆转向架主要包括构架1、一系悬挂装置2、驱动单元3、二系悬挂装置4、基础制动装置5、轮对轴箱组装6、牵引装置7、抗侧滚装置8。
构架1通过一系悬挂装置2连接轮对轴箱组装6，构架1的左右侧梁端部通过四个弹性悬挂单元3-5吊挂驱动单元3，驱动单元3通过双侧叠片联轴器输入端3-3安装于车轴6-5上(参图4)。基础制动装置5的夹钳吊挂于构架1侧梁的外侧，二系悬挂装置4安装于构架1中部外侧，牵引装置7安装于构架1中部，抗侧滚装置8安装于构架1中部横梁的两侧，抗蛇行减振器4-4安装于构架1侧梁中部外侧。
如图3所示，本实施例的构架1为“H”型焊接箱型结构，其中侧梁1-1位于构架1的两侧，横梁1-3为钢板组焊而成的箱型结构，位于中部。侧梁1-1端部内侧设置电机悬挂支座1-2，侧梁1-1中部设置有横向止挡座1-10，侧梁1-1中部外侧设置二系悬挂安装座1-5，二系悬挂安装座1-5外侧上部设置抗蛇行减振器安装座1-4，下部设置二系垂向减振器安装 座1-6，侧梁1-1中部底部设置轴箱拉杆座1-8，横梁1-3两侧下部设置抗侧滚安装座1-7，横梁1-3上部一侧设置横向减振器安装座1-9，侧梁1-1中部外侧设置有制动器吊挂座1-11。
如图4所示，本实施例的一系悬挂装置2主要包括一系橡胶弹簧2-1、一系垂向减振器2-2以及轴箱拉杆组装2-3，形成一系橡胶弹簧2-1在轴箱体顶部布置与单根轴箱拉杆组装2-3组合的结构型式。
本实施例的驱动单元3的组成如图4所示，所述驱动单元3主要由永磁直驱牵引电机3-1、双侧叠片式联轴器及弹性悬挂单元3-5等部件组成。驱动单元3与轮对轴箱组装6、一系悬挂装置2等部件的相关安装结构如图4所示。永磁直驱牵引电机3-1采用4个弹性悬挂单元3-5吊挂于构架1的电机悬挂支座1-2上，且永磁直驱牵引电机3-1通过双侧叠片式联轴器安装在车轴6-5上。
本实施例的双侧叠片式联轴器主要由联轴器输出端3-2、联轴器输入端3-3、传动轴套3-4组成，相关安装结构见图5。联轴器输出端3-2由叠片螺栓3-2-1、第一安装垫3-2-2、第二安装垫3-2-3、第一叠片组3-2-4、第一螺栓组3-2-5、输出端外侧连接盘3-2-6、锥套3-2-7、第二螺栓组3-2-8、输出端内侧连接盘3-2-9组成。联轴器输入端3-3由输入端内侧连接盘3-3-1、第三螺栓组3-3-2、输入端外侧连接盘3-3-3、第二叠片组3-3-4以及叠片螺栓3-2-1、第一安装垫3-2-2、第二安装垫3-2-3、锥套3-2-7组成。联轴器输出端3-2和联轴器输入端3-3使用相同的叠片螺栓3-2-1、第一安装垫3-2-2、第二安装垫3-2-3、锥套3-2-7以减少部件种类，简化安装。在联轴器输出端3-2：输出端内侧连接盘3-2-9与永磁直驱牵引电机3-1的内套通过端面齿盘相连，并采用第二螺栓组3-2-8紧固；输出端外侧连接盘3-2-6与传动轴套3-4的一端也是通过端面齿盘相连，采用第一螺栓组3-2-5紧固；输出端内侧连接盘3-2-9与输出端外侧连接盘3-2-6分别通过叠片螺栓3-2-1与锥套3-2-7的螺纹连接紧固在第一叠片组3-2-4上，并通过第一叠片组3-2-4传递扭矩和适应变形。在联轴器输入端3-3：输入端内侧连接盘3-3-1与传动轴套3-4的另一端通过端面齿盘相连，采用第三螺栓组3-3-2紧固；输入端外侧连接盘3-3-3通过过盈配合与车轴6-5相连；输入端内侧连接盘3-3-1与输入端外侧连接盘3-3-3分别通过叠片螺栓3-2-1与锥套3-2-7的螺纹连接紧固在第二叠片组3-3-4上，并通过第二叠片组3-3-4传递扭矩和适应变形。这样就完成了从永磁直驱牵引电机3-1的内套到车轴6-5之间的扭矩传递和变形适应能力。即，永磁直驱牵引电机3-1输出的扭矩通过联轴器输出端3-2、传动轴套3-4传到联轴器输入端3-3，因联轴器输入端3-3中的输入端外侧连接盘3-3-3与车轴6-5是过盈连接的，从而扭矩传递到车轴6-5，实现了电机扭矩的输出，同时，双侧叠片式联轴器通过自身弹性变形，适应了牵引电机与车轴之 间的垂向、横向、纵向相对运动，并传递牵引和制动扭矩。
本实施例的弹性悬挂单元3-5的相关安装结构见图6所示，所述弹性悬挂单元3-5包括螺杆3-5-1、调整垫片3-5-2、橡胶支座3-5-3、定距套筒3-5-4、调整垫片3-5-5、螺母3-5-7和压盖3-5-8。其中：螺杆3-5-1头部与电机悬挂支座1-2紧贴，定距套筒3-5-4穿过螺杆3-5-1杆体后，端部定位安装于电机悬挂支座1-2上，定距套筒3-5-4上下两侧安装有橡胶支座3-5-3，牵引电机3-1通过限位止口定位于橡胶支座3-5-3上，螺母3-5-7及压盖3-5-8紧固于螺杆3-5-1螺纹上，压紧定距套筒3-5-4及橡胶支座3-5-3，并通过调整垫片3-5-2，3-5-5来调整牵引电机3-1安装误差。
本实施例的二系悬挂装置4的相关安装结构见图7所示，所述二系悬挂装置4包括空气弹簧4-1、二系垂向减振器4-2、二系横向减振器4-3及抗蛇行减振器4-4，其中：空气弹簧4-1安装在构架1中部两侧、二系垂向减振器4-2底部紧固于二系垂向减振器安装座1-6上、二系横向减振器4-3底部紧固于横向减振器安装座1-9上，二系横向减振器4-3头部紧固于横向减振器座7-5上，抗蛇行减振器4-4底部紧固于抗蛇行减振器安装座1-4上。空气弹簧4-1、二系垂向减振器4-2、抗蛇行减振器4-4未连接端落车时与车体相连。
本实施例的基础制动装置5主要包括通过螺栓安装于构架侧梁1-1外侧的制动器吊挂座1-11上的制动夹钳5-1，它与轮对轴箱组装6中的整体车轮6-1和轮制动盘6-2一起形成制动夹钳中部布置的轮盘制动型式。
如图4所示，本实施例的轮对轴箱组装6主要包括整体车轮6-1、轮制动盘6-2、轴箱组装6-3、测速齿轮6-4、车轴6-5等部件，其中整体车轮6-1过盈压装于车轴6-5两端，轮制动盘6-2通过螺栓及限位止口紧固安装在整体车轮6-1上，轴箱组装6-3安装于整体车轮6-1内侧，测速齿轮6-4通过限位止口安装于车轴6-5上。
本实施例的牵引装置7的相关安装结构见图8，所述牵引装置7主要包括安装于车体上的牵引座7-1及安装于构架横梁1-3中部的橡胶堆7-2、连接座7-3以及横向止挡装配7-4，其中连接座7-3安装于牵引座7-1底部，橡胶堆7-2安装于连接座7-3两侧，横向止挡装配7-4安装于横向止挡座1-10上。牵引座7-1侧面下部设置横向减振器座7-5，用于连接二系横向减振器4-3头部。
本实施例的抗侧滚装置8的相关安装结构见图9，所述抗侧滚装置8主要包括安装在构架横梁1-3两侧的抗侧滚安装座1-7上的橡胶轴套8-3、扭杆8-2以及拉压杆组装8-1，扭杆8-2贯穿于橡胶轴套8-3内，扭杆8-2两端通过拐臂8-4安装于拉压杆组装8-1。为了提高车辆的抗侧滚能力，每个转向架布置了两套抗侧滚装置8。
本实施例的转向架中由于没有了传统的齿轮箱传动、齿式联轴器结构，故简化了驱动单元3的结构，降低了驱动单元3噪声；永磁直驱牵引电机3-1采用了弹性架悬结构与挠性轴悬结构(经双侧叠片式联轴器安装在车轴上)相结合实现安装，并传递扭矩，降低了转向架簧下质量；转向架总体重量相对传统转向架减轻约10％，降低了牵引能耗及轮轨磨耗，延长了维护检修周期，从而降低车辆及轨道全寿命周期成本。
上述实施例阐明的内容应当理解为这些实施例仅用于更清楚地说明本发明，而不用于限制本发明的范围，在阅读了本发明之后，本领域技术人员对本实施例的各种等价形式的修改均落入本发明所附权利要求所限定的范围。

Claims (10)

  1. 一种轨道车辆转向架的驱动单元，包括永磁直驱牵引电机(3-1)和联轴器，其特征在于，所述联轴器为双侧叠片式联轴器，所述双侧叠片式联轴器包括联轴器输出端(3-2)、联轴器输入端(3-3)、设置在联轴器输出端(3-2)和联轴器输入端(3-3)之间的传动轴套(3-4)；
    在联轴器输出端(3-2)设有输出端内侧连接盘(3-2-9)、输出端外侧连接盘(3-2-6)和第一叠片组(3-2-4)，所述输出端外侧连接盘(3-2-6)与传动轴套(3-4)经端面齿盘固定相连，所述输出端内侧连接盘(3-2-9)连接永磁直驱牵引电机(3-1)的输出端，且所述输出端内侧连接盘(3-2-9)与输出端外侧连接盘(3-2-6)通过第一叠片组(3-2-4)连接并传递扭矩；
    在联轴器输入端(3-3)设有输入端内侧连接盘(3-3-1)、输入端外侧连接盘(3-3-3)和第二叠片组(3-3-4)，所述输入端内侧连接盘(3-3-1)与传动轴套(3-4)通过端面齿盘固定相连，所述输入端外侧连接盘(3-3-3)通过过盈配合与车轴(6-5)相连，且所述输入端内侧连接盘(3-3-1)与所述输入端外侧连接盘(3-3-3)通过第二叠片组(3-3-4)连接并传递扭矩。
  2. 根据权利要求1所述的轨道车辆转向架的驱动单元，其特征在于，所述输出端外侧连接盘(3-2-6)经叠片螺栓(3-2-1)、第一安装垫(3-2-2)和锥套(3-2-7)连接所述第一叠片组(3-2-4)，所述输出端内侧连接盘(3-2-9)经叠片螺栓(3-2-1)、第二安装垫(3-2-3)和锥套(3-2-7)连接所述第一叠片组(3-2-4)；
    所述输入端内侧连接盘(3-3-1)经叠片螺栓(3-2-1)、第一安装垫(3-2-2)和锥套(3-2-7)连接所述第二叠片组(3-3-4)，所述输入端外侧连接盘(3-3-3)经叠片螺栓(3-2-1)、第二安装垫(3-2-3)和锥套(3-2-7)连接所述第二叠片组(3-3-4)。
  3. 一种轨道车辆转向架，包括构架(1)、一系悬挂装置(2)、驱动单元(3)、轮对轴箱组装(6)，所述构架(1)通过一系悬挂(2)连接轮对轴箱组装(6)，所述构架(1)的侧梁端部通过多个弹性悬挂单元(3-5)吊挂驱动单元(3)，所述轮对轴箱组装包括车轴(6-5)，其特征在于，所述驱动单元(3)为权利要求1-3中任一项所述的轨道车辆转向架的驱动单元；所述永磁直驱牵引电机(3-1)通过联轴器输出端(3-2)、联轴器输入端(3-3)及传动轴套(3-4)悬挂安装于车轴(6-5)上。
  4. 根据权利要求3所述的轨道车辆转向架，其特征在于，所述构架(1)包括位于中部的横梁(1-3)以及位于横梁(1-3)两端的侧梁(1-1)；所述侧梁(1-1)端部内侧设置 电机悬挂支座(1-2)，侧梁(1-1)中部设置有横向止挡座(1-10)，侧梁(1-1)中部外侧设置二系悬挂安装座(1-5)，二系悬挂安装座(1-5)外侧上部设置抗蛇行减振器安装座(1-4)，二系悬挂安装座(1-5)外侧下部设置二系垂向减振器安装座(1-6)，侧梁(1-1)中部底部设置轴箱拉杆座(1-8)，横梁(1-3)两侧下部设置抗侧滚安装座(1-7)，横梁(1-3)上部一侧设置横向减振器安装座(1-9)，侧梁中部外侧设置有制动器吊挂座(1-11)。
  5. 根据权利要求3所述的轨道车辆转向架，其特征在于，所述一系悬挂装置(2)包括装在轴箱体顶部的一系橡胶弹簧(2-1)，一系垂向减振器(2-2)以及铰接在轴箱体上的单根的轴箱拉杆组装(2-3)。
  6. 根据权利要求3所述的轨道车辆转向架，其特征在于，还包括二系悬挂装置(4)，所述二系悬挂装置(4)包括安装于构架(1)中部两侧的空气弹簧(4-1)、二系垂向减振器(4-2)、二系横向减振器(4-3)以及抗蛇行减振器(4-4)；二系垂向减振器(4-2)底部紧固于二系垂向减振器安装座(1-6)上、二系横向减振器(4-3)底部紧固于横向减振器安装座(1-9)上，二系横向减振器(4-3)头部紧固于横向减振器座(7-5)上，抗蛇行减振器(4-4)底部紧固于抗蛇行减振器安装座(1-4)上；所述空气弹簧(4-1)、二系垂向减振器(4-2)、抗蛇行减振器(4-4)未连接端落车时与车体相连。
  7. 根据权利要求3所述的轨道车辆转向架，其特征在于还包括基础制动装置(5)，所述基础制动装置(5)包括安装于构架侧梁外侧的制动器吊挂座(1-10)上的制动夹钳(5-1)，制动夹钳(5-1)与轮对轴箱组装(6)中的整体车轮(6-1)和轮装制动盘(6-2)一起形成制动夹钳中部布置的轮盘制动型式，轮装制动盘(6-2)通过螺栓及限位止口紧固安装于整体车轮(6-1)上。
  8. 根据权利要求3所述的轨道车辆转向架，其特征在于，所述轮对轴箱组装(6)包括压装于车轴(6-5)两端的整体车轮(6-1)和紧固安装在整体车轮(6-1)上的轮制动盘(6-2)、轴箱组装(6-3)、测速齿轮(6-4)；所述轴箱组装(6-3)安装于车轮内侧，测速齿轮(6-4)通过限位止口安装于车轴(6-5)上；
    所述牵引装置(7)包括安装于车体上的牵引座(7-1)、设置在牵引座(7-1)上的横向减振器座(7-5)及安装于构架横梁(1-3)中部的橡胶堆(7-2)、连接座(7-3)以及横向止挡装配(7-4)；所述连接座(7-3)安装于牵引座(7-1)底部，橡胶堆(7-2)安装于连接座(7-3)两侧，横向止挡装配(7-4)安装于横向止挡座(1-10)上。
  9. 根据权利要求3所述的轨道车辆转向架，其特征在于还包括抗侧滚装置(8)，所述抗侧 滚装置(8)包括安装在构架横梁(1-3)两侧的抗侧滚安装座(1-7)上的橡胶轴套(8-3)、扭杆(8-2)、拐臂(8-4)以及拉压杆组装(8-1)；所述扭杆(8-2)贯穿于橡胶轴套(8-3)内，扭杆(8-2)两端通过拐臂(8-4)安装于拉压杆组装(8-1)。
  10. 根据权利要求3-10中任一项所述的轨道车辆转向架，其特征在于，所述弹性悬挂单元(3-5)包括螺杆(3-5-1)、调整垫片、橡胶支座(3-5-3)、定距套筒(3-5-4)、螺母(3-5-7)和压盖(3-5-8)；所述螺杆(3-5-1)头部与电机悬挂支座(1-2)紧贴，所述定距套筒(3-5-4)穿过螺杆(3-5-1)杆体后，定距套筒(3-5-4)的端部定位安装于电机悬挂支座(1-2)上，定距套筒(3-5-4)上下两侧安装有橡胶支座(3-5-3)，牵引电机(3-1)通过限位止口定位于橡胶支座(3-5-3)上，所述螺母(3-5-7)及压盖(3-5-8)紧固于螺杆(3-5-1)螺纹上压紧定距套筒(3-5-4)及橡胶支座(3-5-3)，并通过调整垫片调整牵引电机(3-1)的安装误差。
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