WO2023097835A1 - 转向架及轨道车辆 - Google Patents

转向架及轨道车辆 Download PDF

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Publication number
WO2023097835A1
WO2023097835A1 PCT/CN2021/141464 CN2021141464W WO2023097835A1 WO 2023097835 A1 WO2023097835 A1 WO 2023097835A1 CN 2021141464 W CN2021141464 W CN 2021141464W WO 2023097835 A1 WO2023097835 A1 WO 2023097835A1
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WIPO (PCT)
Prior art keywords
traction
traction pin
bogie
pin
axle
Prior art date
Application number
PCT/CN2021/141464
Other languages
English (en)
French (fr)
Inventor
卢娜
张汉辰
张丽君
李跃
李江波
张�杰
赵冬霞
汪金余
Original Assignee
中车唐山机车车辆有限公司
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Application filed by 中车唐山机车车辆有限公司 filed Critical 中车唐山机车车辆有限公司
Publication of WO2023097835A1 publication Critical patent/WO2023097835A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/16—Centre bearings or other swivel connections between underframes and bolsters or bogies
    • B61F5/18—King-bolts
    • 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
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set

Definitions

  • the present application relates to vehicle running technology, in particular to a bogie and a rail vehicle.
  • Rail vehicles are an important transportation link connecting cities, and have gradually become the main means of transportation in cities. Rail vehicles are also the main carrier for cargo transportation.
  • the rail vehicle mainly includes: a car body and a bogie arranged under the car body. The bogie is used to carry the car body and realize the running and steering functions.
  • Embodiments of the present application provide a bogie and a rail vehicle.
  • a bogie including:
  • the frame includes: two side beams extending longitudinally and a beam arranged between the two side beams;
  • the wheel set is arranged under the two ends of the side beam; the wheel set includes: an axle, a wheel symmetrically arranged on the axle, and an axle box;
  • the traction device includes: a first traction pin and a second traction pin connected in rotation, the first traction pin cooperates with the beam to transmit longitudinal force; the first traction pin and the second traction pin are respectively used for connected carriages;
  • the primary suspension device is arranged between the end of the side beam and the axle box;
  • the secondary suspension device is arranged on the frame.
  • a rail vehicle including: the bogie and the carriage as described above.
  • the bogie provided by the embodiment of the present application adopts the first traction pin and the second traction pin connected in rotation, and the first traction pin and the second traction pin are respectively used to connect with two adjacent carriages; the first traction pin cooperates with the beam To transmit the longitudinal force, the bogie is connected between two carriages, and the two carriages share a bogie, which can reduce the number of bogies, thereby reducing the weight of the vehicle, and is conducive to improving traction efficiency.
  • Fig. 1 is the perspective view of the bogie provided by the embodiment of the present application.
  • Fig. 2 is the top view of the bogie provided by the embodiment of the present application.
  • Fig. 3 is a schematic diagram 1 of the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application;
  • Fig. 4 is a second schematic diagram of the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application;
  • Fig. 5 is a third schematic diagram of the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application;
  • Fig. 6 is a partial enlarged view of the bogie provided by the embodiment of the present application.
  • Figure 7 is an exploded view of the traction device in the bogie provided by the embodiment of the present application.
  • Fig. 8 is a structural schematic diagram of the traction device in the bogie provided by the embodiment of the present application.
  • Fig. 9 is a partial longitudinal sectional view of the bogie provided by the embodiment of the present application.
  • Fig. 10 is a transverse sectional view of the bogie provided by the embodiment of the present application.
  • Fig. 11 is a schematic structural view of the wheel set and the driving device in the bogie provided by the embodiment of the present application;
  • Fig. 12 is a top view of the wheel set and the driving device in the bogie provided by the embodiment of the present application;
  • Fig. 13 is a schematic structural diagram of a gearbox and a drive motor in a bogie provided by an embodiment of the present application;
  • Fig. 14 is a cross-sectional view of the gearbox in the bogie provided by the embodiment of the present application and the driving motor connected;
  • Figure 15 is an enlarged view of area A in Figure 14;
  • Figure 16 is an enlarged view of area B in Figure 14;
  • Fig. 17 is a top view of another bogie provided by the embodiment of the present application.
  • Fig. 18 is a cross-sectional view of a bogie provided by an embodiment of the present application with a speed detection device at the shaft end;
  • Fig. 19 is a schematic diagram of the axle end of the bogie provided by the embodiment of the present application.
  • Fig. 20 is a schematic diagram of the chassis structure provided by the embodiment of the present application (the bottom faces upward);
  • Figure 21 is a partially enlarged view of Figure 20;
  • Fig. 22 is a longitudinal sectional view of the transition beam of the chassis and the traction beam of the chassis (the bottom surface is upward);
  • Figure 23 is an enlarged view of area C of Figure 22;
  • Figure 24 is a schematic diagram of the structure of the two-position end chassis (the bottom faces upward);
  • Fig. 25 is a schematic diagram of the cross-sectional structure of Fig. 24;
  • FIG. 26 is an enlarged view of area D in FIG. 25 .
  • This embodiment provides a bogie, which can be applied to a rail vehicle.
  • the rail vehicle can be a diesel locomotive or an electric locomotive, and can be a normal-speed train, EMU, subway, light rail, etc.
  • the vehicle length direction is called the longitudinal direction (Y direction)
  • the vehicle width direction is called the transverse direction (X direction)
  • the vehicle height direction is called the vertical direction, vertical or vertical direction (Z direction).
  • Fig. 1 is a perspective view of the bogie provided by the embodiment of the present application
  • Fig. 2 is a top view of the bogie provided by the embodiment of the present application.
  • the bogie provided by this embodiment includes: a frame, a wheel set, a traction device, a primary suspension device and a secondary suspension device.
  • the frame 41 is the main structure of the bogie, which serves to bear the weight of the car body and provide connection interfaces for other components.
  • the frame 1 includes: two side beams extending longitudinally and a cross beam arranged between the two side beams.
  • the wheel set includes: an axle 421 , wheels 422 and axle boxes 423 symmetrically arranged on the axle 421 .
  • the axle box 423 can be arranged on the inner side of the wheel, and can also be arranged on the outer side of the wheel. In the bogie shown in Fig. 1 and Fig. 2, the axle box 423 is arranged on the inner side of the wheel.
  • a series of suspension devices 44 are arranged between the end of the side beam and the axle box 423 for buffering the vertical force between the side beam and the axle box.
  • the primary suspension device 44 can adopt rigid spring or rubber pile etc.
  • Secondary suspension device 45 is arranged on the frame, specifically can be arranged on the side beam, also can be arranged on the crossbeam.
  • the traction device includes: a first traction pin 431 and a second traction pin 432 .
  • the bogie provided in this embodiment is arranged between two carriages so that the two carriages share one bogie.
  • the first traction pin 431 is connected with one compartment, and the second traction pin 432 is connected with the other compartment.
  • the first traction pin 431 and the second traction pin 432 are rotationally connected, and the first traction pin 431 cooperates with the beam to transmit longitudinal force, the longitudinal force includes traction force and braking force, and the longitudinal force is transmitted to the carriage through the wheel set, the frame, and the traction pin in turn.
  • the bogie provided by this embodiment adopts the first traction pin and the second traction pin connected in rotation, and the first traction pin and the second traction pin are respectively used to connect with two adjacent compartments; the first traction pin cooperates with the beam to transmit Longitudinal force, the bogie is connected between two carriages, and the two carriages share a bogie, which can reduce the number of bogies, thereby reducing the weight of the vehicle, and is conducive to improving traction efficiency.
  • the rotational connection between the first traction pin and the second traction pin can also adapt to the relative displacement of the two carriages in the lateral direction during the turning process of the vehicle, so as to ensure that the vehicle passes through the curve smoothly.
  • Figure 3 is a first schematic diagram of the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application
  • Figure 4 is the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application
  • Figure 5 is a schematic diagram of the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application.
  • the first traction pin 431 and the second traction pin 432 are rotationally connected in a variety of ways, for example: the first traction pin 431 and the second traction pin 432 are rotationally connected between the first traction pin 431 and the second traction pin 432, so that the first traction pin 431 and the second traction pin
  • the two traction pins 432 can rotate in the plane formed by the length and width of the vehicle, so as to adapt to the horizontal deflection angle between the two compartments, so that the vehicle can pass through the curve smoothly, and the maximum angle ⁇ can reach 13°, as shown in Figure 3 .
  • the first traction pin 431 and the second traction pin 432 can also be rotated in the plane formed by the vehicle width and vehicle height, so as to adapt to the situation of different rail heights on both sides, avoid vehicle rollover, and improve driving safety.
  • the first traction pin 431 The included angle ⁇ with the second traction pin 432 can reach a maximum of 4°, as shown in FIG. 4 .
  • the first traction pin 431 and the second traction pin 432 can also rotate in the plane formed by the length of the vehicle and the height of the vehicle to adapt to the different heights between the two wheelsets in the bogie, so that the vehicle can pass through uneven roads smoothly , to ensure driving safety, the angle ⁇ between the first traction pin 431 and the second traction pin 432 can reach a maximum of 1.5°, as shown in FIG. 5 .
  • this embodiment provides an implementation:
  • Figure 6 is a partially enlarged view of the bogie provided by the embodiment of the present application
  • Figure 7 is an exploded view of the traction device in the bogie provided by the embodiment of the present application
  • Figure 8 is the structure of the traction device in the bogie provided by the embodiment of the present application Schematic diagram
  • Fig. 9 is a partial longitudinal sectional view of the bogie provided by the embodiment of the present application.
  • the elastic connecting pin 433 includes: a central shaft, an elastic middle sleeve and an annular outer sleeve.
  • the central shaft and the annular outer casing are made of rigid materials, such as metal.
  • the elastic middle sleeve is made of a material with a certain elastic deformation capacity, such as rubber.
  • the elastic middle sleeve is arranged between the central shaft and the annular outer sleeve, and adopts an integrated structure formed by vulcanizing rubber and inner and outer metal layers.
  • the central shaft is connected with the second traction pin 432
  • the annular outer sleeve is connected with the first traction pin 431 .
  • the use of elastic intermediate sleeves can realize the relative rotation between the central shaft and the annular outer sleeve along the X direction, Y direction and Z direction, and then realize that the first traction pin 431 and the second traction pin 432 can rotate along the X direction, Y direction and Z direction. Rotate relative to each other.
  • the upper side of the first traction pin 431 is provided with a first hinge portion 4311, and the first hinge portion 4311 defines a first hinge hole 4312, and the center line of the first hinge hole 4312 extends along the transverse direction.
  • the elastic connecting pin 433 is passed through the first hinge hole 4312 , specifically, the annular sleeve is press-fitted in the first hinge hole 4312 .
  • the other side of the top of the first traction pin 431 is provided with a first car body connecting seat 4313, the first car body connecting seat 43123 is a plate-shaped structure, connected to the car body of the compartment by a threaded fastener, for example, can be connected to the car body. end of the chassis of the body.
  • the first traction pin 431 has a T-shaped structure as a whole.
  • a second car body connection seat 4323 which is a plate-shaped structure, connected to the car body of another compartment by a threaded fastener, for example, can be connected to the end of the chassis of the car body .
  • the other side of the second traction pin 432 is provided with two second hinged parts 4321, and the two second hinged parts 4321 are perpendicular to the second car body connection seat 4323, and the two are arranged opposite to each other, leaving a certain distance between them .
  • Each second hinge portion 4321 defines a second hinge hole 4322 .
  • the second traction pin 432 has a U-shaped structure as a whole.
  • the first hinge part 4311 is interposed between the two second hinge parts 4321 , and the two ends of the central axis pass through the second hinge hole 4322 and are fixed to the second hinge part 4321 .
  • a hinged cover 434 is used to connect to the outer surface of the second hinged portion 4321 and align with the second hinged hole 4322 .
  • the hinged cover 434 is triangular in shape, and its three corners are fixed to the outer surface of the second hinged part 4321 by threaded fasteners.
  • a connecting key 4341 protrudes from the inner surface of the hinged cover 434 facing the second hinged portion 4321 , and a key groove 4331 for accommodating the connecting key 4341 is provided on the end surface corresponding to the central axis.
  • the connecting key 4341 is inserted into the key groove 4331, which can limit the rotation of the central shaft, realizes fixing the central shaft to the second traction pin 431, and plays a role of preventing loosening.
  • the bottom end of the first traction pin 431 cooperates with the beam to transmit the longitudinal force.
  • the middle part of the crossbeam is provided with a through hole penetrating up and down, and the bottom end of the first traction pin 431 is inserted into the through hole.
  • the longitudinal buffer stops 435 are arranged in the through holes and respectively located between the first traction pin 431 and the beam.
  • the longitudinal buffer stopper 435 can be vulcanized by an outer layer of metal and an inner layer of rubber, and can be fixed to the crossbeam by a threaded fastener, or can be fixed to the side wall of the first traction pin 431, and is used for aligning the first traction pin.
  • the rigid force between the beam and the beam is buffered.
  • the number of beams can be two, and they are connected side by side between two side beams.
  • the bottom end of the first traction pin 431 is inserted between the two beams, and a longitudinal buffer stopper is provided between the first traction pin 431 and the corresponding side beam.
  • a lateral buffer stopper 437 is provided between the traction device and the frame, which is used to buffer the lateral force between the traction device and the frame, and can also limit excessive lateral displacement between the vehicle body and the frame.
  • the lateral buffer stopper 437 is fixed to the outer surface of the second hinged part 4321 in the second traction pin 432 through a threaded machine fastener.
  • Lateral buffer stops 437 are provided on the outer surfaces of the two second hinge parts 4321 . When the vehicle is going straight, a certain gap is reserved between the lateral buffer stopper 437 and the frame. When the vehicle passes through a curve, the lateral buffer stopper 437 on one side contacts the frame to avoid a larger gap between the vehicle body and the frame. lateral displacement.
  • Fig. 10 is a transverse sectional view of the bogie provided by the embodiment of the present application.
  • the bogie can also include a lateral shock absorber 471, which is connected between the frame and the traction device, and is used to reduce the lateral force between the traction device and the frame. to buffer.
  • the lateral shock absorber mount 436 is used to connect to the bottom end of the first traction pin 431 .
  • One end of the transverse shock absorber 471 is connected to the transverse shock absorber mount 436 , and the other end is connected to the frame 41 .
  • the transverse shock absorber mount 436 includes: a top plate of the shock absorber mount and a side plate of the shock absorber mount.
  • the top plate of the shock absorber mounting seat extends along the horizontal direction, and is connected to the bottom surface of the first traction pin through four threaded fasteners.
  • the side plate of the shock absorber mounting seat extends vertically and is arranged side by side on the lower surface of the top plate of the shock absorber mounting seat. A gap is reserved between the two side plates of the shock absorber mounting seat to accommodate the end of the transverse shock absorber;
  • the side end surface of the side plate of the vibrator mounting seat is connected with the transverse vibration damper through threaded fasteners.
  • the bottom surface of the first traction pin 431 is provided with a through slot 4314 extending along the transverse direction.
  • a guide rail 4361 that can slide in the through groove protrudes from the top surface of the shock absorber mounting seat top plate. The guide rail 4361 is inserted into the guide rail 4361 along the transverse direction, and then the transverse shock absorber mounting seat 436 is vertically connected to the first traction pin 431 through a threaded fastener. The cooperation between the through slot and the guide rail is used to limit the longitudinal movement between the first traction pin and the mounting seat of the transverse shock absorber.
  • the above-mentioned bogie can be used as a trailer bogie, that is, a non-powered bogie.
  • the bogie can be used as a motor car bogie, that is, a power bogie.
  • the driving device can be arranged on the frame for driving the wheels to rotate.
  • Figure 11 is a schematic structural view of the wheel set and the driving device in the bogie provided by the embodiment of the present application
  • Figure 12 is a top view of the wheel set and the driving device in the bogie provided by the embodiment of the present application
  • Figure 13 is a schematic diagram of the wheel set and the driving device provided by the embodiment of the present application Schematic diagram of the structure of the gearbox in the bogie and the drive motor
  • Fig. 14 is a cross-sectional view of the connection between the gearbox in the bogie and the drive motor provided by the embodiment of the present application.
  • the driving device includes: a driving motor 461 and a gear box 462 .
  • the gear box 461 includes: a box body and a driving gear and a driven gear arranged in the box body.
  • the driving gear is a pinion
  • the driven gear is a bull gear
  • the driven gear meshes with the driving gear.
  • the driving gear can be connected with the output end of the driving motor through a coupling, and the driven gear is in interference fit with the axle, and the driving gear is driven to rotate by the driving motor, and then the driven gear drives the axle to rotate.
  • the case of the gearbox 462 is connected to the frame 41 .
  • the casing of the driving motor 461 is connected with the casing of the gear box 462 , and the casing of the driving motor 461 is also connected to the frame 41 .
  • the axial end of the driving motor 461 is inwardly recessed to form a concave structure, and the sides of the gear box 462 facing the driving motor are inclined outwards to extend out the gear box connecting arms 4621, and the gear box connecting arms 4621 are connected to the driving motor 461 through rubber nodes.
  • the casings are connected, and the connecting arms 4621 of each gear box form a concave structure.
  • the recessed structure formed by the driving motor 461 and the recessed structure formed by the gear box 462 enclose an accommodating space, and the coupling 463 is arranged in the accommodating space.
  • the shaft coupling 463 can be a flexible coupling, such as a drum type gear coupling, which connects the shaft head of the gearbox and the shaft head of the motor to realize torque transmission.
  • the drum-type gear coupling is adopted, which has a high load-carrying capacity, a large allowable angular displacement, and a high torque transmission capacity.
  • the number of gear box connecting arms 4621 is at least three, wherein two gear box connecting arms 4621 respectively extend upward to both sides of the vertical central plane of the drive motor 461, the vertical central plane is the axis passing through the drive motor 461 and along the vertical direction Extended plane: at least one connecting arm extends downwards to be lower than the horizontal central plane of the driving motor 461 , and the horizontal central plane is a plane passing through the axis of the driving motor 461 and extending along the horizontal direction.
  • the number of gear box connecting arms 4621 is four, and two gear box connecting arms 4621 are located on the upper part of the gear box 462 and extend upward respectively; the other two gear box connecting arms 4621 are located on the lower part of the gear box 462, respectively Extend down.
  • the four gearbox connecting arms 4621 are arranged axisymmetrically with respect to the vertical center plane of the driving motor, and the four gearbox connecting arms 4621 are arranged axisymmetrically with respect to the horizontal center plane of the driving motor.
  • FIG. 15 is an enlarged view of area A in FIG. 14 .
  • the gearbox connecting arm 4621 is connected to the casing of the drive motor through a rubber node, and a rubber bushing 466 is arranged inside the rubber node, and the connection screw 467 is used to pass through the installation on the drive motor casing respectively.
  • the mounting hole at the end of the hole and the gear box connecting arm 4621 is connected with a nut, and a rubber bushing 466 is sleeved between the connecting screw 467 and the mounting hole of the connecting arm, and the rubber bushing 466 can adjust the position between the motor and the gear box.
  • the deviation is alleviated to a certain extent, and the displacement pressure of the coupling is reduced to a certain extent.
  • the gear box 462 is connected to the frame 41 using the gear box connecting rod 464 .
  • the bottom end of the gear box connecting rod 464 is connected to the housing of the gear box 462 through an elastic node, and the top end is connected to the frame 41 through an elastic node.
  • a certain angle can be rotated between the gear box connecting rod 464 and the housing of the gear box 462 .
  • FIG. 16 is an enlarged view of area B in FIG. 14 .
  • the motor buffer node 465 includes: a motor mount 4651 and two rubber sleeves 4652 .
  • the motor mount 4651 is fixed to the casing of the driving motor.
  • the two rubber sleeves 4652 are arranged symmetrically up and down, with a certain gap between them.
  • the frame 41 is provided with a motor mounting portion 411 , and two rubber sleeves 4652 are sandwiched between the upper and lower sides of the motor mounting portion 411 .
  • the connecting screw rod 467 is adopted to pass through the rubber sleeve, the motor mounting part and the through hole provided on the motor mounting seat in sequence, and then be connected and fixed with the nut.
  • connection mode of the motor buffer node 465 is used to achieve elastic suspension with the frame.
  • the motor buffer node 465 can absorb part of the deformation, thereby reducing the displacement of the motor.
  • the motor stopper 468 is fixed on the frame 41 , and the motor stopper 468 is located below the motor buffer node 465 to prevent the driving motor from falling due to failure.
  • the motor stopper 468 can adopt an L-shaped structure or a U-shaped structure, and the motor buffer node 465 is located inside it.
  • the driving motor 461 is connected with the frame 41, the driving motor 461 and the frame 41 rise and fall at the same time, while the gear box 462 is connected with the axle 421 and moves around the gear box connecting rod 464, thereby forming a displacement between the driving motor 461 and the gear box 462 deviation.
  • the number of gear box connecting arms 4621 is four, and the four gear box connecting arms 4621 are semi-rigidly connected to the casing of the driving motor 461 through rubber nodes, and the rubber nodes can absorb a part of the displacement between the motor and the gear box Therefore, the requirement for the displacement capability of the coupling is reduced, so that the outline size of the coupling can be reduced to fit the compact space limitation of the bogie built into the axle box.
  • Fig. 17 is a top view of another bogie provided by the embodiment of the present application.
  • a speed detection device may also be used to detect the rotational speed of the axle.
  • the speed detection device includes: a speed detection component and a speed sensor.
  • the speed detection assembly is fixedly arranged at the end of the axle 421 and rotates synchronously with the axle 421 .
  • the speed sensor is arranged on the inner wall of the axle box 423, and is used for cooperating with the speed detection component to measure the driving speed of the vehicle.
  • Fig. 18 is a cross-sectional view of a bogie provided by an embodiment of the present application provided with a speed detection device at an axle end
  • Fig. 19 is a schematic diagram of an axle end of a bogie provided by an embodiment of the present application.
  • the speed detection assembly includes an axle end adapter 481 , an induction gear 482 and an axle end cover 485 .
  • the axle end cover 485 is connected to the frame 41 through the axle end hinge rod 484 .
  • the shaft end adapter 481 is connected to the end surface of the axle 421 through a threaded fastener, and rotates synchronously with the axle 421 .
  • the induction gear 482 is connected to the other axial end of the shaft end adapter 481 through a threaded fastener, and the induction gear 482 rotates synchronously with the axle 421 .
  • the induction gear 482 is connected with the axle end cover 485 through a bearing, so that the axle 421 , the axle end adapter 482 and the induction gear 482 rotate relative to the axle box.
  • the axle end cover 485 has a U-shaped structure, covering the induction gear and the bearing inside for protection.
  • the speed sensor 483 is arranged on the inner side of the axle box cover 4231 , and its detecting end faces the induction gear 482 .
  • the speed sensor 483 is a pulse signal generator, which generates an electric pulse signal whose frequency is proportional to the running speed. N (the number of teeth of the induction gear) pulse signals are generated for each revolution of the axle.
  • the end of the speed sensor 483 is kept at a distance of about 1 mm from the tooth top of the induction gear 482 .
  • the speed sensor 483 is inserted into the axle box cover from the outside.
  • the axlebox cover is also connected to frame 41 by axle-end hinged rods 484 .
  • the length of the beam is greater than the distance between the two side beams, and the part of the beam extending to the outside of the side beam is provided with a secondary connection structure for connecting with the secondary suspension device 45 .
  • the quantity of the secondary suspension device 45 is four, and two secondary suspension devices 45 are arranged on one end of the crossbeam as a group; two secondary suspension devices 45 positioned at the same end of the crossbeam are arranged at intervals along the longitudinal direction.
  • the secondary suspension device 45 may be an air spring.
  • This embodiment also provides a rail vehicle, including: the bogie and the carriage provided by any one of the solutions above.
  • the rail vehicle provided by this embodiment has the same technical effect as the above bogie.
  • this embodiment also provides a carriage underframe structure adapted to the bogie.
  • the bottom frame can be made of aluminum alloy or steel.
  • the aluminum alloy is used for lightweight design on the basis of ensuring strength.
  • Figure 20 is a schematic diagram of the chassis structure provided by the embodiment of the present application
  • Figure 21 is a partial enlarged view of Figure 20
  • Figure 21 is a two-end chassis, chassis transition beam and part of the middle bottom of the embodiment of the present application Enlarged view of the shelf.
  • the vehicle length direction is called the longitudinal direction
  • the vehicle width direction is called the transverse direction
  • the vehicle height direction is called the vertical direction, vertical direction or vertical direction.
  • the chassis shown in all the drawings are in an overturned state, that is, the actual bottom faces upward.
  • the bottom frame 24 provided in the embodiment of the present application includes: a two-position bottom frame and a middle bottom frame 244 .
  • the bottom frame of the two-position end includes a bottom frame drawing beam 241
  • the bottom frame drawing beam 241 is a single component formed integrally with a whole piece of material.
  • the middle underframe 244 is connected with the two-position end underframe through the underframe draw beam 241 .
  • the chassis traction beam 241 is no longer assembled and welded by four components, but is integrally formed from a whole piece of material.
  • the manufacturing material can be aluminum alloy, steel material or any other material.
  • Applicable materials and production methods can be any one of rolling, punching, casting, 3D printing, etc. These manufacturing methods do not require welding, no welding workload, and no welding tooling.
  • Fig. 22 is a longitudinal sectional view of the transition beam of the chassis and the traction beam of the chassis (the bottom surface is upward). Further, in some embodiments, as shown in FIG. 22 , the underframe 24 further includes an underframe transition beam 245, one end of the underframe transition beam 245 is connected to the middle underframe 244, and the other end of the underframe transition beam 245 It is connected with the chassis tow beam 241.
  • the main body structure of the underframe 24 is stepped, the position of the middle underframe 244 is lower, and the positions of the underframes at both ends are higher (shown in the accompanying drawing is the overturned state of the underframe 24, so in the accompanying drawing
  • the middle chassis 244 is higher
  • the bottom transition beam 245 can transition at the stepped junction existing between the two-end chassis and the middle chassis 244, and connect the two-end chassis and the middle chassis.
  • the chassis transition beam 245 plays the role of connecting the middle chassis 244 and the chassis traction beam 241.
  • the structure of the curved surface or the inclined surface can avoid stress transition concentration, and the chassis transition beam 245 itself can also act as reinforcement similar to ribs or ribs. effect.
  • Fig. 23 is an enlarged view of area C in Fig. 22, and Fig. 24 is a schematic diagram of the structure of the two-position chassis (with the bottom facing upward).
  • the embodiment of the present application provides a specific implementation of the underframe transition beam 245, which includes the transition beam upper cover plate 2451, the transition beam lower cover plate 2452 and the transition beam vertical plate 2453, wherein the transition beam
  • the vertical plate 2453 is a flat structure and not less than one, extending along the longitudinal direction, at least two transition beam vertical plates are arranged in parallel, the sides of the transition beam upper cover plate 2451 and the transition beam lower cover plate 2452 are aligned with the transition beam vertical plate 2453 connected to the board.
  • the embodiment of the present application uses three transition beam vertical plates 2453, two transition beam upper cover plates 2451 and two transition beam lower cover plates 2452, and the middle of the three transition beam vertical plates 2453 arranged in parallel and equidistant Divided into two spaces, each space has a transition beam upper cover plate 2451 and a transition beam lower cover plate 2452.
  • a plurality of transition beam vertical plates 2453 arranged in parallel can respectively withstand the tensile force or compression force transmitted through the chassis traction beam 241, so as to disperse the stress at the junction of the chassis transition beam 245 and the chassis traction beam 241, and avoid stress caused by stress. Excessive concentration can cause rapid fatigue damage at the joint.
  • the upper cover plate 2451 of the transition beam, the upper cover plate 2452 of the transition beam and the vertical plate 2453 of the transition beam are connected by assembly welding.
  • this specific embodiment provides a connection method.
  • the bottom frame traction beam 241 is connected to the bottom frame transition beam 245 and is divided into two connecting parts that are curved downward. Plate 2452 is docked.
  • the connecting part of the underframe traction beam 241 and the underframe transition beam 245 forms a fish-belly hollow structure.
  • the fish-belly curved surface shape makes the transition of the joint smooth, and there is no sharp angle that may cause high stress concentration.
  • the hollow structure is designed for lightweight , reduce the weight of the chassis on the basis of ensuring the strength.
  • the underframe transition beam 245 is connected to the underframe traction beam 241 by horizontally staggered welds.
  • coupler mounts are provided on the drawbar of the underframe, that is to say, they are connected to the intermediate underframe through the coupler, and the stability is poor due to the connection through the coupler, and the stress is concentrated on the coupler and the coupler mount. It is a point-like stress point with high stress concentration, and it is the weak point of the overall structure of the chassis, which is easy to cause fatigue damage and difficult to improve the strength.
  • the underframe transition beam 245 is used to fix the underframe traction beam 241 to the middle underframe 244, and the method of multi-transition beam vertical plates 2453 and horizontal staggered weld seams at the joints is used to make the underframe pull
  • the stress transmitted from the beam is relatively scattered, which further improves the load bearing capacity of the underframe.
  • a bogie mounting plate 2411 is provided at the end of the chassis draw beam 241 that is not connected to the chassis transition beam.
  • the car body of the head car of a single-layer EMU needs to meet the interface requirements of the traditional bogie and the articulated bogie at the same time. Therefore, this embodiment provides that both the traditional bogie and the articulated bogie can be installed.
  • the truck mounting plate 2411 is an integral part of the chassis drawbeam 241 and is not a separate component.
  • this specific embodiment provides a specific implementation method.
  • the structure of the chassis is axisymmetric with the longitudinal centerline of the chassis.
  • the chassis end beams 242 are arranged on both sides of the chassis traction beam 243 with the chassis longitudinal centerline as the axis.
  • the chassis side beams 243 take the chassis longitudinal centerline as the axis. They are arranged symmetrically on both sides of the bottom frame end beam 242 .
  • FIG. 25 is a schematic diagram of the cross-sectional structure of FIG. 24 . Further, as shown in FIG. 25 , the bottom frame end beams 242 are arranged horizontally, and the bottom frame side beams 243 are vertically arranged.
  • FIG. 26 is an enlarged view of area D in FIG. 25 . Further, as shown in FIG. 26 , a triangular weld is provided at the junction of the chassis traction beam 242 and the chassis end beam 242 , and is fixedly connected by welding; the chassis end beam 242 and the chassis side beam 243 are welded together. Fixed connection.
  • first and second are used for descriptive purposes only, and cannot be interpreted as indicating or implying relative importance or implicitly specifying the quantity of indicated technical features. Thus, a feature defined as “first” and “second” may explicitly or implicitly include one or more of these features.
  • “plurality” means at least two, such as two, three, etc., unless otherwise specifically defined.

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Abstract

一种转向架及轨道车辆，其中，转向架包括：构架；所述构架包括：沿纵向延伸的两个侧梁及设置于两个侧梁之间的横梁；轮对，设置于所述侧梁两端的下方；所述轮对包括：车轴、对称设置于车轴上的车轮及轴箱；牵引装置；所述牵引装置包括：转动连接的第一牵引销和第二牵引销，第一牵引销与横梁配合传递纵向力；第一牵引销和第二牵引销分别用于与相邻的两节车厢相连；一系悬挂装置，设置于侧梁的端部与轴箱之间；二系悬挂装置，设置于所述构架上。所述转向架及轨道车辆有利于减轻车辆自重，提高牵引效率。

Description

转向架及轨道车辆 技术领域
本申请涉及车辆走行技术，尤其涉及一种转向架及轨道车辆。
背景技术
轨道车辆是连结各城市的重要交通纽带，也逐渐成为城市内的主要交通工具，轨道车辆还是实现货物运输的主要载体。轨道车辆主要包括：车体及设置在车体下方的转向架，转向架用于对车体进行承载并实现走行和转向功能。
传统方案中，一节车厢的底部设置有两个转向架，车辆中的转向架数量为车厢数量的两倍，使车辆自身的重量较大。
发明内容
本申请实施例中提供一种转向架及轨道车辆。
根据本申请实施例的第一个方面，提供了一种转向架，包括：
构架；所述构架包括：沿纵向延伸的两个侧梁及设置于两个侧梁之间的横梁；
轮对，设置于所述侧梁两端的下方；所述轮对包括：车轴、对称设置于车轴上的车轮及轴箱；
牵引装置；所述牵引装置包括：转动连接的第一牵引销和第二牵引销，第一牵引销与横梁配合传递纵向力；第一牵引销和第二牵引销分别用于与相邻的两节车厢相连；
一系悬挂装置，设置于侧梁的端部与轴箱之间；
二系悬挂装置，设置于所述构架上。
根据本申请实施例的第二个方面，提供了一种轨道车辆，包括：如上所述的转向架及车厢。
本申请实施例提供的转向架采用转动连接的第一牵引销和第二牵引销，第一牵引销和第二牵引销分别用于与相邻的两节车厢相连；第一牵引销与横梁配合传递纵向力，该转向架连接在两节车厢之间，两节车厢共用一个转向架，能够减少转向架的数量，进而减轻车辆自重，有利于提高牵引效率。
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为本申请实施例提供的转向架的立体图；
图2为本申请实施例提供的转向架的俯视图；
图3为本申请实施例提供的转向架中第一牵引销与第二牵引销相对转动的示意图一；
图4为本申请实施例提供的转向架中第一牵引销与第二牵引销相对转动的示意图二；
图5为本申请实施例提供的转向架中第一牵引销与第二牵引销相对转动的示意图三；
图6为本申请实施例提供的转向架的局部放大图；
图7为本申请实施例提供的转向架中牵引装置的***视图；
图8为本申请实施例提供的转向架中牵引装置的结构示意图；
图9为本申请实施例提供的转向架的局部纵向断面视图；
图10为本申请实施例提供的转向架的横向断面视图；
图11为本申请实施例提供的转向架中轮对与驱动装置的结构示意图；
图12为本申请实施例提供的转向架中轮对与驱动装置的俯视图；
图13为本申请实施例提供的转向架中齿轮箱与驱动电机的结构示意图；
图14为本申请实施例提供的转向架中齿轮箱与驱动电机相连的剖视图；
图15为图14中A区域的放大视图；
图16为图14中B区域的放大视图；
图17为本申请实施例提供的另一转向架的俯视图；
图18为本申请实施例提供的转向架在轴端设置速度检测装置的剖视图；
图19为本申请实施例提供的转向架的轴端示意图；
图20为本申请实施例提供的底架结构示意图(底面向上)；
图21为图20的局部放大图；
图22为底架过渡梁与底架牵引梁纵剖图(底面向上)；
图23为图22的C区域的放大图；
图24为二位端底架结构示意图(底面向上)；
图25为图24的横截面结构示意图；
图26为图25的D区域的放大图。
附图标记：
24-底架；241-底架牵引梁；2411-转向架安装板；242-底架端梁；243-底架边梁；244-中部底架；245-底架过渡梁；2451-过渡梁上盖板；2452-过渡梁下盖板；2453-过渡梁立板；
41-构架；411-电机安装部；
421-车轴；422-车轮；423-轴箱；
431-第一牵引销；4311-第一铰接部；4312-第一铰接孔；4313-第一车体连接座；4314-通槽；432-第二牵引销；4321-第二铰接部；4322-第二铰接孔；4323-第二车体连接座；433-弹性连接销；4331-键槽；434-铰接盖；4341-连接键；435-纵向缓冲止档；436-横向减振器安装座；4361-导向轨；437-横向缓冲止档；
44-一系悬挂装置；
45-二系悬挂装置；
461-驱动电机；462-齿轮箱；4621-齿轮箱连接臂；463-联轴器；464-齿轮箱连接杆；465-电机缓冲节点；4651-电机安装座；4652-橡胶套；466-橡胶衬 套；467-连接螺杆；468-电机止挡；
471-横向减振器；
481-轴端适配器；482-感应齿轮；483-速度传感器；484-轴端铰接杆；485-车轴端盖。
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。
本实施例提供一种转向架，能够应用于轨道车辆中，该轨道车辆可以为内燃机车或电力机车，可以为普速列车、动车组、地铁、轻轨等。
本实施例中，将车长方向称为纵向(Y方向)，将车宽方向称为横向(X方向)，将车高方向称为竖直方向、竖向或垂向(Z方向)。
图1为本申请实施例提供的转向架的立体图，图2为本申请实施例提供的转向架的俯视图。如图1和图2所示，本实施例提供的转向架包括：构架、轮对、牵引装置、一系悬挂装置和二系悬挂装置。
其中，构架41为转向架的主体结构，起到承载车体重量及为其他部件提供连接接口的功能。构架1包括：沿纵向延伸的两个侧梁及设置于两个侧梁之间的横梁。
轮对的数量为两个，分别设置于侧梁端部的下方。轮对包括：车轴421、对称设置于车轴421上的车轮422及轴箱423。轴箱423可设置于车轮的内侧，也可以设置在车轮的外侧。图1和图2展示的转向架中，轴箱423设置于车轮的内侧。
一系悬挂装置44设置于侧梁的端部与轴箱423之间，用于对侧梁与轴箱之间的垂向力进行缓冲。一系悬挂装置44可以采用刚性弹簧或橡胶堆等。
二系悬挂装置45设置于构架上，具体可以设置在侧梁上，也可以设置横 梁上。
牵引装置包括：第一牵引销431和第二牵引销432。本实施例提供的转向架设置于两节车厢之间，以使两节车厢共用一个转向架。第一牵引销431与一个车厢相连，第二牵引销432与另一个车厢相连。第一牵引销431和第二牵引销432转动连接，且第一牵引销431与横梁配合传递纵向力，纵向力包括牵引力和制动力，纵向力依次通过轮对、构架、牵引销传递给车厢。
本实施例提供的转向架采用转动连接的第一牵引销和第二牵引销，第一牵引销和第二牵引销分别用于与相邻的两节车厢相连；第一牵引销与横梁配合传递纵向力，该转向架连接在两节车厢之间，两节车厢共用一个转向架，能够减少转向架的数量，进而减轻车辆自重，有利于提高牵引效率。
另外，第一牵引销和第二牵引销之间转动连接，还能够适应车辆在转弯过程中两节车厢在横向方向上的相对位移，保证车辆顺利通过曲线。
图3为本申请实施例提供的转向架中第一牵引销与第二牵引销相对转动的示意图一，图4为本申请实施例提供的转向架中第一牵引销与第二牵引销相对转动的示意图二，图5为本申请实施例提供的转向架中第一牵引销与第二牵引销相对转动的示意图三。
第一牵引销431和第二牵引销432转动连接的方式有多种，例如：采用弹性连接销转动连接于第一牵引销431和第二牵引销432之间，使第一牵引销431和第二牵引销432能够在车长和车宽所成的平面内转动，以适应两节车厢之间的水平偏斜角度，使车辆顺利通过曲线，角度α最大可达13°，如图3所示。
第一牵引销431和第二牵引销432也能在车宽和车高所成的平面内转动，以适应两侧轨道高度不同的情况，避免车辆侧翻，提高行车安全，第一牵引销431和第二牵引销432之间的夹角β最大可达4°，如图4所示。
第一牵引销431和第二牵引销432还能在车长和车高所成的平面内转动，以适应转向架中两个轮对之间高度不同的情况，便于车辆顺利通过高低不平的路面，保证行车安全，第一牵引销431和第二牵引销432之间的夹角θ最大可 达1.5°，如图5所示。
对于上述牵引装置，本实施例提供一种实现方式：
图6为本申请实施例提供的转向架的局部放大图，图7为本申请实施例提供的转向架中牵引装置的***视图，图8为本申请实施例提供的转向架中牵引装置的结构示意图，图9为本申请实施例提供的转向架的局部纵向断面视图。
如图6至图9所示，弹性连接销433包括：中心轴、弹性中间套和环形外套。其中，中心轴和环形外套采用刚性材料构成，例如：金属。弹性中间套采用具有一定弹性变形能力的材料制成，例如：橡胶。弹性中间套设置于中心轴与环形外套之间，采用橡胶与内外金属层硫化而成一体结构。中心轴与第二牵引销432相连，环形外套与第一牵引销431相连。
采用弹性中间套能实现中心轴与环形外套之间能够沿X向、Y向及Z向相对转动，进而实现第一牵引销431和第二牵引销432之间能够沿X向、Y向及Z向相对转动。
第一牵引销431的上部一侧设有第一铰接部4311，第一铰接部4311开设第一铰接孔4312，第一铰接孔4312的中心线沿横向延伸。弹性连接销433穿设于第一铰接孔4312内，具体的，环形外套压装在第一铰接孔4312内。
第一牵引销431的上部另一侧设有第一车体连接座4313，第一车体连接座43123为板状结构，通过螺纹紧固件连接至车厢的车体上，例如可连接至车体的底架端部。第一牵引销431整体呈T形结构。
第二牵引销432的一侧设有第二车体连接座4323，为板状结构，通过螺纹紧固件连接至另一车厢的车体上，例如可连接至该车体的底架端部。
第二牵引销432的另一侧设有两个第二铰接部4321，两个第二铰接部4321垂直于第二车体连接座4323，且二者相对设置，二者之间留有一定距离。每个第二铰接部4321上开设有第二铰接孔4322。第二牵引销432整体呈U形结构。
第一铰接部4311插设于两个第二铰接部4321之间，中心轴的两端穿设于第二铰接孔4322并固定至第二铰接部4321。
进一步的，采用铰接盖434连接至第二铰接部4321的外侧面且与第二铰接孔4322对正。铰接盖434呈三角形，其三个顶角通过螺纹紧固件固定至第二铰接部4321的外侧面。铰接盖434中朝向第二铰接部4321的内侧面凸出设有连接键4341，对应在中心轴的端面设有用于容纳连接键4341的键槽4331。连接键4341***键槽4331内，能够限制中心轴转动，实现了将中心轴固定于第二牵引销431，并起到防松的作用。
当然，上述方案并不是唯一的实现方式，也可以将中心轴的两端压装在第二铰接孔4322内，以取代连接键与键槽的配合方式。
第一牵引销431的底端与横梁配合传递纵向力。一种实现方式为：横梁的中部设有上下贯通的通孔，第一牵引销431的底端***通孔内。采用纵向缓冲止档435设置在通孔内，分别位于第一牵引销431与横梁之间。纵向缓冲止档435可以采用外层金属和内层橡胶硫化而成的结构，通过螺纹紧固件固定至横梁上，也可以固定至第一牵引销431的侧壁，用于对第一牵引销与横梁之间的刚性作用力进行缓冲。
另一种实现方式：横梁的数量可以为两个，并排连接在两个侧梁之间。第一牵引销431的底端***两个横梁之间，并在第一牵引销431与对应侧横梁之间设置纵向缓冲止档。
进一步的，在牵引装置与构架之间还设置有横向缓冲止档437，用于对牵引装置与构架之间的横向力进行缓冲，还能够限制车体与构架之间的横向位移过大。具体的，将横向缓冲止档437通过螺纹机紧固件固定至第二牵引销432中的第二铰接部4321的外侧面。两个第二铰接部4321的外侧面均设置有横向缓冲止档437。在车辆直行过程中，横向缓冲止档437与构架之间预留一定间隙，在车辆通过曲线时，一侧的横向缓冲止档437与构架接触，以避免车体与构架之间产生较大的横向位移。
图10为本申请实施例提供的转向架的横向断面视图。如图7、8、10所示，在上述技术方案的基础上，转向架还可以包括横向减振器471，连接于构架和 牵引装置之间，用于对牵引装置和构架之间的横向力进行缓冲。
本实施例提供一种实现方式：采用横向减振器安装座436，连接至第一牵引销431的底端。横向减振器471的一端与横向减振器安装座436相连，另一端与构架41相连。
具体的，横向减振器安装座436包括：减振器安装座顶板和减振器安装座侧板。其中，减振器安装座顶板沿水平方向延伸，通过四个螺纹紧固件连接至第一牵引销的底面。减振器安装座侧板沿竖向延伸，并排设置于减振器安装座顶板的下表面，两个减振器安装座侧板之间预留可容纳横向减振器端部的空隙；减振器安装座侧板的侧端面与横向减振器通过螺纹紧固件相连。
进一步的，第一牵引销431的底面设有沿横向方向延伸的通槽4314。对应的，减振器安装座顶板的顶面凸出设置有可在通槽内滑动的导向轨4361。通过导向轨4361沿横向***导向轨4361内，再通过螺纹紧固件沿竖向将横向减振器安装座436连接至第一牵引销431。通槽和导向轨的配合用于限制第一牵引销与横向减振器安装座之间沿纵向移动。
上述转向架可以作为拖车转向架，即：非动力转向架。
或者，若在上述转向架上设置驱动装置，该转向架可作为动车转向架，即：动力转向架。驱动装置可以设置在构架上，用于驱动车轮转动。
图11为本申请实施例提供的转向架中轮对与驱动装置的结构示意图，图12为本申请实施例提供的转向架中轮对与驱动装置的俯视图，图13为本申请实施例提供的转向架中齿轮箱与驱动电机的结构示意图，图14为本申请实施例提供的转向架中齿轮箱与驱动电机相连的剖视图。
本实施例提供一种实现方式：如图11至图14所示，驱动装置包括：驱动电机461和齿轮箱462。其中，齿轮箱461包括：箱体及设置于箱体内的主动齿轮和从动齿轮。主动齿轮为小齿轮，从动齿轮为大齿轮，从动齿轮与主动齿轮啮合。主动齿轮可通过联轴器与驱动电机的输出端相连，从动齿轮与车轴过盈配合，通过驱动电机驱动主动齿轮转动，进而通过从动齿轮带动车轴转动。
齿轮箱462的箱体连接至构架41。驱动电机461的壳体与齿轮箱462的箱体相连，驱动电机461的壳体还连接至构架41。
具体的，驱动电机461的轴向端部向内凹陷形成凹陷结构，齿轮箱462朝向驱动电机的侧面分别向外倾斜延伸出齿轮箱连接臂4621，齿轮箱连接臂4621通过橡胶节点与驱动电机461的壳体相连，各齿轮箱连接臂4621围成凹陷结构。驱动电机461形成的凹陷结构和齿轮箱462形成的凹陷结构围成一个容纳空间，联轴器463设置于容纳空间内。联轴器463可以为挠性联轴器，例如：鼓型齿式联轴器，将齿轮箱轴头与电机轴头连接在一起，实现扭矩传递。采用鼓型齿式联轴器，具有较高的承载能力及较大的许用角位移，具有较高的扭矩传递能力。
齿轮箱连接臂4621的数量为至少三个，其中两个齿轮箱连接臂4621分别向上延伸至驱动电机461竖向中心面的两侧，竖向中心面为经过驱动电机461的轴线且沿竖向延伸的平面；至少一个连接臂向下延伸至低于驱动电机461的水平中心面，水平中心面为经过驱动电机461的轴线且沿水平方向延伸的平面。
一种实现方式：齿轮箱连接臂4621的数量为四个，两个齿轮箱连接臂4621位于齿轮箱462的上部，分别向上延伸；另外两个齿轮箱连接臂4621位于齿轮箱462的下部，分别向下延伸。四个齿轮箱连接臂4621相对于驱动电机的竖向中心面呈轴对称布置，四个齿轮箱连接臂4621相对于驱动电机的水平中心面呈轴对称布置。图15为图14中A区域的放大视图。如图13和图15所示，齿轮箱连接臂4621通过橡胶节点与驱动电机的壳体相连，橡胶节点内设置有橡胶衬套466，采用连接螺杆467分别穿过驱动电机壳体上的安装孔和齿轮箱连接臂4621端部的安装孔与螺母连接，在连接螺杆467与连接臂的安装孔之间套设有橡胶衬套466，橡胶衬套466可以对电机与齿轮箱之间的位置偏差进行一定的缓解，在一定程度上减小了联轴器的变位压力。
采用齿轮箱连接杆464实现齿轮箱462与构架41相连。具体的，齿轮箱连接杆464的底端通过弹性节点与齿轮箱462的壳体相连，顶端通过弹性节点 与构架41相连。齿轮箱连接杆464与齿轮箱462的壳体之间可转动一定角度。
图16为图14中B区域的放大视图。如图13和图16所示，驱动电机461的壳体中背离车轴421的侧面通过电机缓冲节点465与构架41相连。电机缓冲节点465包括：电机安装座4651、两个橡胶套4652。其中，电机安装座4651固定至驱动电机的壳体上。两个橡胶套4652上下对称布置，二者之间留有一定间隙。构架41上设置有电机安装部411，两个橡胶套4652夹设于电机安装部411的上下两侧。采用连接螺杆467依次穿过橡胶套、电机安装部和电机安装座上设置的通孔后与螺母连接固定。
采用上述电机缓冲节点465的连接方式，与构架实现弹性架悬，当构架发生沉浮运动时，电机缓冲节点465可吸收部分变形，从而减小电机位移。
进一步的，如图13所示，采用电机止挡468固定于构架41上，电机止挡468位于电机缓冲节点465的下方，防止驱动电机故障掉落。电机止挡468可采用L形结构或U形结构，电机缓冲节点465位于其内部。
由于驱动电机461与构架41连接，因此驱动电机461与构架41同时沉浮，而齿轮箱462同车轴421连接，同时绕齿轮箱连接杆4***，从而驱动电机461和齿轮箱462之间形成了位移偏差。本实施例中，齿轮箱连接臂4621的数量为四个，四个齿轮箱连接臂4621通过橡胶节点与驱动电机461的外壳实现半刚性连接，橡胶节点能够吸收一部分电机与齿轮箱之间的位移偏差，因此对联轴器的变位能力需求减小，从而可缩小联轴器的轮廓尺寸，以适应轴箱内置转向架的紧凑空间限制。
图17为本申请实施例提供的另一转向架的俯视图。如图17所示，在上述技术方案的基础上，还可以采用速度检测装置用于对车轴的转速进行检测。具体的，速度检测装置包括：速度检测组件和速度传感器。其中，速度检测组件固定设置于车轴421的端部，与车轴421同步转动。速度传感器设置于轴箱423的内壁，用于与速度检测组件配合测量车辆行驶速度。
图18为本申请实施例提供的转向架在轴端设置速度检测装置的剖视图， 图19为本申请实施例提供的转向架的轴端示意图。如图18和图19所示，速度检测组件包括轴端适配器481、感应齿轮482和车轴端盖485。其中，车轴端盖485通过轴端铰接杆484连接至构架41。
轴端适配器481沿轴向的一端通过螺纹紧固件连接至车轴421的端面，与车轴421同步转动。感应齿轮482通过螺纹紧固件连接至轴端适配器481沿轴向的另一端，感应齿轮482与车轴421同步转动。感应齿轮482与车轴端盖485之间通过轴承相连，以使车轴421、轴端适配器482和感应齿轮482相对于轴箱转动。车轴端盖485呈U形结构，将感应齿轮和轴承包覆在内部进行保护。
速度传感器483设置于轴箱盖4231的内侧，其检测端朝向感应齿轮482。速度传感器483为脉冲信号发生器，产生的频率正比于运行速度的电脉冲信号。车轴每转动一圈产生N(感应齿轮的齿数)个脉冲信号。速度传感器483的端部与感应齿轮482的齿顶保持1mm左右的间距。当感应齿轮482转动时，齿顶和齿谷交替通过传感器切割磁力线，速度传感器483感应输出相应的脉冲信号，检测车辆运行速度。
如图19所示，速度传感器483从外侧***轴箱盖内。轴箱盖还通过轴端铰接杆484连接至构架41。
在上述技术方案的基础上，横梁的长度大于两个侧梁之间的距离，横梁延伸至侧梁外侧的部分设有二系连接结构，用于与二系悬挂装置45相连。二系悬挂装置45的数量为四个，两个二系悬挂装置45为一组设置于横梁的一端；位于横梁同一端的两个二系悬挂装置45沿纵向方向间隔布设。二系悬挂装置45可以为空气弹簧。
本实施例还提供一种轨道车辆，包括：上述任一方案所提供的转向架及车厢。本实施例所提供的轨道车辆具有与上述转向架相同的技术效果。
基于上述转向架，本实施例还提供一种与转向架相适配的车厢底架结构。
该底架可以采用铝合金制成，也可以采用钢材料制成，在本实施例中采用铝合金材料，在确保强度的基础上进行轻量化设计。
图20为本申请实施例提供的底架结构示意图，图21为图20的局部放大图，具体而言，图21是本申请实施例的二端位底架、底架过渡梁以及部分中部底架的放大图。在本实施例中，将车长方向称为纵向，车宽方向称为横向，车高方向称为竖直方向、竖向或垂向。并且，为了可以直观清晰地对底架结构进行说明，所有附图中图示的底架均为翻转状态，即其实际的底面向上。
本申请实施例提供的底架24包括：二位端底架和中部底架244。其中，二位端底架包括底架牵引梁241，底架牵引梁241是采用整块材料一体成型的单一构件。中部底架244通过底架牵引梁241与二位端底架相连接。
本申请实施例提供的技术方案，底架牵引梁241不再采用四个组件组焊而成，而是采用整块材料一体成型，制作材料可以采用铝合金，也可以采用钢材料或任何一种适用材料，制作方式可以采用轧制、冲制、铸造、3D打印等任何一种方式，这些制造方式不需要焊接，没有焊接工作量，也不需要焊接工装。一体成型的底架牵引梁上不存在焊缝，其高应力区不存在薄弱点，可以承受较大的牵引力，经试验，底架牵引梁所能承受的许用应力可以由原本的115MPa大幅度提高至215MPa。
图22为底架过渡梁与底架牵引梁纵剖图(底面向上)。进一步的，在一些实施例中，如图22所示，底架24还包括底架过渡梁245，底架过渡梁245的其中一端与中部底架244相连接，底架过渡梁245的另一端与底架牵引梁241相连接。其中一个实施例中，底架24的主体结构为阶梯状，中部底架244的位置较低，两端底架位置较高(附图中显示的为底架24翻转状态，所以在附图中中部底架244较高)，底部过渡梁245可以在二端位底架和中部底架244之间存在的阶梯状交界处过渡，连接二端位底架及中部底架。底架过渡梁245起到衔接中部底架244和底架牵引梁241的作用，曲面或斜面的结构可以避免应力过渡集中，底架过渡梁245本身还能起到类似加强筋或加强肋的加固作用。
图23为图22的C区域的放大图，图24为二位端底架结构示意图(底面向上)。在上述技术方案的基础上，本申请实施例提供一种底架过渡梁245的 具体实现方式，其包括过渡梁上盖板2451、过渡梁下盖板2452及过渡梁立板2453，其中过渡梁立板2453为平板状结构并且不少于一个，沿纵向方向延伸，至少两个过渡梁立板平行排列，过渡梁上盖板2451和过渡梁下盖板2452的侧边与过渡梁立板2453的板面相连接。
具体而言，本申请实施例采用了三个过渡梁立板2453，过渡梁上盖板2451和过渡梁下盖板2452各有两个，三个平行等距设置的过渡梁立板2453的中间分成两个空间，每个空间内有一个过渡梁上盖板2451和一个过渡梁下盖板2452。
多个平行设置的过渡梁立板2453可以分别承受经由底架牵引梁241传递来的拉伸力或压缩力，将底架过渡梁245与底架牵引梁241连接处的应力分散，避免因应力过于集中而造成连接处快速疲劳损坏。
进一步的，过渡梁上盖板2451、过渡梁上盖板2452和过渡梁立板2453之间采用组焊方式连接。
对于底架过渡梁245和底架牵引梁的连接，本具体实施例提供一种连接方式，过渡梁上盖板2451和过渡梁下盖板2452与底架牵引梁241相连接的一端分别呈弧形向上弯曲，底架牵引梁241与底架过渡梁245相连接的一端分成两个均呈弧形向下弯曲的连接部，两个连接部分别与过渡梁上盖板2451和过渡梁下盖板2452对接。底架牵引梁241与底架过渡梁245连接部分形成一个鱼腹状的中空结构，鱼腹状的曲面形状使得连接处过渡平稳，没有易造成高应力集中的尖锐角度，中空结构为轻量化设计，在保证强度的基础上减轻底架重量。进一步的，底架过渡梁245与所述底架牵引梁241采用水平交错焊缝连接。
现有技术中，底架牵引梁上都设有车钩安装座，也就是说，是通过车钩与中间底架相连接的，通过车钩连接，稳定性差，且应力集中在车钩及车钩安装座处，属于点状受力点，应力集中度高，是底架整体结构的薄弱处，易造成疲劳损坏，强度难以提高。本实施例中，采用底架过渡梁245将底架牵引梁241与中部底架244固定连接，又采用了多过渡梁立板2453以及相接处水平交错 焊缝连接的方式，使得底架牵引梁上传递来的应力较为分散，进一步提高了底架承受载荷的能力。
在实施例中，底架牵引梁241未与所述底架过渡梁相连接的一端设有转向架安装板2411。在实际应用中，单层动车组头车车体需同时满足传统转向架和铰接转向架的接口要求，因此，本实施例提供了可以安装传统转向架，也可以安装铰接转向架。值得注意的是，转向架安装板2411是底架牵引梁241整体构件的一部分，不是单独的组件。
对于二位端底架，本具体实施例提供一种具体的实现方式，如图24所示，二位端底架还包括底架端梁242及底架边梁243，其中底架牵引梁243的结构以底架纵向中心线为轴对称，底架端梁242以底架纵向中心线为轴对称设置在底架牵引梁243的两侧，底架边梁243以底架纵向中心线为轴对称设置在底架端梁242两侧。
图25为图24的横截面结构示意图。进一步的，如图25所示，底架端梁242水平布置，底架边梁243竖直布置。
图26为图25的D区域的放大图。进一步的，如图26所示，底架牵引梁242与底架端梁242对接处开设三角形焊缝，通过焊接的方式固定连接；底架端梁242与底架边梁243采用组焊的方式固定连接。
在本申请的描述中，需要理解的是，术语“前”、“后”、“首”、“尾”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本申请的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本申请中，除非另有明确的规定和限定，术语“安装”、“连接”等术语应做广义理解；以连接为例，可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
尽管已描述了本申请一些可选的实施例，但本领域内的技术人员一旦得知了基本创造性概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括一些可选的实施例以及落入本申请范围的所有变更和修改。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的精神和范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (19)

  1. 一种转向架，其特征在于，包括：
    构架；所述构架包括：沿纵向延伸的两个侧梁及设置于两个侧梁之间的横梁；
    轮对，设置于所述侧梁两端的下方；所述轮对包括：车轴、对称设置于车轴上的车轮及轴箱；
    牵引装置；所述牵引装置包括：转动连接的第一牵引销和第二牵引销，第一牵引销与横梁配合传递纵向力；第一牵引销和第二牵引销分别用于与相邻的两节车厢相连；
    一系悬挂装置，设置于侧梁的端部与轴箱之间；
    二系悬挂装置，设置于所述构架上。
  2. 根据权利要求1所述的转向架，其特征在于，还包括：
    驱动装置，连接于构架上，用于驱动车轴转动。
  3. 根据权利要求1或2所述的转向架，其特征在于，所述牵引装置还包括：弹性连接销；所述弹性连接销转动连接于第一牵引销和第二牵引销之间，使第一牵引销和第二牵引销能够在车长和车宽所成的平面内转动，也能在车宽和车高所成的平面内转动，还能在车长和车高所成的平面内转动。
  4. 根据权利要求3所述的转向架，其特征在于，所述弹性连接销包括：
    刚性的中心轴，与第二牵引销相连；
    刚性的环形外套，与第一牵引销相连；
    弹性中间套，设置于中心轴与环形外套之间。
  5. 根据权利要求4所述的转向架，其特征在于，所述第一牵引销的上部的一侧设有第一铰接部，第一铰接部开设第一铰接孔，所述环形外套固定于所述第一铰接孔内；第一牵引销的上部的另一侧设有用于与车厢相连的第一车体连接座；第一牵引销的底端与所述横梁配合传递纵向力；
    第二牵引销的一侧设有用于与车厢相连的第二车体连接座，另一侧设有两 个第二铰接部，第二铰接部开设第二铰接孔；第一铰接部可插设于两个第二铰接部之间，所述中心轴的两端穿设于第二铰接孔并固定至第二铰接部。
  6. 根据权利要求5所述的转向架，其特征在于，所述牵引装置还包括：铰接盖，连接至第二铰接部的外侧面且与第二铰接孔对正；所述铰接盖的内侧表面设有连接键；所述中心轴的端面设有用于容纳连接键的键槽。
  7. 根据权利要求5所述的转向架，其特征在于，所述横梁的中部设有上下贯通的通孔，所述第一牵引销的底端***所述通孔内；
    所述牵引装置还包括：纵向缓冲止档，位于所述通孔内，分别设置于第一牵引销与横梁之间。
  8. 根据权利要求5所述的转向架，其特征在于，还包括：
    横向减振器安装座，连接至第一牵引销的底端；所述横向减振器安装座还与横向减振器相连。
  9. 根据权利要求8所述的转向架，其特征在于，所述横向减振器安装座包括：
    减振器安装座顶板，通过螺纹紧固件连接至第一牵引销的底面；
    减振器安装座侧板，并排设置于减振器安装座顶板的下表面；两个减振器安装座侧板之间预留可容纳横向减振器端部的空隙；减振器安装座侧板的侧端面与横向减振器通过螺纹紧固件相连。
  10. 根据权利要求9所述的转向架，其特征在于，第一牵引销的底面设有沿横向方向延伸的通槽；减振器安装座顶板的顶面凸出设置有可在通槽内滑动的导向轨。
  11. 根据权利要求2所述的转向架，其特征在于，所述驱动装置包括：
    齿轮箱；所述齿轮箱的箱体连接至构架；齿轮箱内的从动齿轮与车轴固定连接；
    驱动电机；所述驱动电机的壳体与齿轮箱的箱体相连，驱动电机的输出轴与齿轮箱内的主动齿轮通过联轴器相连；驱动电机的壳体还连接至构架。
  12. 根据权利要求11所述的转向架，其特征在于，所述驱动电机的轴向端部向内凹陷形成凹陷结构；所述齿轮箱朝向驱动电机的侧面分别向外倾斜延伸出连接臂，所述连接臂通过橡胶节点与驱动电机的壳体相连；各连接臂围成凹陷结构；
    所述驱动电机形成的凹陷结构和齿轮箱形成的凹陷结构围成一个容纳空间，所述联轴器设置于所述容纳空间内。
  13. 根据权利要求12所述的转向架，其特征在于，所述连接臂的数量为至少三个，其中两个连接臂分别向上延伸至驱动电机竖向中心面的两侧，所述竖向中心面为经过驱动电机的轴线且沿竖向延伸的平面；至少一个连接臂向下延伸至低于驱动电机的水平中心面，所述水平中心面为经过驱动电机的轴线且沿水平方向延伸的平面。
  14. 根据权利要求11所述的转向架，其特征在于，还包括：
    齿轮箱连接杆；所述齿轮箱连接杆的底端通过弹性节点与齿轮箱的壳体相连，顶端通过弹性节点与构架相连。
  15. 根据权利要求11所述的转向架，其特征在于，所述驱动电机的壳体中背离车轴的侧面通过缓冲节点与构架相连。
  16. 根据权利要求1所述的转向架，其特征在于，所述横梁的长度大于两个侧梁之间的距离；所述横梁延伸至侧梁外侧的部分设有二系连接结构，用于与二系悬挂装置相连。
  17. 根据权利要求16所述的转向架，其特征在于，二系悬挂装置的数量为四个，两个二系悬挂装置为一组设置于横梁的一端；位于横梁同一端的两个二系悬挂装置沿纵向方向间隔布设。
  18. 一种轨道车辆，其特征在于，包括：如权利要求1-17任一项所述的转向架及车厢。
  19. 根据权利要求18所述的轨道车辆，其特征在于，所述轨道车辆包括至少两节车厢，所述转向架连接于相邻两节车厢之间。
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