CN111605577A

CN111605577A - Non-power single-shaft bogie and rail engineering vehicle

Info

Publication number: CN111605577A
Application number: CN202010514135.5A
Authority: CN
Inventors: 姜永辉; 于欢; 罗立红; 刘烨
Original assignee: CRCC High Tech Equipment Corp Ltd
Current assignee: CRCC High Tech Equipment Corp Ltd
Priority date: 2020-06-08
Filing date: 2020-06-08
Publication date: 2020-09-01

Abstract

The embodiment of the application provides a non-power single-axle bogie and a rail engineering vehicle, relates to railway road maintenance mechanical equipment, and is used for overcoming the problems that in the related art, a two-axle or three-axle bogie causes the space limitation of the layout of all parts at the lower part of a vehicle body and the manufacturing cost of the whole vehicle is high. The non-powered single-axle bogie comprises: a frame; a wheel-set having an axle, wheels mounted to the axle, and an axle housing mounted to the axle; a suspension for mounting the axle housing to the frame; a secondary suspension device for connecting the frame with the vehicle body; the traction device is positioned at the lower side of the framework and is used for connecting the framework with a vehicle body; the balance rod devices are respectively arranged at the front end and the rear end of the framework and are used for connecting the framework with the vehicle body; the foundation brake device is provided with a brake cylinder, a lever assembly and a brake shoe, wherein the brake cylinder drives the brake shoe to press the wheel through the lever assembly.

Description

Non-power single-shaft bogie and rail engineering vehicle

Technical Field

The application relates to railway maintenance mechanical equipment, in particular to a non-power single-shaft bogie and a rail engineering vehicle.

Background

Rail vehicles, such as shunting locomotives and maintenance locomotives, generally comprise: the device comprises a vehicle body, vehicle-mounted equipment and a bogie; the bogie is arranged at the lower part of the vehicle body and is used for supporting the vehicle body and the vehicle-mounted device so that the rail engineering vehicle can move along a rail; the vehicle-mounted equipment is mounted on a vehicle body or a bogie and is used for executing corresponding operation. In the related art, the bogie of the rail engineering vehicle is generally provided with two or three bogies, and the two-axle or three-axle bogie is adopted, so that the space for arranging each part at the lower part of the vehicle body is limited, and the manufacturing cost of the whole vehicle is high.

Disclosure of Invention

The embodiment of the application provides a non-power single-axle bogie and a rail engineering truck, which are used for solving the problems that in the related technology, a two-axle or three-axle bogie causes the space limitation of the layout of all parts at the lower part of a truck body and the manufacturing cost of the whole truck is high.

An embodiment of a first aspect of the present application provides a non-powered single-axle bogie, including:

a frame;

a wheel-set having an axle, wheels mounted to the axle, and an axle housing mounted to the axle;

a suspension for mounting the axle housing to the frame;

a secondary suspension device for connecting the frame with the vehicle body;

the traction device is positioned at the lower side of the framework and is used for connecting the framework with a vehicle body;

the balance rod devices are respectively arranged at the front end and the rear end of the framework and are used for connecting the framework with the vehicle body;

the foundation brake device is provided with a brake cylinder, a lever assembly and a brake shoe, wherein the brake cylinder drives the brake shoe to press the wheel through the lever assembly.

In one possible implementation, the framework includes:

two oppositely disposed side beams;

the two end beams are used for connecting the two side beams and are respectively connected to the end parts of the side beams;

the middle beam is arranged in parallel to the side beams and connected to the two end beams.

In one possible implementation, the axle is located on the lower side of the frame, and the two wheels are located on both sides of the center sill.

In one possible implementation, the primary suspension device includes: a tie spring, a tie rod and a tie vertical damper; the primary spring and the primary vertical shock absorber are arranged side by side; both ends of the primary spring are respectively connected to the side beam of the framework and the axle box; two ends of the vertical shock absorber are respectively hinged to the side beam of the framework and the axle box; the side beam of the framework is provided with a pull rod mounting seat extending downwards, one end of the tie rod is connected to the axle box in a rotating mode, and the other end of the tie rod is connected to the pull rod mounting seat in a rotating mode.

In one possible implementation manner, the secondary suspension devices are respectively arranged on two lateral sides of the framework; the secondary suspension device includes: a secondary spring, a transverse shock absorber and a transverse stop; one end of the secondary spring is connected to the side beam of the framework, and the other end of the secondary spring is used for being connected with a vehicle body; one end of the transverse shock absorber is connected to the framework, and the other end of the transverse shock absorber is connected with a vehicle body; the transverse stopping block is arranged on the framework and used for abutting against the vehicle body when the relative displacement between the framework and the vehicle body is larger than a set value.

In one possible implementation, the secondary suspension device includes two secondary springs arranged side by side.

In one possible implementation, the secondary spring and the primary spring of the primary suspension device are located in the same vertical plane.

In one possible implementation, the transverse dampers of the two secondary suspension devices are arranged symmetrically with respect to the longitudinal center line of the bogie.

In one possible implementation, the transverse stops are provided on the side walls of the intermediate beam of the frame.

In one possible implementation, the traction device includes: a traction rod and a traction rubber joint; mounting holes are respectively formed in the two ends of the traction rod, the traction rubber joints are mounted in the mounting holes, and the traction rod is rotatably connected with the vehicle body and the framework through the traction rubber joints; and the axial directions of the mounting holes at the two ends of the traction rod are vertically arranged.

In one possible implementation, the brake cylinder of the foundation brake device is mounted to a center sill of the frame;

the lever assembly includes: the transmission lever, the moving lever, the fixed lever, the transverse connecting plate and the longitudinal pull rod are arranged on the base;

the transmission lever is connected to a piston rod of the brake cylinder;

the transmission rod extends along the transverse direction, two moving levers are hinged to two ends of the transmission pull rod respectively, a brake shoe support is arranged on each moving lever, the brake shoe support is provided with the brake shoes, and the two brake shoes are located on the first sides of the two wheels respectively;

the transverse connecting plate is connected between the two moving levers, the transverse connecting plate is connected to one end of the longitudinal pull rod, and the other end of the longitudinal pull rod is connected to the other transverse connecting plate; and two ends of the other transverse connecting plate are respectively provided with a fixed lever, and brake shoes arranged on the fixed levers are respectively positioned on the second sides of the two wheels.

In one possible implementation, the stabilizer bar apparatus includes: a torsion bar, a crank arm and a tension and compression bar; the torsion bar extends along the longitudinal direction, and the torsion bar is positioned at the lower side of the framework; the two ends of the torsion bar are respectively hinged with the crank arms, and the crank arms are perpendicular to the torsion bar; the crank arm is rotatably connected with the tension and compression rod, and the tension and compression rod is connected with the vehicle body.

In one possible implementation, one of the primary spring of the primary suspension device and the secondary spring of the secondary suspension device is a steel spring, and the other is a rubber spring.

An embodiment of the second aspect of the present application provides a rail-bound work vehicle, comprising a vehicle body and a non-powered single-axle bogie as described in any one of the preceding claims; the non-power single-shaft bogie is arranged below the vehicle body.

The embodiment of the application provides a non-power unipolar bogie and track machineshop car adopts non-power unipolar bogie, and non-power unipolar bogie's simple structure, the volume is less relatively, does benefit to the reduction and to the occupation in space to do benefit to and provide more overall arrangement space for other parts, and do benefit to and reduce whole car manufacturing cost.

In addition, the non-power single-shaft bogie of the embodiment adopts the all-welded Y-shaped framework structure, so that the whole stability of the bogie is better and the noise is lower; the primary spring, the secondary spring and the vertical shock absorber are adopted to form the suspension system, so that the shock absorption capacity is better compared with that of a traditional two-system steel spring or a suspension system with only one system of spring; the low-position single-pull-rod traction device is adopted, so that the vehicle adhesion utilization rate is favorably improved, the material cost is reduced compared with a central pin type traction device, the steering is flexible, and the smooth passing performance of the ultra-small curve radius of the railway vehicle can be realized; the lever type foundation brake device with the tread on two sides is adopted, and compressed air is used as a power source, so that the environment is not polluted, and the energy is saved and the environment is protected.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

FIG. 1 is a schematic illustration of a non-powered single axle bogie according to an exemplary embodiment;

FIG. 2 is a schematic diagram of the architecture provided in an exemplary embodiment;

FIG. 3 is a schematic diagram of a suspension system according to an exemplary embodiment;

FIG. 4 is a schematic diagram of a secondary suspension provided in an exemplary embodiment;

FIG. 5 is a schematic illustration of a traction device provided in accordance with an exemplary embodiment;

FIG. 6 is a schematic structural view of a balance bar apparatus provided in accordance with an exemplary embodiment;

FIG. 7 is a schematic illustration of a foundation brake assembly according to an exemplary embodiment.

Description of reference numerals:

1-a framework; 11-side beam; 12-end beam; 13-a centre beam; 21-a wheel; 22-axle boxes;

3-a series of suspension devices; 31-a spring; 32-a tie rod; 33-a vertical shock absorber;

4-secondary suspension device; 41-secondary spring; 42-transverse vibration absorber; 43-a lateral stop;

5-a traction device; 51-a drawbar; 52-traction rubber joints;

6-a balance bar device; 61-torsion bar; 62-crank arm; 63-pulling and pressing the rod;

7-a foundation braking device; 71-a brake cylinder; 72-a brake shoe; 73-a transmission lever; 74-a traveling lever; 75-a fixed lever; 76-transverse web; 77-longitudinal tie rod; 78-brake head.

Detailed Description

In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

In order to overcome the above problems, the embodiment provides a bogie and a rail engineering vehicle, which adopt a non-power single-shaft bogie, the non-power single-shaft bogie has a simple structure and a relatively small volume, and is beneficial to reducing the occupation of space, thereby being beneficial to providing more layout space for other parts and being beneficial to reducing the manufacturing cost of the whole vehicle.

The structure of the bogie provided in the present embodiment will be described below by way of example with reference to the accompanying drawings. For convenience of description, as shown in fig. 1, the longitudinal direction (i.e., the front-back direction) is indicated by the X-axis, the lateral direction (i.e., the left-right direction) is indicated by the Y-axis, and the vertical direction (i.e., the up-down direction) is indicated by the Z-axis in the drawing.

As shown in fig. 1 to 7, the present embodiment provides a non-power single-axle bogie including:

a non-powered single axle bogie comprising: the device comprises a framework 1, a wheel pair, a primary suspension device 3, a secondary suspension device 4, a traction device 5, a foundation brake device 7 and a balance bar device 6. Wherein the wheel sets are mounted to the underside of the frame 1. A primary suspension 3 connects the wheel set to the frame 1. The secondary suspension device 4, the traction device 5 and the balance bar device 6 connect the frame 1 with the vehicle body. The foundation brake device 7 is used for applying a braking force to the wheel pair to realize parking braking.

As shown in fig. 1, the wheelset has an axle, wheels 21 mounted to the axle, and axle boxes 22 mounted to the axle. The axle shaft has an axial direction parallel to the lateral direction, i.e., the axle shaft extends in the lateral direction. Wheels 21 are attached to the left and right ends of the axle. Axle boxes 22 are mounted to the left and right ends of the wheel 21; the axle box 22 can drive the wheels 21 to rotate through the axle to realize the walking function of the bogie.

The wheel sets are mounted on the underside of the frame 1, and the wheel sets may be mounted in or near the middle of the frame 1. As shown in fig. 1 and 2, the frame 1 includes side members 11, end members 12, and center members 13. The number of the side beams 11 is two, the two side beams 11 extend along the longitudinal direction, and the two side beams 11 are arranged oppositely in parallel. The end beam 12 is used to connect the two side members 11. The number of the end beams 12 is two, and the two end beams 12 are respectively arranged at the front end and the rear end of the side beam 11. The intermediate beam 13 extends in the longitudinal direction, and the front and rear ends of the intermediate beam 13 are connected to the two end beams 12, respectively. The center sill 13 is located between the two side sills 11.

Optionally, a center beam 13 is connected to the middle of the two end beams 12, so that the frame 1 is a symmetrical structure about the longitudinal center line of the center beam 13. The frame 1 is in a shape of Chinese character ri. And accommodating spaces are respectively formed between the middle beam 13 and the side beams 11 at two sides of the middle beam, can be used for accommodating partial wheels 21, and can also be used for accommodating other components, so that the compactness of the structure of the bogie is facilitated, and the occupied space of the bogie is reduced.

Each of the side members 11, the end members 12, and the center member 13 may be formed by welding high-strength steel plates. The two end beams 12 are welded to the side beams 11 and the center beam 13, respectively.

In this example, by adopting the all-welded zigzag frame 1 structure, the frame 1 has good stability and low noise compared to a conventional sleeper truck.

A primary suspension arrangement 3 is used to mount the axleboxes 22 of the wheelsets to the frame 1, thereby connecting the wheelsets to the frame 1. As shown in fig. 1 and 3, optionally, a suspension device 3 includes: a tie spring 31, a tie rod 32 and a tie vertical damper 33. A mooring spring 31 is arranged side by side with a mooring vertical damper 33. Both ends of primary spring 31 are connected to side member 11 of frame 1 and axle box 22, respectively. The vertical shock absorbers 33 are hinged at both ends to the side members 11 of the frame 1 and the axle boxes 22, respectively. The side beams 11 of the frame 1 are provided with downwardly extending tie bar mounts, one end of a tie bar 32 being hinged to the axlebox 22 and the other end of the tie bar 32 being hinged to the tie bar mounts.

The primary suspension devices 3 may be two, and the two primary suspension devices 3 are respectively located on the left and right sides of the frame 1. A series of suspension devices 3 may be provided respectively on the lower sides of the two side members 11.

In the primary suspension device 3, the primary springs 31 may be two, and the two primary springs 31 may be respectively located on the front and rear sides of the housing of the axle housing 22. The lower surface of the side member 11 is provided with a spring mount to which the upper end of the primary spring 31 is attached. The lower end of a series of springs 31 is connected to the axlebox 22. A series of springs 31 can provide a certain vertical stiffness. Wherein, the primary spring 31 can be a steel spring or a rubber spring.

A tie vertical damper 33 may be located between two tie springs 31. A series of vertical shock absorbers 33 may be provided outside the axial box and connected to the outside of the respective side beams 11. Taking the left vertical shock absorber 33 as an example, the left side of the left axle box 22 is provided with a shock absorber mounting seat, the left side of the left side beam 11 is provided with a shock absorber mounting seat, the left vertical shock absorber 33 is positioned outside the left axle box 22, and the upper end and the lower end of the left vertical shock absorber 33 are respectively connected with the two shock absorber mounting seats.

In the primary suspension device 3, the axle boxes 22 are hinged to the side members 11 of the frame 1 at the front and rear sides thereof by a tie rod 32. A tie bar 32 is provided to extend in the front-rear direction, one end of the tie bar 32 is pivotally connected to the lower portion of the axle box 22 via an elastic rubber joint, and the other end of the tie bar 32 is pivotally connected to the side member 11 of the frame 1 via an elastic rubber joint. The lower surface of the side beam 11 is provided with a pull rod mounting seat extending downwards, and the end part of a tie pull rod 32 can be hinged with the pull rod mounting seat through an elastic rubber joint. In this manner, a tie rod 32 can provide some positioning stiffness in both the longitudinal and transverse directions.

The structure and installation of the elastic rubber joint can adopt the conventional arrangement in the field. For example, taking the connection between a tie rod 32 and the tie rod mounting seat as an example: the end part of the tie rod 32 is provided with a mounting hole, and the axial direction of the mounting hole can extend along the transverse direction; the elastic rubber joint comprises a rubber piece and a connecting rod penetrating through the rubber piece; the rubber spare includes: the middle mounting part is matched with the mounting hole of the tie-rod 32, and the rubber bosses at the two ends are positioned outside the mounting hole; the axial of connecting rod is parallel with the axial of rubber spare, and the both ends of connecting rod stretch out the rubber spare respectively and be used for being connected with the pull rod mount pad. Therefore, the rubber part has certain deformation in the transverse direction and the longitudinal direction, so that the axle box 22 and the framework 1 can have certain relative displacement in the transverse direction and the longitudinal direction, and the curve passing capacity is favorably improved. The connection of a tie rod 32 to the axlebox 22 may be similar and will not be described further herein.

In the example, the series of springs 31 and the series of vertical shock absorbers 33 are arranged side by side, so that the vertical shock absorbing function can be realized, certain vertical rigidity can be provided, and the safety of the vehicle is facilitated; and by arranging the tie rod 32, the tie rod 32 can provide certain buffer and rigidity in the transverse direction and the longitudinal direction respectively, which is beneficial to improving the curve passing capacity.

The frame 1 is provided with secondary suspension devices 4 on both lateral sides thereof, i.e., on both left and right sides of the frame 1. Specifically, as shown in fig. 1 and 4, the frame 1 has two secondary suspension devices 4 provided on the left and right side members 11, respectively. The secondary suspension device 4 includes: a secondary spring 41, a transverse damper 42 and a transverse stopper 43; one end of a secondary spring 41 is connected to the side beam 11 of the frame 1, and the other end of the secondary spring 41 is used for connecting with a vehicle body; one end of the transverse damper 42 is connected to the frame 1, and the other end of the transverse damper 42 is used for connecting the vehicle body; the lateral stopper 43 is provided to the frame 1 for abutting against the vehicle body when the relative displacement between the frame 1 and the vehicle body is larger than a set value.

The secondary suspension devices 4 may be two and are respectively provided on the left and right sides of the frame 1. Illustratively, the two secondary suspension devices 4 are symmetrically arranged about the longitudinal center line of the frame 1.

In one secondary suspension device 4, two secondary springs 41 may be provided, and the two secondary springs 41 are respectively arranged corresponding to the corresponding primary springs 31; illustratively, the secondary springs 41 are in the same vertical plane as the corresponding primary springs 31. The secondary springs 41 may be mounted to the upper surfaces of the respective side members 11. The secondary spring 41 provides a certain vertical stiffness.

The secondary spring 41 may be a rubber spring or a steel spring. In a specific implementation, the primary spring 31 may be a steel spring, and the secondary spring 41 may be a rubber spring; alternatively, the primary spring 31 may be a rubber spring and the secondary spring 41 may be a steel spring.

The transverse damper 42 extends in the transverse direction. The transverse damper 42 may be located on the front or rear side of the secondary spring 41. The lateral damper 42 is provided on the upper surface of the side member 11. One end of the transverse shock absorber 42 is hinged to the side member 11, and the other end of the transverse shock absorber 42 is hinged to the vehicle body. The transverse damper 42 provides a certain amount of transverse damping.

The lateral stops 43 may be provided on the side walls of the center sill 13 of the frame 1, and the lateral stops 43 may include mounting seats for mounting the resilient blocks to the center sill 13, and resilient blocks. In the running process of the rail engineering vehicle, when relative motion and relative displacement occur between the framework 1 and the vehicle body, and the vehicle body is in contact with the elastic block of the transverse stopping block 43, the elastic block of the transverse stopping block 43 deforms to a certain extent under the action of the vehicle body, so that the curve passing capacity is improved; when the deformation of the elastic block reaches the preset amount, the vehicle body is limited to continue moving relative to the framework 1, so that the stability of the vehicle is improved, and the vehicle is prevented from inclining or overturning. The lateral stops 43 provide a certain amount of lateral cushioning and a certain lateral stiffness.

In this example, the secondary spring 41 can bear the vertical load of the vehicle body to provide a proper turning resistance moment for the running single-axle bogie so as to limit the swinging motion of the running single-axle bogie, thereby improving the running stability of the vehicle, and simultaneously limiting the rolling and swinging motion of the single-axle bogie, which is beneficial to improving the overturn resistance safety of the vehicle. The transverse shock absorber 42 and the transverse stop 43 provide a certain transverse buffer amount and are used for limiting the transverse vibration amplitude of the vehicle body, so that the vehicle has good curve passing capacity and the overturn-resisting safety of the vehicle can be improved.

In the above example, the primary vertical and

lateral shock absorbers

33 and 42 are capable of absorbing vibration energy, attenuating vertical and lateral vibrations between the vehicle body and the truck, and improving vehicle ride and comfort.

As shown in fig. 1 and 5, a traction device 5 is provided at a lower side of the frame 1 for connecting the frame 1 with a vehicle body to transmit traction force and braking force. The towing means 5 may be arranged at the front or rear end of the frame 1. The traction device 5 includes: a traction rod 51 and a traction rubber joint 52. The traction rod 51 extends in the longitudinal direction. The frame 1 is provided with a traction support, and the vehicle body is provided with a traction connecting piece extending downwards; two ends of the traction rod 51 are respectively connected with the traction support and the traction connecting piece in a rotating way through rubber joints.

The two ends of the traction rod 51 are respectively provided with a mounting hole, a traction rubber joint 52 is arranged in the mounting hole, and the traction rod 51 is rotationally connected with the vehicle body and the framework 1 through the traction rubber joint 52; wherein, the axial of the mounting hole of tow bar 51 both ends sets up perpendicularly. Exemplarily, taking the connection of the traction rod 51 with the traction link of the vehicle body as an example: the rubber joint comprises a rubber piece and a connecting rod penetrating through the rubber piece, the rubber piece is abutted in the mounting hole of the traction rod 51, and the connecting rod is used for being connected with a traction connecting piece of the vehicle body; thus, the traction device 5 can provide moving longitudinal rigidity, enables the vehicle body and the bogie to rotate in all directions, and meets the smooth passing performance of the vehicle with an ultra-small curve radius.

In this example, the traction rod 51 is mounted to the traction support by providing the traction support at the lower side of the frame 1, which reduces the height of the traction point compared with the conventional bogie kingpin traction force transmission form, facilitates the lifting of the vehicle adhesion, and has a simple structure, which facilitates the reduction of the bogie cost.

The primary spring 31 and the secondary spring 41 provide vertical stiffness and transverse stiffness, the transverse stop 43 can also provide certain transverse stiffness, and the traction rod 51 provides longitudinal stiffness, so that the stiffness parameters in three directions are independent from each other, and the stiffness optimization is facilitated.

As shown in fig. 1 and 6, the stabilizer bar devices 6 are respectively provided at the front and rear ends of the frame 1 for connecting the frame 1 with the vehicle body. The stabilizer bar arrangement 6 may be arranged in the middle of the frame 1 or close to the middle of the frame 1.

The stabilizer bar device 6 includes: a torsion bar 61, a crank arm 62 and a tension/compression bar 63; the torsion bar 61 extends in the longitudinal direction, the torsion bar 61 being located at the lower side of the frame 1; the two ends of the torsion bar 61 respectively extend out of the front end beam 12 and the rear end beam 12 of the framework 1, the two ends of the torsion bar 61 are respectively hinged with a crank arm 62, and the crank arms 62 are arranged perpendicular to the torsion bar 61; the crank arm 62 is rotatably connected with the tension and compression rod 63, and the tension and compression rod 63 is rotatably connected with the vehicle body. Wherein each joint can be realized by a rubber joint or a ball joint.

In this example, the stiffness provided by the deformation of the torsion bar 61 resists vertical induced truck nod motion when the vehicle is started, operated, and braked. When the frame 1 performs nodding motion, the front and rear ends of the tension/compression rod 63 generate acting forces in opposite directions, so as to generate torsion acting force on the torsion bar 61, and the acting force generated by the torsion bar 61 in turn inhibits the opposite motion of the front and rear tension/compression rods 63, so as to inhibit the nodding motion of the frame 1. When the framework 1 vertically moves up and down, the two tension and compression rods 63 move in the same direction, the torsion bar 61 rotates freely relative to the vehicle body, no reaction force is generated on the swing rod, and the sinking and floating movement of the framework 1 is not influenced.

As shown in fig. 1 and 7, the foundation brake device 7 includes a brake cylinder 71, a lever assembly, and a shoe 72, and the brake cylinder 71 drives the shoe 72 to press the wheel 21 via the lever assembly. Brake shoe 72 is mounted to the lever assembly by brake head 78; brake shoe 72 is fixedly attached or integrally disposed with brake head 78. The number of the brake shoes 72 may be four, and two brake shoes 72 are used for acting on the same wheel 21, and the two brake shoes 72 are respectively located on the front side and the rear side of the wheel 21.

The brake cylinders 71 of the foundation brake 7 are mounted to the center sill 13 of the frame 1. The lever assembly includes: a transmission lever 73, a floating lever 74, a fixed lever 75, a transverse connecting plate 76 and a longitudinal pull rod 77. The transmission lever 73 is connected to the piston rod of the brake cylinder 71; the transmission rod extends along the transverse direction, two traveling levers 74 are respectively hinged to two ends of the transmission pull rod, a brake head 72 is arranged on each traveling lever 74, a brake shoe 72 is installed on each brake head 72, and the two brake shoes 72 are respectively located on the first sides of the two wheels 21.

A transverse connecting plate 76 is connected between the two traveling levers 74, and the traveling levers 74 are rotatably connected with the transverse moving plate. The transverse connecting plate 76 is connected with one end of a longitudinal pull rod 77, and the other end of the longitudinal pull rod 77 is connected with the other transverse connecting plate 76; two ends of the other transverse connecting plate 76 are respectively provided with a fixed lever 75, and the fixed lever 75 is rotatably connected with the transverse connecting plate 76; brake shoes 72 mounted to the fixing lever 75 are located on second sides of the two wheels 21, respectively. The upper end of the fixed lever 75 may be hinged to the frame 1. The upper end of the travelling lever 74 may be hinged to an upper lever which may be used to articulate with a vehicle body or the like.

The number of the longitudinal tie rods 77 may be two, and the two longitudinal tie plates and the transverse connecting plate 76 may be connected to form a frame structure. The two transverse connecting plates 76 are respectively connected with brake shoes 72 which are arranged side by side along the transverse direction; longitudinal tie rods 77 are used to connect the front and rear brake shoes 72.

Thus, during braking, when the piston rod of the brake cylinder 71 acts, the piston rod drives the transmission lever 73 to move, and the transmission lever 73 drives the lower ends of the two traveling levers 74 to swing towards the wheel 21; the two free levers 74 on the one hand drive the respective brake shoes 72 towards the wheel 21 and on the other hand via the longitudinal tie rods 77 and the transverse tie plates 76 drive the lower ends of the two fixed levers 75 to swing, the brake shoes 72 of the two fixed levers 75 moving with them and pressing towards the wheel 21.

In the present example, the foundation brake device 7 uses compressed air as a power source, and is directly discharged to the atmosphere when released, so that the environment is not polluted. The double-side brake shoe 72 type foundation brake device 7 is adopted, so that the braking reliability is improved, and the nodding motion of the framework 1 can be relieved to a certain extent.

In each example, the whole stability of the bogie is good and the noise is low by adopting the all-welded herringbone framework 1 structure; the primary spring 31, the secondary spring 41 and the vertical shock absorber are adopted to form a suspension system, so that the shock absorption capacity is better compared with that of a traditional two-system steel spring or a suspension system with only the primary spring 31; the low-position single-pull-rod traction device 5 is adopted, so that the vehicle adhesion utilization rate is improved, the material cost is reduced compared with the central pin type traction device 5, the steering is flexible, and the smooth passing performance of the ultra-small curve radius of the railway vehicle can be realized; the lever type foundation brake device 7 with the tread on two sides is adopted, and compressed air is used as a power source, so that the environment is not polluted, and the energy is saved and the environment is protected.

It can be understood that: the non-power single-shaft bogie provided by the embodiment can be suitable for track engineering vehicles for road maintenance or shunting, and can also be suitable for other freight transportation or passenger transportation track vehicles.

The embodiment also provides a rail engineering vehicle, which comprises a vehicle body and the non-power single-shaft bogie in any one of the above examples; the non-power single-shaft bogie is arranged under the vehicle body. In addition, the rail-mounted mobile crane further comprises vehicle-mounted equipment, and the vehicle-mounted equipment can be arranged on the vehicle body and/or the bogie.

The structure, function and implementation process of the non-power single-axle bogie can be the same as those of the previous embodiments, and the detailed description of the embodiment is omitted.

In the description of the present application, it is to be understood that the terms "central," "longitudinal," "lateral," "vertical," "upper," "lower," "front," "rear," "left," "right," "inner," "outer," and the like are used in the positional or orientational relationships indicated in the drawings to facilitate the description of the application and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed in a particular orientation, and be operated in a particular manner, and therefore should not be construed as limiting the application.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In this application, the terms "mounted," "connected," "secured," and the like are to be construed broadly unless otherwise specifically indicated and limited. For example, "connected" may be a fixed connection, a removable connection, or an integral part; can be mechanically connected, electrically connected or can communicate with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.

While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims

1. A non-powered single axle bogie, comprising:

a frame;

a suspension for mounting the axle housing to the frame;

a secondary suspension device for connecting the frame with the vehicle body;

2. The non-powered single axle bogie according to claim 1, characterized in that the framework comprises:

two oppositely disposed side beams;

3. A non-powered single axle bogie as claimed in claim 2 in which the axle is located on the underside of the frame and the two wheels are located on either side of the centre beam.

4. The non-powered single axle bogie of claim 1, wherein the primary suspension device comprises: a tie spring, a tie rod and a tie vertical damper; the primary spring and the primary vertical shock absorber are arranged side by side; both ends of the primary spring are respectively connected to the side beam of the framework and the axle box; two ends of the vertical shock absorber are respectively hinged to the side beam of the framework and the axle box; the side beam of the framework is provided with a pull rod mounting seat extending downwards, one end of the tie rod is connected to the axle box in a rotating mode, and the other end of the tie rod is connected to the pull rod mounting seat in a rotating mode.

5. The non-powered single axle bogie according to claim 1, wherein the secondary suspension means are provided on both lateral sides of the frame, respectively; the secondary suspension device includes: a secondary spring, a transverse shock absorber and a transverse stop; one end of the secondary spring is connected to the side beam of the framework, and the other end of the secondary spring is used for being connected with a vehicle body; one end of the transverse shock absorber is connected to the framework, and the other end of the transverse shock absorber is connected with a vehicle body; the transverse stopping block is arranged on the framework and used for abutting against the vehicle body when the relative displacement between the framework and the vehicle body is larger than a set value.

6. The non-powered single axle bogie of claim 5, wherein the secondary suspension means comprises two secondary springs arranged side by side;

and/or the secondary spring and the primary spring of the primary suspension device are positioned in the same vertical plane.

7. A non-powered single axle bogie as claimed in claim 5 in which the transverse dampers of both said secondary suspension arrangements are symmetrically disposed about the longitudinal centre line of the bogie;

and/or the transverse stops are arranged on the side walls of the middle beam of the framework.

8. A non-powered single axle bogie according to any of claims 1 to 7 in which one of the primary suspension primary spring and the secondary suspension secondary spring is a steel spring and the other is a rubber spring.

9. The non-powered single axle bogie according to any of the claims 1 to 7, characterized in that the traction means comprises: a traction rod and a traction rubber joint; mounting holes are respectively formed in the two ends of the traction rod, the traction rubber joints are mounted in the mounting holes, and the traction rod is rotatably connected with the vehicle body and the framework through the traction rubber joints; and the axial directions of the mounting holes at the two ends of the traction rod are vertically arranged.

10. A non-powered single axle bogie as claimed in any one of claims 1 to 7 in which the brake cylinder of the foundation brake device is mounted to the centre sill of the frame;

the transmission lever is connected to a piston rod of the brake cylinder;

11. The non-powered single axle bogie according to any of the claims 1 to 7, characterized in that the stabilizer bar arrangement comprises: a torsion bar, a crank arm and a tension and compression bar; the torsion bar extends along the longitudinal direction, and the torsion bar is positioned at the lower side of the framework; the two ends of the torsion bar are respectively hinged with the crank arms, and the crank arms are perpendicular to the torsion bar; the crank arm is rotatably connected with the tension and compression rod, and the tension and compression rod is connected with the vehicle body.

12. A rail-bound work vehicle comprising a vehicle body and a non-powered single-axle bogie according to any of claims 1 to 11; the non-power single-shaft bogie is arranged below the vehicle body.