Anti-side-rolling device with flexible rigidity, rail transit vehicle and calculation method for variable anti-side-rolling rigidity

Abstract

The invention discloses an anti-side-rolling device with flexible rigidity, a rail transit vehicle and a calculation method for variable anti-side-rolling rigidity. A torsion bar is connected with an inner hole of a bearing seat through an elastic bush, and the two ends of the torsion bar are connected with a tension and compression bar through rocker arms. The elastic bush comprises a framework inner ring, a framework shell and a plurality of layers of rubber with gaps and notches, and the hardness of the inner layer of rubber is higher than that of the outer layer of rubber. The elastic bushing in the bearing seat of the anti-side-rolling device is arranged to be of a multi-layer rubber-metal structure, so that the radial rigidity of the elastic bushing is in gradient change, the radial rigidity of the elastic bushing is in a low level during initial deformation, the radial displacement of the elastic bushing is controlled and a deformation space is provided in a manner of increasing rubber gaps or avoiding positions, and the anti-side-rolling effect is improved. The radial displacement of the elastic bushing and the torsional displacement of the torsion bar are combined and converted into the side rolling displacement of the whole set of anti-side-rolling device, and the system rigidity change curve of the flexible rigidity anti-side-rolling device can be accurately predicted and calculated.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle body anti-roll devices, and more specifically, relates to a flexible stiffness anti-roll device, a rail transit vehicle, and a calculation method for variable anti-roll stiffness. Background Art

[0002] The anti-roll device is a key component installed between the car body and the bogie to improve the car body's roll stiffness. It is a device that uses the metal elastic torsion bar to produce torsion deformation when subjected to torque to provide anti-torsion counter torque, and is used to suppress the car body from rolling around the longitudinal axis when the vehicle is turning or in a crosswind. When the vehicle is going up or down a slope or is overloaded, the sinking of the car body relative to the bogie is supported by the two symmetrical springs on both sides, and the two ends of the anti-roll torsion bar are twisted in the same direction. At this time, the torsion bar is not subjected to torsion torque and does not restrict the vertical movement of the car body. At this time, the two springs play a major role. When the vehicle is turning around the longitudinal axis in a small curve or under the action of crosswind, the pressure on the left and right two springs is different, so their compression is not equal. At this time, the tension and compression rods on the left and right sides of the anti-roll move up and down in opposite directions, and are transmitted to the torsion bar through the rocker arm to cause it to twist and deform. The torsion bar produces a torsion counter torque due to elastic deformation, forming an anti-roll torque on the tension and compression rods in the opposite direction of the car body's roll, preventing the car body from rolling further. The secondary spring and anti-roll function work together to prevent the vehicle from rolling. Since the anti-roll function uses a metal elastic torsion bar, its anti-roll stiffness is greater than that of the air spring, which compensates for the anti-roll stiffness of the secondary suspension and ensures smooth and safe operation of the vehicle.

[0003] If the vehicle has a lower anti-roll stiffness when driving on large curves, uphill and downhill slopes or straight sections, and has a higher anti-roll stiffness when driving on small curves and under strong side winds, it can ensure operational safety while improving operational comfort. The stiffness of the existing structural anti-roll devices is relatively high, such as the rocker arm hot-installation structure, spline structure, bending type structure, etc. The anti-roll stiffness of the anti-roll device is positively correlated with the diameter of the torsion bar. After processing and forming, the diameter of the torsion bar does not change, so its anti-roll stiffness remains unchanged. After the installation of this type of anti-roll device, the supporting connection between the car body and the bogie is relatively "hard", which will reduce the vehicle's flexibility coefficient and cause the vehicle's ability to filter high-frequency vibrations to decrease. When driving on large curves, uphill and downhill slopes or straight sections, the car body will experience obvious vibrations and bumps, and the operating comfort is poor. Therefore, the anti-rolling device is required to have different anti-rolling stiffness under different operating conditions. In CN202010923088.X, an anti-rolling device includes a pair of connecting rods, a pair of torsion arms and a pair of elastic connecting parts. The pair of connecting rods are connected to the vehicle body respectively, and three rotation connection points are set on the pair of torsion arms respectively. The rotation connection point A is rotationally connected to the other end of the connecting rod, and the rotation connection point O is rotationally connected to the bogie. The two ends of the elastic connection part are connected between the bogie and the rotation connection point B. The two ends of the elastic connection part and the bogie and the rotation connection point B are all rotationally connected. The angle formed by the three rotation connection points is ∠AOB≠180°, and the anti-rolling stiffness is changed by adjusting the damping of the elastic connection part. This patent is to change the stiffness of the entire anti-rolling device when the vehicle rolls by changing the damping coefficient of the elastic connection part. However, this method of anti-roll requires the addition of two connecting rods, the increase in the size of the rocker arm to make two connecting rod interfaces, and the addition of two additional connecting rod interfaces on the car body. The overall anti-roll structure is more complicated, the cost is higher, and the weight is heavier, which is not in line with the development trend of lightweight, low-carbon and environmentally friendly rail vehicles. At the same time, due to the increase in the size of the rocker arm and the addition of two connecting rods, the installation space for the anti-roll and the avoidance space during movement and rotation are greater, which is contrary to the current development concept of rail vehicle bogies with compact structure and further compressed space. Summary of the invention

[0004] In order to overcome the problems of the existing anti-roll device having a complex structure and requiring a large installation space and avoidance space when changing the stiffness of the vehicle when rolling, the present invention provides an anti-roll device with flexible stiffness, and a rail transit vehicle based on the anti-roll device.

[0005] The present invention also provides a calculation method for variable anti-rolling stiffness including the anti-rolling device.

[0006] The present invention is achieved through the following technical solutions:

[0007] A flexible and rigid anti-roll device comprises a tension and compression rod, a bearing seat, an elastic bushing, a torsion bar and a rocker arm, wherein the torsion bar is connected to the inner hole of the bearing seat through the elastic bushing, and the two ends of the torsion bar are connected to the tension and compression rod through the rocker arm;

[0008] The elastic bushing comprises a skeleton inner ring, a skeleton outer ring and multiple layers of rubber, the multiple layers of rubber are provided with gaps and notches, the multiple layers of rubber comprise an inner layer of rubber and an outer layer of rubber, and the hardness of the inner layer of rubber is higher than that of the outer layer of rubber.

[0009] Furthermore, the gap gap includes a gap gap 1 on the outer rubber layer, the height H of which is not less than the thickness of the outer rubber layer.

[0010] Furthermore, the gap gap also includes a gap gap 2 set in the inner rubber layer, which leaves space for the outer rubber layer to be deformed under pressure, thereby preventing the outer rubber layer from being pressed out of the bushing frame.

[0011] Furthermore, the elastic bushing is provided with two gap gaps 1 and two gap gaps 2, and the gap gaps 1 and the gap gaps 2 are arranged alternately.

[0012] Furthermore, the hardness of the inner rubber layer is 70-90HA, the elongation at break is ≥150%, and the resilience is ≥39%; the hardness of the outer rubber layer is 40-60HA, the elongation at break is ≥180%, and the resilience is ≥45%.

[0013] Furthermore, the skeleton inner ring and skeleton outer ring are made of metal materials, so that they have suitable structural strength.

[0014] A calculation method for the variable anti-rolling stiffness of the anti-rolling device based on the flexible stiffness, wherein the rolling displacement of the flexible stiffness anti-rolling device after being subjected to a load includes two stages:

[0015] The first stage: under low load, that is, when the radial deformation of the elastic bushing is ≤H, the rolling height of the entire anti-roll device is the deformation h of the outer rubber layer of the elastic bushing. 1 + Pure torsion roll height h 2 , the anti-roll stiffness at this stage is calculated as:

[0016]

[0017] Among them, the stiffness of the anti-roll device is K 1 , the rolling length is L, and the radial stiffness when the elastic bushing deformation is ≤H is k 1 , the stiffness of pure rolling against rolling is k 2 ;

[0018] The second stage: under high load, that is, when the radial deformation of the elastic bushing is greater than H, the rolling height of the entire anti-roll device is: the fixed radial displacement of the outer ring of the elastic bushing H + the pure torsional rolling height h 2, the anti-roll stiffness at this stage is calculated as:

[0019]

[0020] Among them, the stiffness of the anti-roll device is K 2 , the vehicle body roll load is F, the roll length is L, and the anti-rolling pure roll stiffness is k 2 .

[0021] Furthermore, under low load, the total anti-roll displacement is:

[0022] h=h 1 +h 2

[0023] Deformation of elastic bushing h 1 for:

[0024]

[0025] Anti-roll pure roll deformation h 2 for:

[0026]

[0027] Among them, the vehicle body rolling load is F.

[0028] Furthermore, under low load, the total rolling angle of the vehicle body is:

[0029]

[0030] The anti-roll stiffness is:

[0031]

[0032] Wherein, M is the vehicle rolling torque; M=F×L, F is the rolling force, usually refers to the vertical load acting on the anti-roll tension and compression rods; L is the vehicle body rolling length, usually refers to the spacing between the anti-roll tension and compression rods.

[0033] A rail transit vehicle comprises the above-mentioned flexible stiffness anti-roll device, wherein the anti-roll device has two connection modes with a frame and a vehicle body: one is that the bearing seat base is connected to the frame, and the other end of the tension and compression rod is connected to the vehicle body; the other is that the bearing seat base is connected to the vehicle body, and the other end of the tension and compression rod is connected to the frame.

[0034] Compared with the prior art, the beneficial effects are:

[0035] The present invention arranges the elastic bushing in the bearing seat of the anti-roll device as a multi-layer rubber-metal structure, so that its radial stiffness presents a gradient change. By utilizing the different hardness and strength of the multi-layer rubber, the radial stiffness of the elastic bushing during initial deformation presents a lower level. The radial displacement of the elastic bushing is controlled and deformation space is provided by increasing rubber gaps or avoiding positions.

[0036] The present invention combines the elastic bushing with a gradient change in radial stiffness and the torsion bar assembly with a specific rolling stiffness, so that the radial displacement of the elastic bushing and the torsional displacement of the torsion bar are combined and converted into the rolling displacement of the entire anti-roll device. Due to the gradient stiffness of the elastic bushing and its parallel connection with the torsional stiffness of the torsion bar, the system stiffness of the entire anti-roll device presents a curve change.

[0037] The stiffness curve of the anti-roll device of the present invention shows the following rule: 1 Under this condition, the system stiffness remains at a low level and close to a constant value, and the load exceeds F 1 After that, the system stiffness increases rapidly, and when the rated load F is reached q After that, the system stiffness can reach the theoretical design value; when the load continues to increase, the system stiffness continues to increase slowly.

[0038] The method of the present invention can accurately predict and calculate the stiffness change curve of the flexible stiffness anti-roll device system by adjusting the radial stiffness and deformation height of the elastic bushing stage, and complete the forward design of the flexible stiffness anti-roll device according to actual needs, which has universal rules and feasibility. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 is a schematic diagram of the structure of the anti-roll device;

[0040] Figure 2 is a schematic diagram of the structure of the anti-roll device;

[0041] Figure 3 yes Figure 2 Schematic diagram of the AA section structure;

[0042] Figure 4 is a schematic diagram of the elastic bushing structure;

[0043] Figure 5 is a schematic diagram of the cross-sectional structure of the elastic bushing;

[0044] Figure 6 It is a schematic diagram of the three-dimensional structure of the elastic bushing;

[0045] Figure 7 It is a schematic diagram of the explosion structure of the elastic bushing;

[0046] Figure 8 is a load-anti-roll stiffness (FK) curve in Example 4;

[0047] Fig. 9 It is a load-anti-roll stiffness (FK) curve in Example 5.

[0048] Among them, 1 is a torsion bar, 2 is an elastic bushing, 3 is a bearing seat, 4 is a rocker arm, 5 is a tension rod, 6 is a metal frame inner ring, 7 is a metal frame outer shell, 8 is an inner layer of rubber, 9 is an outer layer of rubber, 10 is a gap notch one, and 11 is a gap notch two. DETAILED DESCRIPTION

[0049] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0050] It should be noted that if there are directional indications (such as up, down, left, right, front, and back) in the embodiments of the present invention, the directional indications are only used to explain the relative positional relationship, movement, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indications will also change accordingly. If there are descriptions of "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features.

[0051] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "provided with", "connected", etc. should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0052] Example 1

[0053] The present embodiment provides an anti-roll device with flexible stiffness, including a tension and compression rod 5, a bearing seat 3, an elastic bushing 2, a torsion bar 1 and a rocker arm 4. The torsion bar 1 is installed on the frame through the bearing seat 3, and an elastic bushing 2 is provided between the bearing seat 3 and the torsion bar 1. Both ends of the torsion bar 1 are connected to the tension and compression rod 5 through the rocker arm 4.

[0054] The elastic bushing 2 includes a metal skeleton inner ring 6, a metal skeleton outer shell 7 and multiple layers of rubber. The multiple layers of rubber are provided with gaps. The multiple layers of rubber include an inner layer of rubber 8 and an outer layer of rubber 9. The hardness of the inner layer of rubber 8 is higher than that of the outer layer of rubber 9.

[0055] Example 2

[0056] This embodiment provides a flexible and rigid anti-roll device, such as Figure 1 -~3, including tension and compression rods 5, bearing seats 3, elastic bushings 2, torsion bars 1 and rocker arms 4. The torsion bars 1 are mounted on the frame through the bearing seats 3, and elastic bushings 2 are provided between the bearing seats 3 and the torsion bars 1. Both ends of the torsion bars 1 are connected to the tension and compression rods 5 through rocker arms 4.

[0057] like Figures 4 to 7 The elastic bushing 2 includes a metal skeleton inner ring 6, a metal skeleton outer shell 7, and a rubber layer located between the metal skeleton inner ring 6 and the metal skeleton outer shell 7. The rubber layer includes an inner rubber layer 8 and an outer rubber layer 9. The metal skeleton inner ring 6 and the inner rubber layer 8, the inner rubber layer 8 and the outer rubber layer 9, and the outer rubber layer 9 and the metal skeleton outer shell 7 are fixed by vulcanization. The hardness of the inner rubber layer 8 is higher than that of the outer rubber layer 9. Specifically, the hardness of the inner rubber layer 8 is 70-90HA, the elongation at break is ≥150%, and the resilience is ≥39%. The hardness of the outer rubber layer 9 is 40-60HA, the elongation at break is ≥180%, and the resilience is ≥45%.

[0058] A gap notch 10 with a height of H is provided at 90° and 270° of the inner rubber layer 8 and the outer rubber layer 9 to correct the rubber deformation on one side of the rubber after being squeezed. A gap notch 11 is provided at 180° and 360° of the inner rubber layer 8 to allow a deformation height to exist between the inner ring and the outer ring skeleton to prevent the inner ring rubber from participating in the early deformation.

[0059] The outer rubber 9 of the elastic bushing 2 in this embodiment has low hardness, the inner rubber 8 has high hardness, and a gap with a height of H is set in the radial direction of the rubber; after the elastic bushing 2 is subjected to the radial load transmitted by the torsion bar 1, in the initial stage of deformation (deformation height ≤ H), only the outer rubber participates in the deformation, and the entire torsion bar 1 and the rubber inner layer move radially as a whole in the metal frame. The deformation of the elastic bushing 2 will greatly affect the torsional deformation of the anti-roll, and the anti-roll stiffness is low at this time; when the radial load is loaded to a certain amount (small radius turning or large side wind and other vehicle conditions) so that the radial deformation of the elastic bushing 2 is greater than H, the inner rubber 8 of the elastic bushing 2 crosses the gap and begins to contact the metal frame shell 7. Since the hardness of the inner rubber is extremely large, it only provides a buffering effect. At this time, the radial stiffness of the elastic bushing 2 increases rapidly, and the torsion bar 1 cannot overcome the displacement required for the vehicle body to roll through the deformation of the rubber. At this time, the high-strength torsion bar 1 participates in the torsional deformation to provide anti-roll torque, and the anti-roll immediately returns to a high roll stiffness to ensure the safety of vehicle operation.

[0060] Example 3

[0061] This embodiment provides a calculation method for variable anti-rolling stiffness based on the flexible stiffness anti-rolling device described in Embodiment 2.

[0062] The rolling displacement of the flexible stiffness anti-roll after being loaded includes two stages:

[0063] The first stage: under low load, that is, when the radial deformation of the elastic bushing 2 is ≤H, the rolling height of the entire anti-roll device is the deformation h of the outer rubber 9 of the elastic bushing 2. 1 + Pure torsion roll height h 2 Assuming the vehicle body rolling load is F, the radial stiffness of the elastic bushing 2 when the deformation is ≤H is k 1 , the stiffness of pure rolling against rolling is k 2 , the rolling length is L, the system stiffness is K 1 , calculate the total roll height of the above stages respectively:

[0064] When deformation ≤ H:

[0065] Deformation of elastic bushing 2 (anti-roll has 2 elastic bushings 2):

[0066]

[0067] Anti-roll pure roll deformation:

[0068]

[0069] Total anti-roll displacement:

[0070] h=h 1 +h 2

[0071] Total vehicle roll angle:

[0072]

[0073] The anti-roll stiffness at this time is:

[0074]

[0075] Substituting M = F × L into the formula for the anti-roll stiffness at this stage is:

[0076]

[0077] As above, due to k 1 , k 2 is a constant value, which is related to the elastic bushing 2, L is a fixed value, that is, the anti-roll interface size, at this time the stiffness K 1 is also a constant, so we can control k 1 , k 2 The value of the anti-roll stiffness K in this stage is determined by 1 Control, h 1 is the set value, K 1 The purpose of the above formula is to adjust h 1 \k 1 Make K 1 To meet the requirements, this adjustment process is equivalent to selection.

[0078] The second stage: under high load, that is, when the radial deformation of the elastic bushing 2 is greater than H, the rolling height of the entire anti-rolling device is: the fixed radial displacement of the outer ring of the elastic bushing 2 H + the pure torsional rolling height h 2 Assuming the vehicle body rolling load is F, the radial stiffness of the elastic bushing 2 when the deformation is ≤H is k 1 , the stiffness of pure rolling against rolling is k 2 , the rolling length is L, the system stiffness is K 2 , the anti-roll stiffness at this stage is calculated as:

[0079]

[0080] The deformation H of the elastic bushing 2 under low stiffness is set to be small. As F increases, the influence of H on the roll displacement of the vehicle body gradually decreases, and the anti-roll stiffness gradually increases and tends to be stable.

[0081] Example 4

[0082] This embodiment provides an example of the relationship between the flexural rigidity and the anti-rolling rigidity K and the load F, wherein the gap H of the gap 10 is 3.5 mm, and the pure torsion rolling height h 2Taking a conventional B-type subway bogie anti-roll device as an example, the relationship between the system stiffness K of the flexible stiffness anti-roll and the load F is calculated.

[0083] The vehicle parameters are as follows:

[0084] Item symbol Numeric unit Rated working load <![CDATA[F q ]]> ±26 kN Ultimate working load <![CDATA[F max ]]> ±35 kN Roll length L 2.45 m Anti-roll stiffness <![CDATA[K 1 ]]> 2.50 MN.m / rad

[0085] The key parameters that make the flex stiffness anti-roll are as follows:

[0086]

[0087] Load F onto the anti-roll tension and compression rod 5, and gradually increase the load F, and calculate the rolling displacement and corresponding rolling stiffness at this time.

[0088] The results are as follows Figure 8 As shown, in the first stage, when the load is relatively low (0-1.75 kN), the main rolling displacement is provided by the elastic bushing 2, and the anti-roll stiffness is relatively low and is almost a constant value of 0.936 MN*m / rad (high flexibility coefficient).

[0089] In the second stage, when the load is greater than 1.75 kN, the anti-roll stiffness increases rapidly, and as the load increases, the torsional deformation influence gradually increases. When F = 8.5 kN, the anti-roll stiffness increases to 2.0 MN*m / rad. When F = F q =26kN, anti-roll stiffness K = 2.5MN*m / rad (reaching the target system stiffness); when F = F max When =35kN, the anti-roll stiffness K=2.57MN*m / rad (the greater the load, the greater the system stiffness and the safer the operation).

[0090] Therefore, the flexible stiffness anti-roll device described in the present invention has a lower anti-roll stiffness under low load, at which time the flexibility coefficient of the vehicle body is higher and the running comfort is high; the flexible stiffness anti-roll device has a higher anti-roll stiffness under high rolling load, at which time the vehicle body has good anti-roll ability, and the operation is stable and safe.

[0091] Example 5

[0092] This embodiment provides an example of the effect of the initial stiffness and deformation length of the elastic bushing 2 on the stiffness. The anti-rolling parameters are as follows:

[0093] Item symbol Numeric unit Rated working load <![CDATA[F q ]]> ±26 kN Ultimate working load <![CDATA[F max ]]> ±35 kN Roll length L 2.45 m Pure roll stiffness <![CDATA[K 1 ]]> 2.50 MN.m / rad

[0094] Set multiple groups of different initial radial stiffness and limited radial displacement of the elastic bushing 2 as follows:

[0095]

[0096] Load F onto the anti-roll tension and compression rod 5, and gradually increase the load F, calculate the rolling displacement and the corresponding rolling stiffness at this time, and obtain the relationship curve between the flexible stiffness anti-roll system stiffness K and the load F, as shown in Fig. 9 As shown:

[0097] For vehicles of Group 1 and Group 2, the main rolling displacement comes from the radial deformation h of the elastic bushing 2 at low loads. 1 At this time, the anti-roll system stiffness is related to the initial radial stiffness of the elastic bushing 2, so there is an obvious difference in the initial system stiffness; when the load exceeds 1.75kN, the rolling displacement of the elastic bushing 2 is fixed at 7mm, and the FK curves of the two groups coincide.

[0098] When the load is low, the vehicles of Group 1 and Group 3 have the same initial radial stiffness of the elastic bushing 2, so the system stiffness is the same and is approximately close to a fixed value of 0.94MN*m / rad; the low radial stiffness height of Group 1 is 3.5mm, so its system stiffness begins to increase rapidly after a load of 1.75kN; the low radial stiffness height of Group 3 is 7mm, so the stiffness begins to increase rapidly after 3.5kN.

[0099] It can be concluded that the radial stiffness of the elastic bushing 2 in the first stage determines the system stiffness in the first stage, and the deformation height in the first stage determines the load range in the first stage; when the load is large, the radial stiffness of the elastic bushing 2 is approximately in parallel with the torsional stiffness of the torsion bar.

[0100] Example 6

[0101] This embodiment provides a rail transit vehicle, including the flexible stiffness anti-roll device described in embodiment 1 or embodiment 2, the anti-roll device includes a tension and compression rod 5, a bearing seat 3, an elastic bushing 2, a torsion bar 1 and a rocker arm 4, the torsion bar 1 is connected to the inner hole of the bearing seat 3 through the elastic bushing 2, and the two ends of the torsion bar 1 are connected to the tension and compression rod 5 through the rocker arm 4. There are two ways to connect the anti-roll device to the frame and the car body: one is that the base of the bearing seat 3 is connected to the frame, and the other end of the tension and compression rod 5 is connected to the car body; the other is that the base of the bearing seat 3 is connected to the car body, and the other end of the tension and compression rod 5 is connected to the frame.

[0102] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the embodiments here. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A flexible and rigid anti-roll device, characterized in that: It includes a tension and compression rod, a bearing seat, an elastic bushing, a torsion rod and a rocker arm. The torsion rod is connected to the inner hole of the bearing seat through the elastic bushing, and both ends of the torsion rod are connected to the tension and compression rod through the rocker arm; the elastic bushing includes a skeleton inner ring, a skeleton outer shell and multi-layer rubber, and the multi-layer rubber is provided with gaps and notches. The multi-layer rubber includes an inner layer rubber and an outer layer rubber, and the hardness of the inner layer rubber is higher than that of the outer layer rubber.

2. The flexible and rigid anti-roll device according to claim 1, characterized in that: The gap gap includes a gap gap 1 on the outer rubber layer, the height H of which is not less than the thickness of the outer rubber layer.

3. The flexible and rigid anti-roll device according to claim 1, characterized in that: The gap gap also includes a gap gap 2 set in the inner layer rubber.

4. The flexible and rigid anti-roll device according to claim 1, characterized in that: The elastic bushing is provided with two gap gaps 1 and two gap gaps 2, and the gap gaps 1 and the gap gaps 2 are arranged alternately.

5. The elastic bushing according to claim 1, characterized in that: The hardness of the inner rubber layer is 70-90HA, the elongation at break is ≥150%, and the resilience is ≥39%. The hardness of the outer rubber layer is 40-60HA, the elongation at break is ≥180%, and the resilience is ≥45%.

6. The elastic bushing according to claim 1, characterized in that: The skeleton inner ring and the skeleton outer ring are made of metal materials.

7. A method for calculating the variable anti-rolling stiffness of an anti-rolling device based on the flexible stiffness of any one of claims 1 to 6, characterized in that: The rolling displacement of the flexible stiffness anti-roll after being loaded includes two stages: The first stage: under low load, that is, when the radial deformation of the elastic bushing is ≤H, the rolling height of the entire anti-roll device is the deformation of the outer rubber layer of the elastic bushing h1 + the pure torsion rolling height h2. The anti-roll stiffness in this stage is calculated as: Among them, the stiffness of the anti-roll device is K1, the rolling length is L, the radial stiffness when the elastic bushing deformation is ≤H is k1, and the stiffness of the anti-roll pure rolling is k2; The second stage: under high load, that is, when the radial deformation of the elastic bushing is greater than H, the rolling height of the entire anti-roll device is: the fixed radial displacement of the outer ring of the elastic bushing H + the pure torsion rolling height h2. The anti-roll stiffness in this stage is calculated as: Among them, the stiffness of the anti-roll device is K2, the vehicle body roll load is F, the roll length is L, and the stiffness of the anti-roll pure roll is k2.

8. The method for calculating variable anti-roll stiffness according to claim 7, characterized in that: Under low load, the total anti-roll displacement is: h=h1+h2 The deformation h1 of the elastic bushing is: The anti-roll pure rolling deformation h2 is: Among them, the vehicle body rolling load is F.

9. The method for calculating variable anti-roll stiffness according to claim 7, characterized in that: Under low load, the total rolling angle of the vehicle body is: The anti-roll stiffness is: Among them, M is the vehicle rolling torque; M=F×L, F is the magnitude of the rolling force; L is the rolling length of the vehicle body.

10. A rail transit vehicle, characterized in that: An anti-roll device comprising the flexible stiffness as claimed in any one of claims 1 to 6.

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