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WO2021022902A1 - 一种转向架 - Google Patents

一种转向架 Download PDF

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Publication number
WO2021022902A1
WO2021022902A1 PCT/CN2020/095590 CN2020095590W WO2021022902A1 WO 2021022902 A1 WO2021022902 A1 WO 2021022902A1 CN 2020095590 W CN2020095590 W CN 2020095590W WO 2021022902 A1 WO2021022902 A1 WO 2021022902A1
Authority
WO
WIPO (PCT)
Prior art keywords
traction
bogie
plate
buffer
bogie according
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/CN2020/095590
Other languages
English (en)
French (fr)
Inventor
张隶新
郭继祥
董磊
孙秀宇
张明
吴瑞梅
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRRC Tangshan Co Ltd
Original Assignee
CRRC Tangshan Co Ltd
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 CRRC Tangshan Co Ltd filed Critical CRRC Tangshan Co Ltd
Publication of WO2021022902A1 publication Critical patent/WO2021022902A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

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

Definitions

  • This application relates to the technical field of rail vehicles, in particular to a bogie.
  • the frame is the main frame of the bogie, which is used to install and carry other structures of the bogie, such as wheel sets, traction devices, buffer devices and so on.
  • the frame is usually composed of two parallel rigid side beams and a rigid cross beam welded between the two side beams.
  • the side beams and the cross beam are usually made of stainless steel.
  • Traditional rigid bogies are heavy.
  • the embodiment of the present application provides a bogie to solve the technical problem of heavy bogie weight.
  • the embodiment of the present application provides a bogie, including:
  • a rigid connecting seat the connecting seat having a side beam installation channel penetrating in the longitudinal direction;
  • the side beam is installed with the connecting seat;
  • the side beam includes an elastic second beam plate and an elastic first beam plate, and the second beam plate and the first beam plate are arranged up and down with between them gap;
  • the middle part of the second beam plate and the middle part of the first beam plate are accommodated in the side beam installation channel, and both ends of the second beam plate and both ends of the first beam plate are separated from the
  • the connecting seat extends, the longitudinal direction is the direction of movement of the bogie, and the connecting seat is used to be placed above a running rail of the track.
  • the second beam plate and the first beam plate are arranged up and down with a gap between them.
  • the second beam undergoes elastic deformation and bears the vertical load alone, and the first beam does not carry the vertical load at all ;
  • the vertical load borne by the side beams increases, causing the second beam to undergo elastic deformation and press on the first beam, and there is no longer a gap between the two beams, the second beam and the first beam are common Carry vertical loads.
  • the second beam and the first beam are arranged at intervals between the upper and lower sides of the bogie to provide multi-level vertical rigidity, and the multi-level vertical rigidity bogie can match the requirements of various vertical loads of rail trains.
  • the rigid connecting seat is the installation foundation of the bogie.
  • the middle part of the second beam plate and the middle part of the first beam plate are accommodated in the side beam installation channel of the connecting seat.
  • the two ends of the second beam plate and the two ends of the first beam plate are from The connecting seat extends, that is, the length of the connecting seat in the longitudinal direction is less than the length of the side beam in the longitudinal direction.
  • the weight of the assembly of the connecting seat and the side beam is smaller than that of the conventional side beam in the background art, which is beneficial to the control of the weight of the bogie.
  • the bogies of the embodiments of the present application can not only provide multi-level vertical stiffness, but also have light weight, which conforms to the development trend of bogies.
  • Figure 1 is a schematic diagram of a bogie according to an embodiment of the application applicable to a non-powered bogie
  • Figure 2 is a schematic diagram of the bogie of the embodiment of the application being applied to a power bogie
  • Fig. 3 is a schematic diagram of the installation of the connecting seat and side beam of the bogie shown in Figs.
  • Fig. 4 is a perspective schematic view of the side beam shown in Fig. 3;
  • Figure 5 is a schematic side view of the side beam shown in Figure 4.
  • Figure 6 is a schematic diagram of the installation of the connecting seat, side beams and secondary suspension device of the bogie shown in Figures 1 and 2;
  • Figure 7 is an exploded schematic diagram of Figure 6;
  • Figure 8 is a sectional view of Figure 6;
  • Figure 9 is a schematic diagram of the side beams of the bogie shown in Figures 1 and 2 and the installation of the primary suspension device and the axle box;
  • Figure 10 is a partial enlarged view of Figure 9;
  • Figure 11 is an exploded schematic diagram of Figure 10
  • Figure 12 is an exploded schematic view of the connecting seat of the bogie shown in Figures 1 and 2 and the side beam of another structure;
  • Figure 13 is a cross-sectional view of an installation method of the connecting seat and side beam shown in Figure 12;
  • Fig. 14 is a schematic diagram of the vertical stop shown in Fig. 13 being pressed on the middle of the first beam plate;
  • Figure 15 is a cross-sectional view of the bogie of an embodiment of the application.
  • Figure 16 is a partial enlarged view of Figure 15;
  • Figure 17 is an exploded schematic diagram of the traction beam and the connecting seat of the bogie according to the embodiment of the application;
  • Figure 18 is a schematic diagram of the traction beam shown in Figure 17;
  • Figure 19 is a schematic diagram of the traction buffer connecting sleeve shown in Figure 17;
  • 20 is a schematic diagram of assembly of the traction beam and the traction pin of the bogie according to the embodiment of the application;
  • Figure 21 is an exploded schematic diagram of Figure 20;
  • Fig. 22 is a partial enlarged schematic diagram of Fig. 21;
  • Figure 23 is an exploded schematic view of the traction buffer shown in Figure 22;
  • Figure 24 is a cross-sectional view of another implementation form of the bogie of the embodiment of the application.
  • Figure 25 is a partial enlarged view of Figure 24;
  • Figure 26 is a schematic diagram of the connecting seat of the bogie shown in Figures 15 and 24;
  • Fig. 27 is a schematic view of the connecting seat shown in Fig. 26 from another angle.
  • the embodiments of the present application provide a bogie that can be applied to rail vehicles.
  • the rail vehicles may be diesel locomotives or electric locomotives, and may be EMUs, subways, light rails, or trams.
  • Fig. 1 is a schematic diagram of the bogie of an embodiment of the application being applied to a non-powered bogie
  • Fig. 2 is a schematic diagram of the bogie of an embodiment of the application being applied to a power bogie
  • Fig. 3 is a schematic diagram of the bogie shown in Figs.
  • Figure 4 is a perspective view of the side beam shown in Figure 3;
  • Figure 5 is a schematic side view of the side beam shown in Figure 4;
  • Figure 6 is the connecting seat of the bogie shown in Figures 1 and 2 , The side beam and the schematic diagram of the installation of the secondary suspension device;
  • Figure 7 is the exploded schematic diagram of Figure 6;
  • Figure 8 is the cross-sectional view of Figure 6;
  • Figure 9 is the side beam of the bogie shown in Figures 1 and 2, the primary suspension device and Schematic diagram of axle box installation;
  • Figure 10 is a partial enlarged view of Figure 9;
  • Figure 11 is an exploded schematic diagram of Figure 10;
  • Figure 12 is an exploded schematic view of the connecting seat of the bogie shown in Figures 1 and 2 and the side beam of another structure 13 is a cross-sectional view of an installation method of the connecting seat and side beam shown in FIG. 12;
  • FIG. 14 is a schematic diagram of the vertical stop shown in FIG. 13 pressed in the middle of the first beam.
  • the bogie of the embodiment of the present application includes:
  • the side beam 300 is installed with the connecting seat 100; the side beam includes an elastic second beam plate 310 and an elastic first beam plate 320, the second beam plate 310 and the first beam plate 320 are arranged up and down And there is a gap between the two;
  • the middle part of the second beam plate 310 and the middle part of the first beam plate 320 are accommodated in the side beam installation channel, and both ends of the second beam plate 310 and two of the first beam plate 320 The end extends from the connecting seat 100, the longitudinal direction is the direction of movement of the bogie, and the connecting seat 100 is used to be placed above a running rail of the track.
  • the second beam plate and the first beam plate are arranged up and down with a gap between them.
  • the second beam undergoes elastic deformation and bears the vertical load alone, and the first beam does not carry the vertical load at all ;
  • the vertical load borne by the side beams increases, causing the second beam to undergo elastic deformation and press on the first beam, and there is no longer a gap between the two beams, the second beam and the first beam are common Carry vertical loads.
  • the second beam and the first beam are arranged at intervals between the upper and lower sides of the bogie to provide multi-level vertical rigidity, and the multi-level vertical rigidity bogie can match the requirements of various vertical loads of rail trains.
  • the rigid connecting seat is the installation foundation of the bogie.
  • the middle part of the second beam plate and the middle part of the first beam plate are accommodated in the side beam installation channel of the connecting seat.
  • Both ends of the second beam plate and the two beam plates of the first beam plate The end protrudes from the connecting seat, that is, the length of the connecting seat in the longitudinal direction is less than the length of the side beam in the longitudinal direction.
  • the weight of the assembly of the connecting seat and the side beam is smaller than that of the conventional side beam in the background art, which is beneficial to the control of the weight of the bogie.
  • the bogies of the embodiments of the present application can not only provide multi-level vertical stiffness, but also have light weight, which conforms to the development trend of bogies.
  • the second beam plate 310 has a shape with both ends gradually decreasing toward the middle
  • the first beam plate 320 has a shape with both ends gradually decreasing toward the middle.
  • the middle part of the second beam plate receives a vertical load
  • the two ends of the second beam plate approach the middle part
  • the middle part of the first beam plate is applied by the middle part of the second beam plate.
  • the vertical load is applied, the two ends of the first beam plate approach the middle.
  • the second beam plate and the first beam plate are elastic, they are prone to elastic deformation under the action of vertical load.
  • the inner running rail is low and the outer running rail is high.
  • the inner running rail bears greater vertical load, and the deformation of the side beam above the inner running rail is more serious, which makes the inner side
  • the distance between the wheels on the running rail is small, the angle of attack between the wheels on the inner running rail and the running rail is small, the wear of the wheels on the inner running rail is small, and the side of the inner running rail is friction Smaller, making it easier for the bogie to pass through small turns of the track.
  • the thickness of the second beam plate gradually increases from both ends to the middle part
  • the thickness of the first beam plate gradually increases from both ends to the middle part
  • the middle part of the side sill is thicker and the ends are thinner. Firstly, the middle part of the side sill is the position to carry the vertical load. The thicker thickness makes the ability to carry the vertical load stronger. Secondly, the thickness of the part outside the middle of the side sill is larger. Small, can reduce weight and save materials.
  • the width of the second beam plate 310 gradually increases from both ends to the middle part
  • the width of the first beam plate 320 gradually increases from both ends to the middle part
  • the middle part of the side beams is wider and narrower at both ends. Firstly, the middle part of the side beams is the position to carry vertical loads. The wider width makes the capacity of bearing vertical loads stronger. Secondly, the width of the parts other than the middle part of the side beams is larger. Small, can reduce weight and save materials.
  • the middle of the second beam plate has a rigid side beam connecting pin 311 protruding upward;
  • the connecting seat includes a seat body top plate 131, the side beam installation channel is located under the seat body top plate 131, and the seat body top plate 131 has side beam connection holes;
  • the bogie also includes a secondary suspension device 420, and the bottom of the secondary suspension device has a secondary suspension interface;
  • the side beam connecting pin 311 passes upward through the side beam connecting hole and the secondary suspension interface to realize the installation of the second beam plate and the secondary suspension device with the connecting seat.
  • the secondary suspension device of the bogie is connected with the car body of the rail train, and the vertical load of the car body acts on the second beam plate through the secondary suspension device and the connecting seat.
  • the bogie also includes a series suspension device 410, the first suspension device 410 includes a first suspension assembly 411 and a second suspension assembly 412;
  • the end of the lower surface of the second beam slab and the end of the upper surface of the first beam are respectively provided with an upper suspension interface 331, and the end of the lower surface of the first beam is provided with There is a lower suspension interface 332;
  • the first suspension assembly 411 installs the first suspension assembly with the second beam plate and the first beam plate through the first suspension interface 331; the second suspension assembly 412 passes through the one Tie down the suspension interface 332 to install the second suspension assembly and the first beam plate.
  • the primary suspension device is a suspension system arranged between the axle box and the side beams of the bogie.
  • the second suspension component is installed between the axle box and the first beam plate, and the first suspension component is installed between the first beam plate and the second beam plate.
  • the second beam plate may be a second beam plate made of fiber composite materials such as carbon fiber materials or glass fiber materials
  • the first beam plate may be a first beam plate made of fiber composite materials such as carbon fiber materials or glass fiber materials.
  • the second beam plate and the first beam plate of the above-mentioned materials not only have elasticity, but also have relatively low density, and the weight of the bogie is relatively light, which conforms to the development trend of lightweight bogies.
  • the side beams also include:
  • the elastic cushion 341 is arranged between the middle part of the second beam plate 310 and the middle part of the first beam plate 320, and is respectively fixed to the middle part of the second beam plate and The middle of the first beam plate contacts.
  • the vertical load on the side beams is relatively small, the second beam slab carries the vertical load and is transmitted to the elastic cushion, the second beam and the elastic cushion share the vertical load, and the first beam does not carry the vertical load at all ;
  • the vertical load borne by the side beams increases, causing the elastic cushion to reach the deformation limit, the vertical load is transmitted to the first beam, and the second beam, the elastic cushion and the first beam share the vertical load Load.
  • the existence of the elastic cushion makes the vertical stiffness curve of the bogie formed by the superposition of the vertical stiffness curve of the side beam material and the vertical stiffness curve of the elastic cushion material, so that the bogie reaches the preset vertical stiffness curve.
  • the preset vertical stiffness curve of the bogie can be a more comfortable vertical stiffness curve for passengers.
  • the rigidity of the elastic cushion is less than the rigidity of the second beam, and the rigidity of the elastic cushion is less than the rigidity of the first beam.
  • the elastic cushion is an elastic cushion made of rubber material.
  • the side beam further includes:
  • a rigid vertical stop 342, the vertical stop 342 is fixed to the connecting seat, and the vertical stop 342 is provided between the middle of the second beam and the middle of the first beam , And the vertical stop 342 is in contact with the middle of the second beam plate.
  • the vertical load on the side beams is small, the vertical stop is in contact with the middle of the second beam, the second beam and the vertical stop bear the vertical load, and the first beam does not bear the vertical at all Load: Whether the first beam is subjected to vertical load is determined by the location of the first beam and the size of the vertical load.
  • another implementation manner for the vertical stop to be in contact with the middle part of the second beam plate is that the vertical stop is in contact with the middle part of the second beam plate.
  • the vertical load borne by the side beam increases, the vertical load presses the connecting seat to move downward, and the vertical stop is pressed in the middle of the first beam. At this time, the second beam, the vertical stop and The first beam and plate jointly bear the vertical load.
  • a gap is maintained between the vertical stop 342 and the middle of the first beam plate 320.
  • the vertical load borne by the side beam increases, the second beam and the vertical stop bear the vertical load, and the vertical load presses the connecting seat to move downward, and the vertical stop is close to the middle of the first beam Until contact, as shown in Figure 14, at this time, the second beam, the vertical stop and the first beam together bear the vertical load.
  • the bogie of the second embodiment of the present application is a further improvement based on the first embodiment of the present application.
  • FIG. 15 is a cross-sectional view of the bogie of the embodiment of the application;
  • FIG. 16 is a partial enlarged view of FIG. 15;
  • FIG. 17 is an exploded schematic view of the traction beam and the connecting seat of the bogie of the embodiment of the application;
  • FIG. 18 is shown in FIG. Fig. 19 is a schematic diagram of the traction buffer connecting sleeve shown in Fig. 17;
  • Fig. 20 is a schematic diagram of the assembly of the traction beam and the traction pin of the bogie according to the embodiment of the application;
  • Fig. 21 is the exploded schematic diagram of Fig. 20;
  • FIG. 22 is a partially enlarged schematic view;
  • FIG. 23 is an exploded schematic view of the traction buffer shown in FIG. 22;
  • FIG. 24 is a cross-sectional view of another implementation form of the bogie of an embodiment of the application;
  • FIG. 25 is a partially enlarged view of FIG. 24.
  • the two connecting seats 100 are arranged at intervals in the transverse direction, and the side beams are two ;
  • the transverse direction is the gauge direction of the bogie;
  • the bogie further includes a traction beam 210, and the connection between the two ends of the traction beam 210 and the two connecting seats 100 is a flexible connection.
  • the two ends of the traction beam are connected to the two connecting seats and the connection mode is flexible connection, that is, the traction beam and the connecting seat are not a rigid integrated structure, so that there are bulges or depressions on a running rail of the track When passing through a bulge or depression, a connecting seat located on the running rail will produce upward or downward fluctuations.
  • the flexible connection itself can consume some of the fluctuations, so that the fluctuations are reduced before being transmitted to the traction beam;
  • the structure of the traction beam may be as shown in FIGS. 17 and 18.
  • the traction beam 210 is a closed frame shape, and the traction beam 210 is connected to the two connections in a flat manner. Between the seats, the frame mouth of the traction beam 210 is parallel to the reference plane;
  • the reference plane is a coordinate plane determined by the longitudinal direction and the lateral direction.
  • the traction beam is frame-shaped and connected between the connecting seats in a flat manner. Waves transmitted to the traction beam will stretch the traction beam. The traction beam will be stretched and produce small distortions. After the distortion, it will return to its original shape. This process consumes part of the fluctuations, so that the influence of the fluctuations on the bogie is further reduced.
  • a connecting seat on the running rail will fluctuate upward or downward when passing through the bulges or depressions, and the bogie can consume a portion Fluctuations reduce the impact of fluctuations on the entire bogie, and the bogie has a higher ability to adapt to the track, which in turn makes the train using the bogie have higher stability and higher riding comfort.
  • the structure of the traction beam may be as shown in FIG. 18.
  • the traction beam 210 is a rectangular traction beam surrounded by a horizontal frame 211 and a vertical frame 212.
  • the gauge directions of the bogies are consistent, and the length direction of the longitudinal frame 212 is consistent with the movement direction of the bogies.
  • the rectangular traction beam has a simple structure and a regular shape, which is convenient for manufacturing and transportation.
  • the horizontal frame 211 and the vertical frame 212 pass through a smooth rounded transition
  • the rectangular traction beam is a rounded rectangular traction beam
  • the horizontal frame and the vertical frame are hollow boxes.
  • the rounded rectangular traction beam is not only easy to manufacture, but also avoids possible damage to other parts caused by sharp corners.
  • the horizontal and vertical frames of the hollow box structure provide sufficient support while reducing weight.
  • the opposite side of the connecting seat is provided with a first The traction beam installation hole 110, the outer side of the longitudinal frame 212 has a protruding first traction connecting pin 212-1;
  • the bogie also includes a traction buffer connection sleeve 220, as shown in FIG. 19, the traction buffer connection sleeve 220 includes a rigid traction buffer inner sleeve 221 and a rigid traction buffer outer sleeve 223, which are fixed in The traction buffer intermediate sleeve 222 between the traction buffer inner sleeve and the traction buffer outer sleeve;
  • the traction buffer inner sleeve 221 is fixed to the first traction connecting pin 212-1 by interference fit, and the traction buffer outer sleeve 223 is fixed to the first traction beam mounting hole 110 by interference fit to achieve the The connection between the two ends of the traction beam and the two connecting seats.
  • the traction buffer middle sleeve is a traction buffer middle sleeve made of a material that can produce elastic deformation.
  • the traction buffer middle sleeve and the traction buffer inner sleeve are fixed together by vulcanization.
  • the traction buffer middle sleeve is a traction buffer middle sleeve made of rubber material
  • the traction buffer inner layer sleeve is a traction buffer inner layer sleeve made of metal material
  • the traction buffer outer layer sleeve is a traction buffer outer layer made of metal material. set.
  • a first bottom buffer gap 111 is formed between the open end of the first traction connecting pin 212-1 and the bottom of the first traction beam mounting hole 110.
  • traction buffer connecting sleeve which is mainly used to transmit longitudinal force and torsion force.
  • the existence of the first bottom buffer gap is used to prevent over positioning during assembly.
  • the outer peripheral surface of the traction buffer intermediate sleeve 222 is a convex curved surface, and the distance between the two ends of the outer peripheral surface of the traction buffer intermediate sleeve and the inner wall of the traction buffer outer sleeve A side buffer gap 222-1 is formed.
  • the side buffer gaps provide space for the relative movement of the two, so as to better realize the flexible connection between the traction beam and the connecting seat.
  • the opposite side of the connecting seat is provided with a Two traction beam mounting holes, the outer side of the longitudinal frame has a second traction connection pin 212-2 protruding;
  • connection between the second traction connecting pin 212-2 and the second traction beam mounting hole is an axial hole clearance fit
  • the longitudinal frame and the connecting seat are connected by bolts, screw holes and nuts in the gauge direction of the bogie, and the length direction of the bolt is along the gauge direction of the bogie to realize the traction beam
  • a second bottom buffer gap 121 is formed between the open end of the second traction connecting pin 212-2 and the bottom of the second traction beam mounting hole.
  • the bogie also includes:
  • Traction pin 230 the top end of the traction pin 230 is used for fixing to the car body of the train, and the lower part of the traction pin is inserted into the frame opening of the traction beam 210;
  • Elastic traction buffer 240 is respectively fixed between the lower part of the traction pin 230 and the inner side of the two transverse frames 211, so as to be flexible between the traction beam and the traction pin Transmit traction and braking force.
  • the traction buffer can flexibly transmit the longitudinal force between the traction pin and the transverse frame of the traction beam, and avoid direct rigid impact transmission between the two.
  • the transverse rigid wear plate 231-1 is fixed on the side of the traction pin facing the transverse frame 211 by bolts; the two parts of the transverse rigid wear plate 231-1 and the traction pin can be regarded as an integral structure; the transverse rigid wear The plate 231-1 and the traction buffer 240 are bonded together.
  • transverse rigid wear plate 231-1 can avoid the wear of the traction pin. When the transverse rigid wear plate is severely worn, the transverse rigid wear plate can be replaced separately.
  • the traction transmission member further includes:
  • the bogie also includes:
  • the traction buffer adjustment washer 242-2 is fixed between the transverse frame 211 and the traction buffer 240 to connect the transverse frame and the traction buffer 240.
  • the number of traction buffer adjustment pads can be adjusted according to actual needs to match the distance between the traction pin and the transverse frame of the traction beam.
  • the existence of the traction buffer adjustment shim reduces the requirements for the processing accuracy of the traction buffer.
  • the longitudinal rigid wear plate 231-2 is fixed on the side of the traction pin facing the longitudinal frame 211 by bolts.
  • the presence of the longitudinal rigid wear plate 231-2 can avoid the wear of the traction pin. When the longitudinal rigid wear plate is severely worn, the longitudinal rigid wear plate can be replaced separately.
  • the bogie further includes a lateral buffer, the lateral buffer is arranged between the longitudinal rigid wear plate and the longitudinal frame, and the lateral buffer is fixed to the longitudinal frame.
  • the traction pin contacts the lateral buffer to limit the excessive lateral movement of the vehicle body.
  • the traction buffer includes:
  • the first metal connecting piece 242-11, the rubber connecting piece 242-12, the second metal connecting piece 242-13 and the third metal connecting piece 242-14 are arranged in sequence from the outside to the traction pin.
  • the rubber connecting piece 242-12 is located between the first metal connecting piece 242-11 and the second metal connecting piece 242-13, and is fixed together by vulcanization; the second metal connecting piece 242-13 and the third metal connecting piece Pieces 242-14 are fixed together.
  • the bogie of the third embodiment of the present application is a further improvement based on the second embodiment of the present application.
  • Fig. 26 is a schematic diagram of the connecting seat of the bogie shown in Figs. 15 and 24;
  • Fig. 27 is a schematic diagram of the connecting seat shown in Fig. 26 from another angle.
  • the length of the connecting seat in the longitudinal direction is less than or equal to one third of the length of the side beam in the longitudinal direction;
  • the length of the connecting seat in the longitudinal direction is smaller than the net distance between the two wheels on the same side of the bogie.
  • the size of the connecting seat is small and the weight of the bogie is small.
  • the connecting seat further includes a seat body outer plate 132, the seat body outer plate 132 is away from the inside of the bogie; the seat body outer plate 132 has two brake mounting seats 132 -1, the two brake mounting seats 132-1 are symmetrically arranged with respect to the side beam connecting holes;
  • the brake mounting seat 132-1 is used for mounting with the brake device of the bogie.
  • the connecting seat has a brake mounting seat, which provides conditions for installing the brake device of the bogie.
  • the connecting seat further includes a shock absorber mounting portion 132-2, and the shock absorber mounting portion 132-2 is fixed on the outer surface of the outer plate of the seat body;
  • the shock absorber mounting portion 132-2 is used to install an anti-snaking shock absorber, an anti-rolling torsion bar and a vertical shock absorber.
  • the connecting seat has a shock absorber installation part, which provides conditions for installing the anti-snaking shock absorber, the anti-rolling torsion rod and the vertical shock absorber of the bogie.
  • the connecting seat further includes:
  • the seat bottom plate 133, the seat bottom plate 133 is located under the side beam installation channel, the seat bottom plate has two sets of single tie rod interfaces 133-1 protruding upward, and the two sets of single tie rod interfaces 133 -1 is symmetrically arranged with respect to the side beam connecting hole;
  • the single tie rod interface is used to install the single tie rod of the bogie.
  • the connecting seat has a single tie rod interface, which provides conditions for installing the single tie rod of the bogie.
  • each connecting seat has two sets of balance rod mounting interfaces 131-1, and the balance rod mounting interfaces 131-1 protrude from the inner side plate of the seat body. ;
  • the balance bar installation interface is used to install the balance bar of the driving device of the bogie, and the inner side plate of the seat body is close to the inside of the bogie.
  • the connecting seat has a balance bar installation interface, which provides conditions for installing the balance bar of the driving device of the bogie.
  • connection can also be detachable or integrated; it can be mechanical connection, electrical connection, or communication; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication between two components Or the interaction between two elements.
  • connection can also be detachable or integrated; it can be mechanical connection, electrical connection, or communication; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication between two components Or the interaction between two elements.
  • the "on" or “under” of the first feature of the second feature may include direct contact between the first feature and the second feature, or include the first feature.
  • the second feature is not in direct contact but is in contact with another feature between them.
  • "above”, “above” and “above” the second feature of the first feature include the first feature being directly above and obliquely above the second feature, or it simply means that the level of the first feature is higher than the second feature.
  • the “below”, “below” and “below” of the first feature of the second feature include the first feature directly above and diagonally above the second feature, or it simply means that the first feature has a lower level than the second feature.

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  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

一种转向架，包括：刚性的连接座(100)，所述连接座(100)具有沿纵向方向贯穿的侧梁安装通道；侧梁(300)，与所述连接座(100)安装；所述侧梁(300)包括弹性的第二梁板(310)和弹性的第一梁板(320)，所述第二梁板(310)和所述第一梁板(320)上下设置且两者之间具有间隙；其中，所述第二梁板(310)的中部和所述第一梁板(320)的中部容纳于所述侧梁安装通道，所述第二梁板(310)的两端和所述第一梁板(320)的两端从所述连接座(100)伸出，所述纵向方向是所述转向架的运动方向，所述连接座(100)用于置于轨道的一条走行轨的上方，由此实现了转向架的轻量化。

Description

一种转向架 技术领域
本申请涉及轨道车辆技术领域，具体地，涉及一种转向架。
背景技术
轨道列车传统的转向架包括：构架，轮对，牵引装置，制动装置及缓冲装置等等。其中，构架是转向架的主体骨架，用于安装及承载转向架的其他结构，如轮对，牵引装置，缓冲装置等等。构架通常由两个平行的刚性的侧梁和焊接在两个侧梁之间的刚性的横梁构成，侧梁和横梁通常采用不锈钢材料制成。传统的刚性转向架，重量较大。
因此，转向架的重量大，是本领域技术人员急需要解决的技术问题。
在背景技术中公开的上述信息仅用于加强对本申请的背景的理解，因此其可能包含没有形成为本领域普通技术人员所知晓的相关技术的信息。
发明内容
本申请实施例中提供了一种转向架，以解决转向架重量大的技术问题。
本申请实施例提供了一种转向架，包括：
刚性的连接座，所述连接座具有沿纵向方向贯穿的侧梁安装通道；
侧梁，与所述连接座安装；所述侧梁包括弹性的第二梁板和弹性的第一梁板，所述第二梁板和所述第一梁板上下设置且两者之间具有间隙；
其中，所述第二梁板的中部和所述第一梁板的中部容纳于所述侧梁安装通道，所述第二梁板的两端和所述第一梁板的两端从所述连接座伸出，所述纵向方向是所述转向架的运动方向，所述连接座用于置于轨道的一条走行轨的上方。
本申请实施例由于采用以上技术方案，具有以下技术效果：
侧梁与连接座安装后，第二梁板和第一梁板上下设置且两者之间具有间隙。 在侧梁承受的垂向载荷较小，第二梁板和第一梁板之间仍然具有间隙时，第二梁板发生弹性形变独自承载垂向载荷，第一梁板完全不承载垂向载荷；在侧梁承受的垂向载荷增大，导致第二梁板发生弹性形变且压在第一梁板之上，两者之间不再有间隙时，第二梁板和第一梁板共同承载垂向载荷。即转向架以上下间隔设置的第二梁板和第一梁板的方式提供多级垂向刚度，多级垂向刚度的转向架能够匹配轨道列车的多种垂向载荷的要求。刚性的连接座是转向架的安装基础，第二梁板的中部和第一梁板的中部容纳于连接座的侧梁安装通道，第二梁板的两端和第一梁板的两端从连接座伸出，即连接座在纵向方向的长度是小于侧梁在纵向方向的长度的。这样，连接座和侧梁的组合件的重量比背景技术中传统侧梁的重量小，有利于转向架重量的控制。综上所述，本申请实施例的转向架，不仅能够提供多级垂向刚度，而且重量轻，符合转向架的发展趋势。
附图说明
此处所说明的附图用来提供对本申请的进一步理解，构成本申请的一部分，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1为本申请实施例的转向架适用于非动力转向架的示意图；
图2为本申请实施例的转向架适用于动力转向架的示意图；
图3为图1和图2所示转向架的连接座和侧梁安装的示意图；
图4为图3所示侧梁的立体示意图；
图5为图4所示侧梁的侧面示意图；
图6为图1和图2所示转向架的连接座，侧梁和二系悬挂装置安装的示意图；
图7为图6的爆炸示意图；
图8为图6的剖视图；
图9为图1和图2所示转向架的侧梁，一系悬挂装置和轴箱安装的示意图；
图10为图9的局部放大图；
图11为图10的爆炸示意图；
图12为图1和图2所示转向架的连接座和另一结构的侧梁的分解示意图；
图13为图12所示的连接座和侧梁的一种安装方式的剖视图；
图14为图13所示的垂向止挡压在所述第一梁板的中部的示意图；
图15为本申请实施例的转向架的剖视图；
图16为图15的局部放大图；
图17为本申请实施例的转向架的牵引梁和连接座的分解示意图；
图18为图17所示牵引梁的示意图；
图19为图17所示牵引缓冲连接套的示意图；
图20为本申请实施例的转向架的牵引梁和牵引销的组装示意图；
图21为图20的爆炸示意图；
图22为图21的局部放大示意图；
图23为图22所示牵引缓冲件的分解示意图；
图24为本申请实施例的转向架另一种实现形式的剖视图；
图25为图24的局部放大图；
图26为图15和图24所示转向架的连接座的示意图；
图27为图26所示连接座的另一角度的示意图。
附图标记说明：
100连接座，110第一牵引梁安装孔，111第一底部缓冲间隙，
121第二底部缓冲间隙，131座体顶板，131-1平衡杆安装接口，
132座体外侧板，132-1制动安装座，132-2减振器安装部，
133座体底板，133-1单拉杆接口；
210牵引梁，211横向框，212纵向框，212-1第一牵引连接销，
212-2第二牵引连接销，220牵引缓冲连接套，221牵引缓冲内层套，
222牵引缓冲中间套，222-1侧部缓冲间隙，223牵引缓冲外层套，
230牵引销，231-1横向刚性磨耗板，231-2纵向刚性磨耗板，
240牵引缓冲件，242-11第一金属连接件，242-12橡胶连接件，
242-13第二金属连接件，242-14第三金属连接件，
242-2牵引缓冲调整垫片；
300侧梁，310第二梁板，311侧梁连接销，320第一梁板，
331一系上悬挂接口，332一系下悬挂接口，
341弹性缓冲垫，342垂向止挡，
410一系悬挂装置，411第一悬挂组件，412第二悬挂组件，
420二系悬挂装置。
具体实施方式
为了使本申请实施例中的技术方案及优点更加清楚明白，以下结合附图对本申请的示例性实施例进行进一步详细的说明，显然，所描述的实施例仅是本申请的一部分实施例，而不是所有实施例的穷举。需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
实施例一
本申请实施例提供一种转向架，能够应用于轨道车辆中，该轨道车辆可以为内燃机车或电力机车，可以为动车组、地铁、轻轨或有轨电车等。
图1为本申请实施例的转向架适用于非动力转向架的示意图；图2为本申请实施例的转向架适用于动力转向架的示意图；图3为图1和图2所示转向架的连接座和侧梁安装的示意图；图4为图3所示侧梁的立体示意图；图5为图4所示侧梁的侧面示意图；图6为图1和图2所示转向架的连接座，侧梁和二系悬挂装置安装的示意图；图7为图6的爆炸示意图；图8为图6的剖视图；图9为图1和图2所示转向架的侧梁，一系悬挂装置和轴箱安装的示意图；图10为图9的局部放大图；图11为图10的爆炸示意图；图12为图1和图2所示转向架的连接座和另一结构的侧梁的分解示意图；图13为图12所示的连接座和侧梁的一种安装方式的剖视图；图14为图13所示的垂向止挡压在所述第一梁板的中部的示意图。
如图1至图5所示，本申请实施例的转向架，包括：
刚性的连接座100，所述连接座100具有沿纵向方向贯穿的侧梁安装通道；
侧梁300，与所述连接座100安装；所述侧梁包括弹性的第二梁板310和弹性的第一梁板320，所述第二梁板310和所述第一梁板320上下设置且两者之间具有间隙；
其中，所述第二梁板310的中部和所述第一梁板320的中部容纳于所述侧梁安装通道，所述第二梁板310的两端和所述第一梁板320的两端从所述连接座100伸出，所述纵向方向是所述转向架的运动方向，所述连接座100用于置于轨道的一条走行轨的上方。
本申请实施例的转向架，首先，侧梁与连接座安装后，第二梁板和第一梁板上下设置且两者之间具有间隙。在侧梁承受的垂向载荷较小，第二梁板和第一梁板之间仍然具有间隙时，第二梁板发生弹性形变独自承载垂向载荷，第一梁板完全不承载垂向载荷；在侧梁承受的垂向载荷增大，导致第二梁板发生弹性形变且压在第一梁板之上，两者之间不再有间隙时，第二梁板和第一梁板共同承载垂向载荷。即转向架以上下间隔设置的第二梁板和第一梁板的方式提供多级垂向刚度，多级垂向刚度的转向架能够匹配轨道列车的多种垂向载荷的要求。其次，刚性的连接座是转向架的安装基础，第二梁板的中部和第一梁板的中部容纳于连接座的侧梁安装通道，第二梁板的两端和第一梁板的两端从连接座伸出，即连接座在纵向方向的长度是小于侧梁在纵向方向的长度的。这样，连接座和侧梁的组合件的重量比背景技术中传统侧梁的重量小，有利于转向架重量的控制。综上所述，本申请实施例的转向架，不仅能够提供多级垂向刚度，而且重量轻，符合转向架的发展趋势。
实施中，如图3，图4和图5所示，所述第二梁板310是两端向中部逐渐变低的形状，所述第一梁板320是两端向中部逐渐变低的形状；
其中，所述第二梁板的中部在受到垂向载荷时，所述第二梁板的两端向中部靠近，所述第一梁板的中部在受到所述第二梁板的中部施加的垂向载荷时， 所述第一梁板的两端向中部靠近。
由于第二梁板和第一梁板是弹性的，在垂向载荷的作用下易于发生弹性形变。轨道的拐弯处，内侧走行轨低，外侧走行轨高，在转向架通过拐弯处时，内侧走行轨承受更大的垂向载荷，内侧走行轨之上的侧梁的形变更加严重，进而使得内侧走行轨之上的车轮之间的距离较小，内侧走行轨之上的车轮和走行轨的冲角较小，内侧走行轨之上的车轮的磨损较小，内侧走行轨的侧部受到的摩擦较小，使得转向架更易于通过轨道的小拐弯处。
实施中，如图3，图4和图5所示，所述第二梁板自两端向中部厚度逐步增大，所述第一梁板自两端向中部厚度逐步增大。
侧梁的中部较厚两端薄，首先是因为侧梁的中部是承载垂向载荷的位置，较厚的厚度使承载垂向载荷的能力较强，其次，侧梁的中部以外的部分厚度较小，能够减重且节省材料。
实施中，如图3，图4和图5所示，所述第二梁板310自两端向中部宽度逐步增大，所述第一梁板320自两端向中部宽度逐步增大。
侧梁的中部较宽两端窄，首先是因为侧梁的中部是承载垂向载荷的位置，较宽的宽度使承载垂向载荷的能力较强，其次，侧梁的中部以外的部分宽度较小，能够减重且节省材料。
实施中，侧梁与所述连接座安装的具体方式。可以如图6，图7和图8所示，所述第二梁板的中部具有向上凸设的刚性的侧梁连接销311；
所述连接座包括座体顶板131，所述侧梁安装通道位于所述座体顶板131之下，所述座体顶板131具有侧梁连接孔；
所述转向架还包括二系悬挂装置420，所述二系悬挂装置底部具有二系悬挂接口；
所述侧梁连接销311向上穿过所述侧梁连接孔和所述二系悬挂接口以实现所述第二梁板和所述二系悬挂装置与所述连接座安装。
转向架的二系悬挂装置是与轨道列车的车体连接的，车体的垂向载荷通过 二系悬挂装置和连接座作用到第二梁板上。
实施中，关于第二梁板和第一梁板的安装。可以如图1，图2，图9，图10和图11所示，转向架还包括一系悬挂装置410，所述一系悬挂装置410包括第一悬挂组件411和第二悬挂组件412；
所述第二梁板的下板面的端部和所述第一梁板的上板面的端部分别设置有一系上悬挂接口331，所述第一梁板的下板面的端部设置有一系下悬挂接口332；
所述第一悬挂组件411通过所述一系上悬挂接口331将所述第一悬挂组件与所述第二梁板和所述第一梁板安装；所述第二悬挂组件412通过所述一系下悬挂接口332将所述第二悬挂组件与所述第一梁板安装。
一系悬挂装置是设置在转向架的轴箱和侧梁之间的悬挂系统。第二悬挂组件安装在轴箱和第一梁板之间，第一悬挂组件安装在第一梁板和第二梁板之间。
实施中，所述第二梁板可以采用碳纤维材料或玻璃纤维材料等纤维复合材料的第二梁板，所述第一梁板可以采用碳纤维材料或玻璃纤维材料等纤维复合材料的第一梁板。
上述材料的第二梁板和第一梁板不仅具有弹性，而且密度相当小，转向架的重量较轻，符合转向架轻量化发展的趋势。
本申请实施例中提供另一种转向架实现多级垂向刚度的实现方式。如图7和图8所示，侧梁还包括：
弹性缓冲垫341，所述弹性缓冲垫341设置在所述第二梁板310的中部和所述第一梁板320的中部之间，且分别与所述第二梁板的中部固定和所述第一梁板的中部接触。
在侧梁承受的垂向载荷较小，第二梁板承载垂向载荷并传递至弹性缓冲垫，第二梁板和弹性缓冲垫共同承载垂向载荷，第一梁板完全不承载垂向载荷；在侧梁承受的垂向载荷增大，导致弹性缓冲垫达到形变极限时，将垂向载荷传递至第一梁板，由第二梁板，弹性缓冲垫和第一梁板共同承载垂向载荷。这样， 弹性缓冲垫的存在，使得转向架的垂向刚度曲线是侧梁材料的垂向刚度曲线和弹性缓冲垫材料的垂向刚度曲线叠加形成的，为转向架达到预设的垂向刚度曲线提供了可能。转向架预设的垂向刚度曲线，可以为使乘客感到较为舒适的垂向刚度曲线。
实施中，所述弹性缓冲垫的刚度小于所述第二梁板的刚度，所述弹性缓冲垫的刚度小于第一梁板的刚度。
实施中，所述弹性缓冲垫是橡胶材料的弹性缓冲垫。
本实申请实施例中提供再一种转向架实现多级垂向刚度的实现方式。如图12和图13所示，所述侧梁还包括：
刚性的垂向止挡342，所述垂向止挡342与所述连接座固定，所述垂向止挡342设置在所述第二梁板的中部和所述第一梁板的中部之间，且所述垂向止挡342与所述第二梁板的中部相接触。
在侧梁承受的垂向载荷较小，垂向止挡与所述第二梁板的中部相接触，第二梁板和垂向止挡承载垂向载荷，第一梁板完全不承载垂向载荷；第一梁板是否受到垂向载荷，由第一梁板设置的位置和垂向载荷的大小共同决定。
实施中，所述垂向止挡与所述第二梁板的中部相接触的另一种实现方式是，所述垂向止挡与所述第二梁板的中部相贴合。
在侧梁承受的垂向载荷增大，垂向载荷压动连接座向下移动，垂向止挡压在所述第一梁板的中部，此时，第二梁板，垂向止挡和第一梁板共同承载垂向载荷。
实施中，如图13所示，所述垂向止挡342与所述第一梁板320的中部之间保持间隙。
在侧梁承受的垂向载荷增大，第二梁板和垂向止挡承载垂向载荷，且垂向载荷压动连接座向下移动，垂向止挡靠近所述第一梁板的中部直至相接触，如图14所示，此时，第二梁板，垂向止挡和第一梁板共同承载垂向载荷。
实施例二
本申请实施例二的转向架，是在本申请实施例一的基础上，进行的进一步改进。
图15为本申请实施例的转向架的剖视图；图16为图15的局部放大图；图17为本申请实施例的转向架的牵引梁和连接座的分解示意图；图18为图17所示牵引梁的示意图；图19为图17所示牵引缓冲连接套的示意图；图20为本申请实施例的转向架的牵引梁和牵引销的组装示意图；图21为图20的爆炸示意图；图22为图21的局部放大示意图；图23为图22所示牵引缓冲件的分解示意图；图24为本申请实施例的转向架另一种实现形式的剖视图；图25为图24的局部放大图。
本申请实施例二的转向架，如图1，图2和图15所示，所述连接座100是两个，两个所述连接座100沿横向方向间隔设置，所述侧梁是两个；其中，所述横向方向是所述转向架的轨距方向；
如图15，图16和图17所示，所述转向架还包括牵引梁210，所述牵引梁210的两端和两个所述连接座100之间的连接为柔性连接。
本申请实施例的转向架，牵引梁的两端和两个连接座连接且连接方式为柔性连接，即牵引梁和连接座不是刚性的一体化结构，这样在轨道的一条走行轨有鼓包或凹陷时，位于该走行轨之上的一个连接座在经过鼓包或凹陷时会产生向上或向下的波动，柔性连接自身能够消耗一部分波动，使得波动被减小后才传递至牵引梁；
实施中，关于牵引梁的结构，可以是如图17和图18所示的结构，所述牵引梁210为封闭的框形，所述牵引梁210以平放的方式连接在两个所述连接座之间，所述牵引梁210的框口平行于基准面；
其中，所述基准面是所述纵向方向和所述横向方向确定的坐标面。
牵引梁是框形，且以平放的方式连接在连接座之间，传递至牵引梁的波动会拉伸牵引梁，牵引梁被拉伸会产生小的扭曲，在扭曲后会产生恢复原状的力，这个过程又消耗一部分波动，从而使得转向架受到波动的影响进一步减小。本 申请实施例的转向架，在轨道的一条走行轨有鼓包或凹陷时，位于该走行轨之上的一个连接座在经过鼓包或凹陷时会产生向上或向下的波动，转向架能够消耗一部分波动，减小波动对整个转向架的影响，转向架适应轨道的能力较高，进而使得使用该转向架的列车的稳定性较高，乘坐的舒适性较高。
实施中，关于牵引梁的结构，可以是如图18所示的结构，所述牵引梁210是横向框211和纵向框212围成的矩形的牵引梁，所述横向框211的长度方向与所述转向架的轨距方向一致，所述纵向框212的长度方向与所述转向架的运动方向一致。
矩形的牵引梁，结构简单，形状规则，便于加工制造，也便于运输。
具体的，如图18所示，横向框211和纵向框212之间通过平滑的圆角过渡，矩形的牵引梁是圆角矩形的牵引梁，所述横向框和所述纵向框为中空的箱型结构。圆角矩形的牵引梁既便于制造，也避免了尖角可能对其他部件带来的损坏。中空的箱型结构的横向框和纵向框，提供足够支撑的同时，起到了减重的作用。
实施中，关于所述牵引梁的两端和两个所述连接座之间的柔性连接的一种实现方式，如图17和图18所示，所述连接座相对的一侧设置有第一牵引梁安装孔110，所述纵向框212的外侧具有凸设的第一牵引连接销212-1；
所述转向架还包括牵引缓冲连接套220，如图19所示，所述牵引缓冲连接套220包括套接的刚性的牵引缓冲内层套221和刚性的牵引缓冲外层套223，以及固定在所述牵引缓冲内层套和所述牵引缓冲外层套之间的牵引缓冲中间套222；
所述牵引缓冲内层套221与所述第一牵引连接销212-1过盈配合固定，所述牵引缓冲外层套223与所述第一牵引梁安装孔110过盈配合固定，以实现所述牵引梁的两端和两个所述连接座之间的连接。
具体的，牵引缓冲中间套是能够产生弹性变形的材料制成的牵引缓冲中间套，牵引缓冲中间套和牵引缓冲内层套，牵引缓冲外层套通过硫化的方式固定 在一起。具体的，所述牵引缓冲中间套为橡胶材料的牵引缓冲中间套，所述牵引缓冲内层套是金属材料的牵引缓冲内层套，所述牵引缓冲外层套是金属材料的牵引缓冲外层套。
通过牵引缓冲连接套，实现了所述牵引梁的两端和两个所述连接座之间的柔性连接，结构简单，安装方便。
实施中，如图16所示，所述第一牵引连接销212-1的开放端和所述第一牵引梁安装孔110的底部之间形成第一底部缓冲间隙111。
该处设置牵引缓冲连接套，主要用于传递纵向力和扭转力。第一底部缓冲间隙的存在，用于防止组装时过定位。
实施中，如图16所示，所述牵引缓冲中间套222的外周面为中间凸起的曲面，所述牵引缓冲中间套的外周面的两端和所述牵引缓冲外层套的内壁之间形成侧部缓冲间隙222-1。
牵引梁和连接座相对运动时，侧部缓冲间隙为两者的相对运动提供了空间，更好的实现牵引梁和连接座之间的柔性连接。
实施中，关于所述牵引梁的两端和两个所述连接座之间的柔性连接的另一种实现方式，如图24和图25所示，所述连接座相对的一侧设置有第二牵引梁安装孔，所述纵向框的外侧具有凸设的第二牵引连接销212-2；
所述第二牵引连接销212-2和所述第二牵引梁安装孔之间的连接为轴孔间隙配合；
所述纵向框和所述连接座在所述转向架的轨距方向通过螺栓，螺孔和螺母连接，且所述螺栓的长度方向沿所述转向架的轨距方向，以实现所述牵引梁的两端和两个所述连接座之间的连接。
实施中，如图25所示，所述第二牵引连接销212-2的开放端和所述第二牵引梁安装孔的底部之间形成第二底部缓冲间隙121。
实施中，如图1，图2，图20和图21所示，转向架还包括：
牵引销230，所述牵引销230的顶端用于与列车的车体固定，所述牵引销 的下部插设于所述牵引梁210的框口内；
弹性的牵引缓冲件240，所述牵引销230的下部和两个所述横向框211的内侧之间分别固定有所述牵引缓冲件240，以在所述牵引梁和所述牵引销之间柔性传递牵引力和制动力。
牵引缓冲件能够对牵引销与牵引梁的横向框之间的纵向力进行柔性的传递，避免二者之间产生直接的刚性撞击传递。
实施中，如图22所示，还包括：
横向刚性磨耗板231-1，通过螺栓固定在所述牵引销朝向所述横向框211的一侧；横向刚性磨耗板231-1和牵引销两部分可视为一个整体结构；所述横向刚性磨耗板231-1和所述牵引缓冲件240贴合在一起。
横向刚性磨耗板231-1的存在，避免对牵引销的磨损，在横向刚性磨耗板磨损严重时，可以单独更换横向刚性磨耗板。
实施中，如图21和图22所示，所述牵引传递件还包括：
所述转向架还包括：
牵引缓冲调整垫片242-2，所述牵引缓冲调整垫片242-2固定在所述横向框211和所述牵引缓冲件240之间，以连接所述横向框和所述牵引缓冲件。
牵引缓冲调整垫片的数量，可以根据实际需要进行调整，用以配合牵引销和牵引梁的横向框之间的距离。牵引缓冲调整垫片的存在，降低了对牵引缓冲件加工精度的要求。
实施中，如图21所示，还包括：
纵向刚性磨耗板231-2，通过螺栓固定在所述牵引销朝向所述纵向框211的一侧。
纵向刚性磨耗板231-2的存在，避免对牵引销的磨损，在纵向刚性磨耗板磨损严重时，可以单独更换纵向刚性磨耗板。
作为一种可选的方式，所述转向架还包括横向缓冲器，所述横向缓冲器设置在所述纵向刚性磨耗板和纵向框之间，所述横向缓冲器与所述纵向框固定。
这样，当车体横向移动时，牵引销与横向缓冲器接触，限制车体过大的横向移动。
实施中，如图23所示，牵引缓冲件包括：
自外向牵引销依次布设的第一金属连接件242-11，橡胶连接件242-12，第二金属连接件242-13和第三金属连接件242-14。
其中，橡胶连接件242-12位于第一金属连接件242-11和第二金属连接件242-13之间，通过硫化的方式固定在一起；第二金属连接件242-13和第三金属连接件242-14固定在一起。
实施例三
本申请实施例三的转向架，是在本申请实施例二的基础上，进一步进行的改进。
图26为图15和图24所示转向架的连接座的示意图；图27为图26所示连接座的另一角度的示意图。
本申请实施例三的转向架，如图3所示，所述连接座沿纵向方向长度小于等于所述侧梁沿纵向方向长度的三分之一；
和/或所述连接座沿纵向方向长度小于所述转向架的两个同侧车轮之间净距离。
这样，连接座的尺寸较小，转向架的重量较小。
实施中，如图26所示，所述连接座还包括座体外侧板132，所述座体外侧板132远离所述转向架内；所述座体外侧板132具有两个制动安装座132-1，所述两个制动安装座132-1相对于所述侧梁连接孔对称设置；
其中，所述制动安装座132-1用于与所述转向架的制动装置安装。
连接座具有制动安装座，为安装转向架的制动装置提供了条件。
实施中，如图26所示，所述连接座还包括减振器安装部132-2，所述减振器安装部132-2固定在所述座体外侧板的外侧面；
其中，所述减振器安装部132-2用于安装抗蛇行减振器，抗侧滚扭杆和垂 向减振器。
连接座具有减振器安装部，为安装转向架的抗蛇行减振器，抗侧滚扭杆和垂向减振器提供了条件。
实施中，如图27所示，所述连接座还包括：
座体底板133，所述座体底板133位于所述侧梁安装通道之下，所述座体底板具有向上凸设的两组单拉杆接口133-1，所述两个两组单拉杆接口133-1相对于所述侧梁连接孔对称设置；
其中，所述单拉杆接口用于安装所述转向架的单拉杆。
连接座具有单拉杆接口，为安装转向架的单拉杆提供了条件。
实施中，如图27所示，每个所述连接座相对的一侧分别具有两组平衡杆安装接口131-1，且所述平衡杆安装接口131-1凸出于所述座体内侧板；
其中，所述平衡杆安装接口用于安装所述转向架的驱动装置的平衡杆，所述座体内侧板靠近所述转向架内。
连接座具有平衡杆安装接口，为安装转向架的驱动装置的平衡杆提供了条件。
在本申请及其实施例的描述中，需要理解的是，术语“顶”、“底”、“高度”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
在本申请及其实施例中，除非另有明确的规定和限定，术语“设置”、“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接，还可以是通信；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
在本申请及其实施例中，除非另有明确的规定和限定，第一特征在第二特 征之“上”或之“下”可以包括第一和第二特征直接接触，也可以包括第一和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度小于第二特征。
上文的公开提供了许多不同的实施方式或例子用来实现本申请的不同结构。为了简化本申请的公开，上文中对特定例子的部件和设置进行描述。当然，它们仅仅为示例，并且目的不在于限制本申请。此外，本申请可以在不同例子中重复参考数字和/或参考字母，这种重复是为了简化和清楚的目的，其本身不指示所讨论各种实施方式和/或设置之间的关系。此外，本申请提供了的各种特定的工艺和材料的例子，但是本领域普通技术人员可以意识到其他工艺的应用和/或其他材料的使用。
尽管已描述了本申请一些可选的实施例，但本领域内的技术人员一旦得知了基本创造性概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括一些可选的实施例以及落入本申请范围的所有变更和修改。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的精神和范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (31)

  1. 一种转向架，其特征在于，包括：
    刚性的连接座，所述连接座具有沿纵向方向贯穿的侧梁安装通道；
    侧梁，与所述连接座安装；所述侧梁包括弹性的第二梁板和弹性的第一梁板，所述第二梁板和所述第一梁板上下设置且两者之间具有间隙；
    其中，所述第二梁板的中部和所述第一梁板的中部容纳于所述侧梁安装通道，所述第二梁板的两端和所述第一梁板的两端从所述连接座伸出，所述纵向方向是所述转向架的运动方向，所述连接座用于置于轨道的一条走行轨的上方。
  2. 根据权利要求1所述的转向架，其特征在于，所述第二梁板是两端向中部逐渐变低的形状，所述第一梁板是两端向中部逐渐变低的形状；
    其中，所述第二梁板的中部在受到垂向载荷时，所述第二梁板的两端向中部靠近，所述第一梁板的中部在受到所述第二梁板的中部施加的垂向载荷时，所述第一梁板的两端向中部靠近。
  3. 根据权利要求2所述的转向架，其特征在于，所述第二梁板自两端向中部厚度逐步增大，所述第一梁板自两端向中部厚度逐步增大。
  4. 根据权利要求3所述的转向架，其特征在于，所述第二梁板自两端向中部宽度逐步增大，所述第一梁板自两端向中部宽度逐步增大。
  5. 根据权利要求4所述的转向架，其特征在于，所述第二梁板的中部具有向上凸设的刚性的侧梁连接销；
    所述连接座包括座体顶板，所述侧梁安装通道位于所述座体顶板之下，所述座体顶板具有侧梁连接孔；
    所述转向架还包括二系悬挂装置，所述二系悬挂装置底部具有二系悬挂接口；
    所述侧梁连接销向上穿过所述侧梁连接孔和所述二系悬挂接口以实现所述第二梁板和所述二系悬挂装置与所述连接座安装。
  6. 根据权利要求5所述的转向架，其特征在于，还包括一系悬挂装置，所 述一系悬挂装置包括第一悬挂组件和第二悬挂组件；
    所述第二梁板的下板面的端部和所述第一梁板的上板面的端部分别设置有一系上悬挂接口，所述第一梁板的下板面的端部设置有一系下悬挂接口；
    所述第一悬挂组件通过所述一系上悬挂接口将所述第一悬挂组件与所述第二梁板和所述第一梁板安装；所述第二悬挂组件通过所述一系下悬挂接口将所述第二悬挂组件与所述第一梁板安装。
  7. 根据权利要求6所述的转向架，其特征在于，所述第二梁板是碳纤维材料或玻璃纤维材料的第二梁板，所述第一梁板是碳纤维材料或玻璃纤维材料的第一梁板。
  8. 根据权利要求1至7任一所述的转向架，其特征在于，还包括：
    弹性缓冲垫，所述弹性缓冲垫设置在所述第二梁板的中部和所述第一梁板的中部之间，且分别与所述第二梁板的中部固定和所述第一梁板的中部接触。
  9. 根据权利要求8所述的转向架，其特征在于，所述弹性缓冲垫的刚度小于所述第二梁板的刚度，所述弹性缓冲垫的刚度小于第一梁板的刚度。
  10. 根据权利要求9所述的转向架，其特征在于，所述弹性缓冲垫是橡胶材料的弹性缓冲垫。
  11. 根据权利要求1至7任一所述的转向架，其特征在于，所述侧梁还包括：
    刚性的垂向止挡，所述垂向止挡与所述连接座固定，所述垂向止挡设置在所述第二梁板的中部和所述第一梁板的中部之间，且所述垂向止挡与所述第二梁板的中部相接触。
  12. 根据权利要求11所述的转向架，其特征在于，所述垂向止挡与所述第二梁板的中部相贴合。
  13. 根据权利要求11所述的转向架，其特征在于，所述垂向止挡与所述第一梁板的中部之间保持间隙。
  14. 根据权利要求1至7任一所述的转向架，其特征在于，所述连接座是 两个，两个所述连接座沿横向方向间隔设置，所述侧梁是两个；其中，所述横向方向是所述转向架的轨距方向；
    所述转向架还包括牵引梁，所述牵引梁的两端和两个所述连接座之间的连接为柔性连接。
  15. 根据权利要求14所述的转向架，其特征在于，所述牵引梁为封闭的框形，所述牵引梁以平放的方式连接在两个所述连接座之间，所述牵引梁的框口平行于基准面；
    其中，所述基准面是所述纵向方向和所述横向方向确定的坐标面。
  16. 根据权利要求15所述的转向架，其特征在于，所述牵引梁是横向框和纵向框围成的矩形的牵引梁，所述横向框的长度方向与所述转向架的轨距方向一致，所述纵向框的长度方向与所述转向架的运动方向一致。
  17. 根据权利要求16所述的转向架，其特征在于，所述连接座相对的一侧设置有第一牵引梁安装孔，所述纵向框的外侧具有凸设的第一牵引连接销；
    所述转向架还包括牵引缓冲连接套，所述牵引缓冲连接套包括套接的刚性的牵引缓冲内层套和刚性的牵引缓冲外层套，以及固定在所述牵引缓冲内层套和所述牵引缓冲外层套之间的牵引缓冲中间套；
    所述牵引缓冲内层套与所述第一牵引连接销过盈配合固定，所述牵引缓冲外层套与所述第一牵引梁安装孔过盈配合固定，以实现所述牵引梁的两端和两个所述连接座之间的柔性连接。
  18. 根据权利要求17所述的转向架，其特征在于，所述第一牵引连接销的开放端和所述第一牵引梁安装孔的底部之间形成第一底部缓冲间隙。
  19. 根据权利要求17所述的转向架，其特征在于，所述牵引缓冲中间套的外周面为中间凸起的曲面，所述牵引缓冲中间套的外周面的两端和所述牵引缓冲外层套的内壁之间形成侧部缓冲间隙。
  20. 根据权利要求17所述的转向架，其特征在于，所述牵引缓冲中间套为橡胶材料的牵引缓冲中间套，所述牵引缓冲内层套是金属材料的牵引缓冲内层 套，所述牵引缓冲外层套是金属材料的牵引缓冲外层套。
  21. 根据权利要求16所述的转向架，其特征在于，所述连接座相对的一侧设置有第二牵引梁安装孔，所述纵向框的外侧具有凸设的第二牵引连接销；
    所述第二牵引连接销和所述第二牵引梁安装孔之间的连接为轴孔间隙配合；
    所述纵向框和所述连接座在所述转向架的轨距方向通过螺栓，螺孔和螺母连接，且所述螺栓的长度方向沿所述转向架的轨距方向，以实现所述牵引梁的两端和两个所述连接座之间的连接。
  22. 根据权利要求21所述的转向架，其特征在于，所述第二牵引连接销的开放端和所述第二牵引梁安装孔的底部之间形成第二底部缓冲间隙。
  23. 根据权利要求16所述的转向架，其特征在于，还包括：
    牵引销，所述牵引销的顶端用于与列车的车体固定，所述牵引销的下部插设于所述牵引梁的框口内；
    弹性的牵引缓冲件，所述牵引销的下部和两个所述横向框的内侧之间分别固定有所述牵引缓冲件，以在所述牵引梁和所述牵引销之间柔性传递牵引力和制动力。
  24. 根据权利要求23所述的转向架，其特征在于，还包括：
    横向刚性磨耗板，固定在所述牵引销朝向所述横向框的一侧；
    所述横向刚性磨耗板和所述牵引缓冲件贴合在一起。
  25. 根据权利要求24所述的转向架，其特征在于，还包括：
    牵引缓冲调整垫片，所述牵引缓冲调整垫片固定在所述横向框和所述牵引缓冲件之间，以连接所述横向框和所述牵引缓冲件。
  26. 根据权利要求25所述的转向架，其特征在于，还包括：
    纵向刚性磨耗板，固定在所述牵引销朝向所述纵向框的一侧；
    横向缓冲器，设置在所述纵向刚性磨耗板和所述纵向框之间，所述横向缓冲器与所述纵向框固定。
  27. 根据权利要求15所述的转向架，其特征在于，所述连接座沿纵向方向长度小于等于所述侧梁沿纵向方向长度的三分之一；
    和/或所述连接座沿纵向方向长度小于所述转向架的两个同侧车轮之间净距离。
  28. 根据权利要求15所述的转向架，其特征在于，所述连接座还包括座体外侧板，所述座体外侧板远离所述转向架内；所述座体外侧板具有两个制动安装座，所述两个制动安装座相对于所述侧梁连接孔对称设置；
    其中，所述制动安装座用于与所述转向架的制动装置安装。
  29. 根据权利要求28所述的转向架，其特征在于，所述连接座还包括减振器安装部，所述减振器安装部固定在所述座体外侧板的外侧面；
    其中，所述减振器安装部用于安装抗蛇行减振器，抗侧滚扭杆和垂向减振器。
  30. 根据权利要求29所述的转向架，其特征在于，所述连接座还包括：
    座体底板，所述座体底板位于所述侧梁安装通道之下，所述座体底板具有向上凸设的两组单拉杆接口，所述两个两组单拉杆接口相对于所述侧梁连接孔对称设置；
    其中，所述单拉杆接口用于安装所述转向架的单拉杆。
  31. 根据权利要求30所述的转向架，其特征在于，每个所述连接座相对的一侧分别具有两组平衡杆安装接口，且所述平衡杆安装接口凸出于所述座体内侧板；
    其中，所述平衡杆安装接口用于安装所述转向架的驱动装置的平衡杆。
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