CN111746579A - Bogie, monorail vehicle and monorail traffic system - Google Patents

Bogie, monorail vehicle and monorail traffic system Download PDF

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Publication number
CN111746579A
CN111746579A CN201910252338.9A CN201910252338A CN111746579A CN 111746579 A CN111746579 A CN 111746579A CN 201910252338 A CN201910252338 A CN 201910252338A CN 111746579 A CN111746579 A CN 111746579A
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China
Prior art keywords
bogie
transverse
vehicle body
vertical
lateral
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Granted
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CN201910252338.9A
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Chinese (zh)
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CN111746579B (en
Inventor
刘维达
李迪
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BYD Co Ltd
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BYD Co Ltd
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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
    • B61F5/50—Other details
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/04—Monorail systems

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

The invention discloses a bogie, a monorail vehicle and a monorail traffic system, wherein the bogie comprises a transverse suspension device, and the transverse suspension device comprises: mount pad, link assembly, horizontal pretension piece and horizontal adaptation piece, at least one in stabilizing wheel and the leading wheel is installed on the mount pad, link assembly includes a plurality of connecting rods, links to each other with mount pad and framework respectively equally at the both ends of every connecting rod, and horizontal pretension piece is connected between mount pad and framework and is provided horizontal pretightning force at least, and horizontal adaptation piece is connected between mount pad and framework and is provided horizontal adaptation power at least. According to the bogie for the monorail vehicle, the vibration transmitted by the side surface of the track beam can be attenuated through the transverse adapting piece, so that the running stability and the riding comfort of the vehicle body can be improved.

Description

Bogie, monorail vehicle and monorail traffic system
Technical Field
The invention relates to the technical field of rail transit, in particular to a bogie, a monorail vehicle and a monorail transit system.
Background
Monorail vehicles typically include a track beam, a vehicle body, and a bogie connected between the vehicle body and the track beam to carry the vehicle body so that the vehicle body can travel along the track beam. The bogie is the main bearing part of the vehicle body, and the performance of the bogie determines the running quality and the driving safety of the vehicle body. However, since the side of the rail beam transmits large vibration to the bogie, the ride quality and the riding comfort of the vehicle body are affected.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. To this end, the invention proposes a bogie for a monorail vehicle, which allows to improve the vibrations transmitted by the sides of the rail beam.
The invention also provides a monorail vehicle with the bogie.
The invention also provides a monorail traffic system with the monorail vehicle.
According to an embodiment of the first aspect of the present invention, the bogie for the monorail vehicle further comprises a vehicle body, the bogie is mounted on the vehicle body and comprises a frame, and running wheels, guide wheels and stabilizing wheels provided on the frame, the bogie further comprises a lateral suspension device, and the lateral suspension device comprises: a mount on which at least one of the stabilizing wheels and the guide wheels is mounted; the connecting rod assembly comprises a plurality of connecting rods, and two ends of each connecting rod are respectively connected with the mounting seat and the framework; the transverse preload piece is connected between the mounting seat and the framework and at least provides transverse preload; a lateral compliance member connected between the mount and the frame and providing at least lateral compliance.
According to the bogie for the monorail vehicle, the vibration transmitted by the side surface of the track beam can be attenuated through the transverse adapting piece, so that the running stability and the riding comfort of the vehicle body can be improved.
According to a second aspect of the present invention, a monorail vehicle comprises: the monorail bogie comprises a vehicle body and a bogie, wherein the bogie is arranged on the vehicle body, and the bogie is used for the monorail vehicle according to the embodiment of the first aspect of the invention.
According to the monorail vehicle provided by the invention, the bogie for the monorail vehicle disclosed by the embodiment of the first aspect is arranged, so that the running stability and the riding comfort of the vehicle body are improved.
A monorail transportation system in accordance with an embodiment of the third aspect of the present invention comprises: a track beam and a monorail vehicle in accordance with an embodiment of the second aspect of the present invention, said bogie being located between said vehicle body and said track beam.
According to the monorail transportation system provided by the invention, the monorail vehicle provided with the embodiment of the second aspect is arranged, so that the running stability and the riding comfort of the vehicle body are improved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
FIG. 1 is a schematic view of a monorail transportation system in accordance with one embodiment of the present invention;
FIG. 2 is a perspective view of a truck according to one embodiment of the present invention;
FIG. 3 is an enlarged view of portion A circled in FIG. 2;
FIG. 4 is an enlarged view of the portion B circled in FIG. 2;
FIG. 5 is a perspective view of the vertical suspension shown in FIG. 2;
FIG. 6 is a perspective view of the steering joint shown in FIG. 2;
FIG. 7 is a perspective view of the lateral suspension shown in FIG. 2;
fig. 8 is a perspective view of the frame shown in fig. 2.
Reference numerals:
a single-track transportation system 2000; a monorail vehicle 1000;
a transverse direction X; a longitudinal direction Y; a vertical direction Z;
a track beam 100; a running surface 1001; a side 1002;
a vehicle body 200; a bogie 300;
a frame 1;
a first frame part 11; a bearing portion 111;
a second frame part 12; a bracket portion 121; a hanging portion 122;
a third shelf portion 13; a support portion 131;
a running wheel 2; a guide wheel 3; a stabilizer wheel 4;
a vertical suspension device 5;
a first mounting member 51; a rectangular portion 511; an extension 512;
a second mount 52; an isosceles trapezoid portion 521;
a pull arm assembly 53; a pull arm 530;
a transverse pull arm 531; a first pull arm 5311; a second pull arm 5312; a longitudinal pull arm 532;
a vertical support 54; vertical accommodations 55;
a vertical vibration detecting device 56; a first base 57;
a steering joint 6;
a support frame 61; a first portion 611; a second portion 612; a first pin 62;
a cross pin 63; a second pin 631; a third pin 632;
a transverse suspension device 7;
a mount 71; a rectangular parallelepiped portion 711; an ear portion 712; a first shaft 713; a second rotating shaft 714;
a connecting rod assembly 72; a connecting rod 720; the first link 721; a second link 722;
a transverse preload member 73; a lateral adaptor 74;
a lateral vibration detecting device 75; a track beam detection device 76; a second base 77.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
The following disclosure provides many different embodiments, or examples, for implementing different features of the invention. To simplify the disclosure of the present invention, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present invention. Furthermore, the present invention may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, the present invention provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize the applicability of other processes and/or the use of other materials.
Next, a monorail transportation system 2000, a monorail vehicle 1000 and a bogie 300 according to an embodiment of the present invention are described.
As shown in FIG. 1, the monorail transit system 2000 may include (but is not limited to): track beam 100 and monorail vehicle 1000, monorail vehicle 1000 may include (but is not limited to): a vehicle body 200 and a bogie 300, the bogie 300 being mounted on the vehicle body 200 with the bogie 300 being positioned between the vehicle body 200 and the track beam 100 to carry the vehicle body 200 such that the vehicle body 200 can run along the track beam 100. Among other things, the bogie 300 is the main load-bearing component of the vehicle body 200, and its performance determines the operational quality and driving safety of the vehicle body 200.
As shown in fig. 1 and 2, the bogie 300 may include: the device comprises a framework 1, and a traveling wheel 2, a guide wheel 3 and a stabilizing wheel 4 which are arranged on the framework 1. Wherein the frame 1 is directly or indirectly mounted to the vehicle body 200. The running wheels 2 are directly or indirectly mounted on the frame 1 and roll on the running surface 1001 of the track beam 100 to drive the vehicle body 200 to run on the track beam 100. The guide wheels 3 are directly or indirectly mounted on the frame 1 and clamped on both sides of the track beam 100 to perform a guiding function, so that the vehicle body 200 travels along the track beam 100. The stabilizing wheels 4 are directly or indirectly arranged on the framework 1 and clamped on two sides of the track beam 100, and the height difference between the stabilizing wheels 4 and the walking surface 1001 of the track beam 100 is larger than that between the guide wheels 3 and the walking surface 1001 of the track beam 100, so that the stabilizing wheels 4 can play a role in stabilizing the vehicle body 200 and avoiding the vehicle body 200 from inclining.
In the following, a vertical suspension 5 according to some embodiments of the invention is described.
In some embodiments of the invention, the bogie 300 may further comprise a vertical suspension device 5, and the frame 1 may be indirectly mounted on the vehicle body 200 through the vertical suspension device 5, i.e. the vertical suspension device 5 is connected between the frame 1 and the vehicle body 200. Thus, the vibration transmitted from the bogie 300 to the vehicle body 200 can be damped by the vertical suspension device 5.
As shown in fig. 5, the vertical suspension device 5 may include: the suspension device comprises a first mounting part 51, a second mounting part 52, a pull arm assembly 53, a vertical support part 54 and a vertical adapting part 55, wherein the first mounting part 51 is mounted on the vehicle body 200 (namely, the first mounting part 51 is directly or indirectly connected with the vehicle body 200), the second mounting part 52 is mounted on the framework 1 (namely, the second mounting part 52 is directly or indirectly connected with the framework 1), the second mounting part 52 is arranged at a distance from the first mounting part 51 in the transverse direction X, the pull arm assembly 53 comprises a plurality of pull arms 530, and two ends of each pull arm 530 are respectively connected with the first mounting part 51 and the second mounting part 52, namely, one end of each pull arm 530 is connected with the first mounting part 51, and the other end of each pull arm 530 is connected with the second mounting part 52, so that the vertical suspension device 5 is connected with.
As shown in fig. 5, the vertical support member 54 is connected between the second mounting member 52 and the vehicle body 200 and provides at least a vertical supporting force, that is, one end of the vertical support member 54 is supported on the frame 1 of the bogie 300 by the second mounting member 52, and the other end of the vertical support member 54 is supported on the vehicle body 200 to provide the vehicle body 200 with a supporting force in the vertical direction Z or a supporting force having a vertical component force. Thus, the bogie 300 may support the vehicle body 200 through the vertical supports 54. It is worth mentioning that the "transverse direction X" as referred to herein means: the direction of the axis of the running wheels 2, the "longitudinal direction Y" means: a direction perpendicular to the transverse direction X and extending along the track beam 100; "vertical Z" means: a direction perpendicular to the lateral direction X and the longitudinal direction Y, respectively, i.e., a height direction of the track beam 100.
As shown in fig. 5, the vertical adaptive member 55 is connected between the second mounting member 52 and the vehicle body 200 and provides at least vertical adaptive force. That is, one end of the vertical adaptive member 55 is connected to the frame 1 of the bogie 300 through the second mounting member 52, and the other end of the vertical adaptive member 55 is connected to the vehicle body 200 to provide the adaptive force in the vertical direction Z or the adaptive force having a vertical component force to the vehicle body 200. Thus, vibrations transmitted from the running surface 1001 of the rail beam 100 to the vehicle body 200 via the bogie 300 can be attenuated by the vertical adaptor 55, thereby improving the running stability and riding comfort of the vehicle body 200.
Therefore, according to the bogie 300 provided by the embodiment of the invention, the vertical suspension device 5 is arranged, and the vertical suspension device 5 is provided with the vertical adapting piece 55, so that the vibration transmitted to the vehicle body 200 by the bogie 300 can be effectively attenuated, and the running stability and the riding comfort of the vehicle body 200 are improved.
As shown in fig. 3 and 5, the vertical accommodators 55 are spaced apart at both ends in the lateral direction X and the vertical direction Z to provide both vertical and lateral accommodations. That is, the two ends of the vertical adaptation 55 are spaced apart in the vertical direction Z on the one hand to provide the adaptation force with a vertical force component, and the two ends of the vertical adaptation 55 are also spaced apart in the transverse direction X on the other hand to provide the adaptation force with a transverse force component. Thus, not only the vibration transmitted from the running surface 1001 of the rail beam 100 to the vehicle body 200 via the bogie 300 but also the vibration transmitted from the side 1002 of the rail beam 100 to the vehicle body 200 via the bogie 300 can be damped by the vertical adaptor 55.
Further, it should be noted that the connection between the two ends of each of the pull arms 530 and the first and second mounting members 51 and 52 may be fixed or movable, such as the pivotal connection shown in fig. 5, so as to more effectively damp the vibration transmitted from the bogie 300 to the vehicle body 200. In addition, as shown in fig. 3, one end of the vertical supporting member 54 may be fixedly connected to the second mounting member 52, and the other end of the vertical supporting member 54 may be fixedly connected to the vehicle body 200 through the first base 57, so as to perform an effective supporting function. One end of the vertical adapting piece 55 can be pivotally connected with the second mounting part 52, and the other end of the vertical adapting piece 55 can be pivotally connected with the vehicle body 200 through the first base 57, so that the vibration damping effect is effectively realized.
In some specific examples of the present invention, the vertical adaptive member 55 may be a damper with non-adjustable damping, so that the damping of the vertical adaptive member 55 can be reasonably matched according to the common working conditions of the vehicle body 200, and the information of the conventional road conditions such as the running surface 1001 and the side surface 1002 of the track beam 100. Therefore, under normal conditions, the vertical adaptive part 55 can effectively attenuate the vibration transmitted from the bogie 300 to the vehicle body 200, and improve the running stability and the riding comfort of the vehicle body 200.
In some specific examples of the present invention, as shown in fig. 5, the vertical adaptive member 55 may also be a damping adjustable type shock absorber, so that the damping of the vertical adaptive member 55 may be adjusted in real time according to the information of the actual vibration condition, the load condition, and the like of the vehicle body 200. Therefore, the vertical suspension device 5 can effectively attenuate the vibration transmitted from the bogie 300 to the vehicle body 200 according to actual conditions, and improve the running stability and riding comfort of the vehicle body 200.
As shown in fig. 3 and 5, when the vertical adaptor 55 is an adjustable damping shock absorber, the bogie 300 may further include: and a vertical vibration detecting device 56 for detecting vertical vibration of the vehicle body 200. Therefore, the damping of the vertical adaptive piece 55 can be adjusted in real time according to the information detected by the vertical vibration detection device 56, so that the real-time vibration condition of the vehicle body 200 can be simply and effectively adapted, and the running stability and the riding comfort of the vehicle body 200 are improved. For example, the vertical vibration detecting device 56 may be provided on the first mount 51.
In addition, it can be understood that when the vertical suspension device 5 does not include the vertical vibration detection device 56, as the damping adjustable shock absorber of the vertical adaptation member 55, the damping can be adjusted in real time according to the feedback information of other detection, monitoring, acquisition devices and the like of the vehicle body 200 itself, so as to improve the running stability and riding comfort of the vehicle body 200.
For example, in a specific example of the present invention, as shown in fig. 3 and 5, the vertical vibration detecting device 56 is a vertical vibration acceleration sensor, the vertical adaptive member 55 is a magnetorheological damper, and the control current of the vertical adaptive member 55 is controlled by the central control unit of the vehicle body 200, and the central control unit can analyze the vibration condition of the vehicle body 200 in the vertical direction Z according to the data detected by the vertical vibration acceleration sensor, so as to control the input current intensity of the magnetorheological damper serving as the vertical adaptive member 55 in real time, thereby adjusting the damping magnitude of the magnetorheological damper serving as the vertical adaptive member 55, and further better damping the vibration transmitted from the bogie 300 to the vehicle body 200.
In some specific examples of the present invention, as shown in fig. 3 and 5, the vertical support 54 may be a coil spring, and thus, the vertical support 54 may effectively perform a supporting function while the cost of the vertical support 54 may be reduced. Of course, the type of the vertical support 54 is not limited thereto, and for example, the vertical support 54 may also be a rubber spring, an air spring, or the like, which will not be described herein.
As shown in fig. 3 and 5, when the vertical supporting member 54 is a coil spring, the vertical adapting member 55 may be inserted into the coil spring, that is, the vertical adapting member 55 passes through a cavity of the coil spring, or the coil spring is sleeved outside the vertical adapting member 55, so that the space can be saved and the structural compactness of the vertical suspension device 5 can be improved. Moreover, the force application positions of the vertical supporting member 54 and the vertical accommodating member 55 between the frame 1 and the vehicle body 200 are close, and it is possible to more effectively support the vehicle body 200 and damp vertical vibration.
In some embodiments of the present invention, as shown in fig. 3 and 5, the pull arm assembly 53 may include: a transverse pulling arm 531 and a longitudinal pulling arm 532, the two ends of the transverse pulling arm 531 being spaced apart in the transverse direction X to provide at least a transverse pulling force, and the two ends of the longitudinal pulling arm 532 being spaced apart in the longitudinal direction Y to provide at least a longitudinal pulling force. That is, the lateral pull arms 531 are spaced apart at opposite ends in the lateral direction X and are connected (e.g., pivotally connected) at one end to the first mounting member 51 and at the other end to the second mounting member 52. The longitudinal pull arms 532 are spaced apart in the longitudinal direction Y and are connected (e.g., pivotally connected) at one end to the first mounting member 51 and at the other end to the second mounting member 52. Thus, by providing the lateral pull arm 531 and the longitudinal pull arm 532, it is possible to simply and reliably connect the first mount 51 and the second mount 52 together, and to control the lateral movement attitude of the vertical suspension device 5 by the lateral pull arm 531 and the longitudinal movement attitude of the vertical suspension device 5 by the longitudinal pull arm 532.
In some embodiments of the present invention, as shown in fig. 3 and 5, the lateral pull arm 531 may comprise: a first pull arm 5311 and a second pull arm 5312 disposed spaced apart in the vertical direction Z. That is, the first pull arm 5311 is located above or below the second pull arm 5312, the first pull arm 5311 is spaced apart in the transverse direction X at both ends and is connected (e.g., pivotally connected) to the first mounting member 51 at one end and to the second mounting member 52 at the other end, the second pull arm 5312 is also spaced apart in the transverse direction X at both ends and is connected (e.g., pivotally connected) to the first mounting member 51 at one end and to the second mounting member 52 at the other end. Thereby, the vertical movement posture of the vertical suspension 5 can be controlled by the first and second pull arms 5311 and 5312.
In some embodiments of the present invention, as shown in fig. 3 and 5, the two ends of the first pull arm 5311 are disposed flush in the longitudinal direction Y, the two ends of the first pull arm 5311 are disposed flush in the vertical direction Z, the two ends of the second pull arm 5312 are disposed spaced apart in the longitudinal direction Y, and the two ends of the second pull arm 5312 are disposed spaced apart in the vertical direction Z. Thereby, the first and second pull arms 5311 and 5312 can define the relative positional relationship of the first and second mounts 51 and 52 more stably and reliably.
Here, it should be noted that, in the description of the present invention, "the two are spaced in the lateral direction X" means: the difference in coordinates of the two in the transverse direction X, that is, the difference in coordinates of the two in the transverse direction X, "the two being flush in the transverse direction X" means: both have the same coordinates in the transverse direction X, i.e. both have the same transverse coordinates. Similarly, "both are spaced apart in the longitudinal direction Y" means: the coordinates of the two in the longitudinal direction Y are different, that is, the longitudinal coordinates of the two are different, "the two are flush in the longitudinal direction Y" means: both have the same coordinates in the longitudinal direction Y, i.e. both have the same longitudinal coordinates. Similarly, "the two are vertically spaced" means: the two coordinates in the vertical direction Z are different, that is, the vertical coordinates of the two are different, and the "two are level in the vertical direction Z" means that: both have the same coordinates in the vertical direction Z, i.e. both have the same vertical coordinates.
In some embodiments of the present invention, as shown in fig. 3 and 5, the first pull arms 5311 are two and spaced apart in the longitudinal direction Y, the second pull arms 5312 are also two and spaced apart in the longitudinal direction Y, the vertical support 54 and the vertical adaptor 55 are both located between the two first pull arms 5311, and the vertical support 54 and the vertical adaptor 55 are both located between the two second pull arms 5312. That is, the vertical supporting member 54 and the vertical adaptive member 55 are provided with a first pulling arm 5311 and a second pulling arm 5312 at the front side in the longitudinal direction Y, and the vertical supporting member 54 and the vertical adaptive member 55 are also provided with a first pulling arm 5311 and a second pulling arm 5312 at the rear side in the longitudinal direction Y. Thereby, the pull arm assembly 53 can connect the first mounting part 51 and the second mounting part 52 more stably and reliably, and the vertical supporting part 54 and the vertical adapting part 55 can better play a role of supporting and a role of damping vibration.
For example, in the specific example shown in fig. 3 and 5, the first mounting member 51 may include a rectangular portion 511, the second mounting member 52 may include an isosceles trapezoidal portion 521, the two second pull arms 5312 are respectively located above the two first pull arms 5311, outer ends of the two first pull arms 5311 and outer ends of the two second pull arms 5312 are respectively connected to four corners of the rectangular portion 511, and inner ends of the two first pull arms 5311 and inner ends of the two second pull arms 5312 are respectively connected to four corners of the isosceles trapezoidal portion 521. Thus, the pull arm assembly 53 can more stably and reliably connect the first mounting member 51 and the second mounting member 52 together, and the vertical supporting member 54 and the vertical accommodating member 55 can better perform supporting and damping functions. In addition, it should be noted that "inner" described herein refers to a side close to the track beam 100, and "outer" refers to a side far from the track beam 100.
As shown in fig. 3 and 5, the first mounting part 51 may further include an extending part 512, the extending part 512 is located on one side of the rectangular part 511 in the longitudinal direction Y (for example, the extending part 512 and the rectangular part 511 are located on two sides of the dotted line on the first mounting part 51 shown in fig. 3), an outer end of the longitudinal pull arm 532 is connected to one end of the extending part 512 far away from the rectangular part 511, and an inner end of the longitudinal pull arm 532 is connected to the isosceles trapezoid part 521. Thereby, it is possible to simply and effectively ensure that the two ends of the longitudinal pull arm 532 are spaced apart in the longitudinal direction Y to provide at least a longitudinal pulling force between the first mounting member 51 and the second mounting member 52 to control the longitudinal movement posture of the vertical suspension device 5.
In some embodiments of the present invention, the two ends of the longitudinal pull arm 532 may also be spaced apart in the vertical direction Z. Thus, the longitudinal pull arm 532 can also provide a vertical pulling force between the first mounting part 51 and the second mounting part 52, and control the vertical movement posture of the vertical suspension device 5. For example, in the example shown in fig. 3 and 5, the vertical coordinate of the outer end of the longitudinal pull arm 532 (i.e., the end connected to the first mounting member 51) is greater than the vertical coordinate of the inner end of the longitudinal pull arm 532 (i.e., the end connected to the second mounting member 52), or the height of the outer end of the longitudinal pull arm 532 is greater than the height of the inner end of the longitudinal pull arm 532.
In one specific example of the invention, the second mounting 52 is connected to the first mounting 51 by a pull arm assembly 53 on the one hand and indirectly to the frame 1 and movable relative to the frame 1 by a steering joint 6 described later on the other hand. Thus, by providing the knuckle 6, reliable movement between the frame 1 and the vertical suspension 5 is possible, so that the vertical suspension 5 can more effectively damp vibrations transmitted from the bogie 300 to the vehicle body 200. Further, the first mounting member 51 may be directly fixed to the vehicle body 200 to be stationary relative to the vehicle body 200, so that the vertical suspension 5 may be more simply and reliably attached to the vehicle body 200.
In some embodiments of the present invention, as shown in fig. 2 and 6, the bogie 300 may further include a steering knuckle 6, and the steering knuckle 6 may include: the supporting frame 61 comprises a first part 611 and a second part 612 which is located on the outer side of the first part 611 in the transverse direction X, namely, the first part 611 and the second part 612 can be fixedly connected or are an integral structural member. The cross pin 63 includes a second pin 631 and a third pin 632 that are perpendicular to each other, that is, the axis of the second pin 631 is perpendicular to the axis of the third pin 632, and the second pin 631 passes through the third pin 632, or the third pin 632 passes through the second pin 631.
As shown in fig. 2 and 6, the first pin 62 extends through the first portion 611 in the vertical direction Z, and the first pin 62 is pivotally connected to the frame 1 so that the first portion 611 is rotatable relative to the frame 1 about the axis of the first pin 62. The second pin 631 extends through the second portion 612 in the vertical direction Z, the third pin 632 extends in the longitudinal direction Y and is pivotally connected to the second mounting member 52, the second portion 612 is pivotally connected to the second mounting member 52 by the third pin 632, such that the second portion 612 is rotatable relative to the second mounting member 52 about the axis of the second pin 631, and the second portion 612 is rotatable relative to the second mounting member 52 about the axis of the third pin 632.
Thus, the vertical suspension 5 is connected to the frame 1 through the knuckle 6 having the above-described structure, so that the vertical suspension 5 can have more flexible following ability for the frame 1. For example, when the frame 1 turns along the track beam 100, the frame 1 can drive the vertical suspension device 5 to turn more flexibly through the steering joint 6, so that the vertical suspension device 5 can easily drive the vehicle body 200 to turn, thereby reducing the impact and vibration of the vehicle body 200 during turning and improving the running stability and riding comfort of the vehicle body 200.
Next, the mounting of the guide wheels 3 and the stabilizing wheels 4 according to some embodiments of the invention is described.
In some embodiments of the invention, as shown in fig. 2 and 7, the bogie 300 may further comprise a transverse suspension device 7, at least one of the stabilizing wheels 4 and the guide wheels 3 being mounted on the frame 1 via the transverse suspension device 7, i.e. only the stabilizing wheels 4 may be mounted on the frame 1 via the transverse suspension device 7, only the guide wheels 3 may be mounted on the frame 1 via the transverse suspension device 7, or both the guide wheels 3 and the stabilizing wheels 4 may be mounted on the frame 1 via the transverse suspension device 7.
As shown in fig. 2 and 7, the lateral suspension device 7 may include: a mounting seat 71, a connecting rod assembly 72, a transverse preload member 73 and a transverse adaptor member 74. Wherein at least one of the stabilizer wheels 4 and the guide wheels 3 is mounted on the mounting seat 71, the link assembly 72 includes a plurality of links 720, both ends of each link 720 are respectively connected with the mounting seat 71 and the frame 1, i.e., one end of each link 720 is connected with the mounting seat 71 and the other end is connected with the frame 1, so that the mounting seat 71 is connected with the frame 1, thereby allowing the guide wheels 3 and/or the stabilizer wheels 4 mounted on the mounting seat 71 to be indirectly mounted on the frame 1.
As shown in fig. 2 and 7, the transverse preload member 73 is connected between the mounting seat 71 and the frame 1 and provides at least a transverse preload, that is, one end of the transverse preload member 73 is connected to the frame 1 of the bogie 300, and the other end of the transverse preload member 73 is connected to the mounting seat 71 to provide the mounting seat 71 with a preload in the transverse direction X or a preload having a transverse component. Thereby, the frame 1 can provide lateral pretension to the stabilizing wheels 4 and/or guide wheels 3 mounted on the mounting 71 by means of the lateral pretension members 73, so that the stabilizing wheels 4 and/or guide wheels 3 have a required clamping force, so that the stabilizing wheels 4 and/or guide wheels 3 on both sides of the track beam 100 can make good contact with the side 1002 of the track beam 100 in normal conditions.
As shown in fig. 2 and 7, the lateral accommodator 74 is connected between the mount 71 and the frame 1 and provides at least lateral accommodations. That is, one end of the lateral adaptive member 74 is connected to the frame 1 of the bogie 300, and the other end of the lateral adaptive member 74 is connected to the mount 71 to provide the mount 71 with an adaptive force in the lateral direction X or an adaptive force having a lateral component force.
Therefore, the vibration impact caused by the factors such as unevenness from the side surface 1002 of the track beam 100 to the guide wheels 3 and/or the stabilizing wheels 4 can be attenuated by the lateral adaptive force, so that the adaptive condition of the guide wheels 3 and/or the stabilizing wheels 4 to the side surface 1002 of the track beam 100 can be improved, and the running stability and the riding comfort of the vehicle body 200 can be improved. In addition, by arranging the transverse adapting piece 74, the good contact of the guide wheels 3 and/or the stabilizing wheels 4 on the two sides of the track beam 100 to the corresponding side surfaces 1002 of the track beam 100 can be improved to a certain extent, so that the vehicle body 200 runs in the middle as much as possible, and the running deviation and the rolling problem of the vehicle body 200 are improved.
As shown in fig. 2 and 7, the lateral compliance member 74 is spaced apart at both ends in both the lateral direction X and the longitudinal direction Y to provide both lateral and longitudinal compliance. That is, the ends of the lateral compliance member 74 are spaced apart in the lateral direction X on the one hand to provide a compliance force having a lateral component force, and the ends of the lateral compliance member 74 are spaced apart in the longitudinal direction Y on the other hand to provide a compliance force having a longitudinal component force. Therefore, the transverse adapting piece 74 can provide transverse adaptability and longitudinal adaptability, so that the transverse adapting piece 74 can provide effective adaptability no matter the vehicle body 200 runs on a straight road section or a curved road section, the vehicle body 200 can run stably, and the riding comfort of a user is improved.
Further, it is to be noted that the connection of the two ends of each link 720 to the mount 71 and the frame 1 may be fixed or movable, such as the pivotal connection shown in fig. 7, so as to more effectively damp the vibration transmitted from the bogie 300 to the vehicle body 200. In addition, as shown in fig. 7, one end of the transverse preload member 73 can be fixedly connected with the mounting seat 71, and the other end of the transverse preload member 73 can be fixedly connected with the frame 1 through the second base 77, so as to perform an effective pre-tightening function. One end of the lateral adapting member 74 can be pivotally connected to the mounting base 71 and the other end of the lateral adapting member 74 can be pivotally connected to the frame 1, thereby providing an effective vibration damping effect.
Specifically, the type of the lateral adaptor 74 according to the embodiment of the present invention is not limited, and may be, for example, a damping non-adjustable type shock absorber, a damping adjustable type shock absorber, an actuator, or the like.
For example, in some embodiments of the present invention, when the lateral adaptor 74 is a damping non-adjustable shock absorber, the damping of the lateral adaptor 74 can be reasonably matched according to the general operating conditions of the vehicle body 200, the general road conditions of the side 1002 of the track beam 100, and other information. Therefore, under normal conditions, the lateral adaptive member 74 can effectively damp the vibration impact of the side 1002 of the track beam 100 to the guide wheels 3 and/or the stabilizing wheels 4, or the lateral adaptive member 74 can quickly, stably and effectively damp the lateral vibration transmitted from the side 1002 of the track beam 100 to the bogie 300, thereby improving the driving smoothness and the riding comfort of the vehicle body 200.
For example, in some embodiments of the present invention, when the lateral adaptive member 74 is a damping adjustable type shock absorber, the damping of the lateral adaptive member 74 can be adjusted in real time according to the information of the actual running condition of the vehicle body 200, the actual road condition of the side 1002 of the track beam 100, and the like, so as to adjust the lateral adaptive force provided by the lateral adaptive member 74 to the guide wheels 3 and/or the stabilizing wheels 4. Therefore, the transverse adapting piece 74 can effectively damp the vibration transmitted from the side 1002 of the track beam 100 according to the actual situation, and the running stability and the riding comfort of the vehicle body 200 are improved. In addition, the lateral adapting member 74 can make the vehicle body 200 pass through the curve road more smoothly according to the actual driving condition of the vehicle body 200, and make the vehicle body 200 run in the middle, thereby improving the deviation and roll problems of the vehicle body 200.
When the lateral adaptor 74 is a damping adjustable shock absorber, the bogie 300 may further include: and a lateral vibration detecting device 75 for detecting vibration of the vehicle body 200. Therefore, the damping of the transverse adaptive member 74 can be adjusted in real time according to the information detected by the transverse vibration detecting device 75, so that the real-time vibration condition of the vehicle body 200 can be simply and effectively adapted, and the running stability and the riding comfort of the vehicle body 200 are improved.
Furthermore, it is understood that when the bogie 300 does not include the lateral vibration detecting device 75, as the damping adjustable shock absorber of the lateral adaptive member 74, the damping can be adjusted in real time according to the information fed back by other detecting, monitoring, collecting devices and the like of the vehicle body 200 itself, so as to improve the running stability and riding comfort of the vehicle body 200.
For example, in a specific example of the present invention, as shown in fig. 8, the lateral vibration detecting device 75 is a lateral vibration acceleration sensor, the lateral adaptive member 74 is a magnetorheological damper, and the control current of the lateral adaptive member 74 is controlled by the central control unit of the vehicle body 200, and the central control unit can analyze the vibration condition of the vehicle body 200 in the lateral direction X according to the data detected by the lateral vibration acceleration sensor, so as to control the input current intensity of the magnetorheological damper serving as the lateral adaptive member 74 in real time, thereby adjusting the damping magnitude of the magnetorheological damper serving as the lateral adaptive member 74, and further better damping the vibration from the side 1002 of the track beam 100.
For example, in some embodiments of the present invention, when the lateral adaptive member 74 is an actuator, the lateral adaptive force provided by the lateral adaptive member 74 to the guide wheels 3 and/or the stabilizing wheels 4 can be adjusted by providing an appropriate active actuation force to the guide wheels 3 and/or the stabilizing wheels 4 through the actuator as the lateral adaptive member 74 according to information such as the actual running condition of the vehicle body 200 and the actual road condition of the side 1002 of the track beam 100. Therefore, the transverse adapting piece 74 can effectively damp the vibration transmitted from the side 1002 of the track beam 100 according to the actual situation, and the running stability and the riding comfort of the vehicle body 200 are improved. In addition, the lateral adapting member 74 can make the vehicle body 200 pass through the curve road more smoothly according to the actual driving condition of the vehicle body 200, and make the vehicle body 200 run in the middle, thereby improving the deviation and roll problems of the vehicle body 200.
As shown in fig. 8, when the lateral accommodator 74 is an actuator, the bogie 300 may further include: and the track beam detection device 76 is used for detecting the information of the side 1002 of the track beam 100. Therefore, the active actuating force provided by the transverse adapting piece 74 for the guide wheels 3 and/or the stabilizing wheels 4 can be changed according to the information detected by the track beam detecting device 76, so that different road conditions of the side 1002 of the track beam 100 can be simply and effectively adapted, and the driving stability and the riding comfort of the vehicle body 200 are improved.
In addition, it is understood that when the bogie 300 does not include the track beam detection device 76, as the actuator of the transverse adaptive member 74, the main actuating force can be changed in real time according to the information fed back by other detection, monitoring, acquisition devices and the like of the vehicle body 200 itself, so as to improve the running stability and riding comfort of the vehicle body 200.
For example, in one embodiment of the present invention, the lateral adaptive member 74 is a permanent magnetic dc linear actuator, and the track beam detection device 76 is an ultrasonic sensor that can monitor information on the side 1002 of the track beam 100 in front of the lateral suspension device 7 in real time. When the vehicle body 200 runs along a straight section (i.e. a section where the running surface 1001 of the track beam 100 extends along a straight line), the track beam detection device 76 feeds back the acquired information of the side 1002 of the track beam 100 to the central control unit of the vehicle body 200, the central control unit analyzes the current conditions (such as distance condition and leveling condition) of the side 1002 of the track beam 100 according to the signals acquired by the track beam detection device 76, actively adjusts the action of the permanent magnetic direct current linear actuator serving as the transverse adapting piece 74, drives the guide wheels 3 and/or the stabilizing wheels 4 to actively move, and actively reduces the impact vibration of the unevenness of the side 1002 of the track beam 100 on the bogie 300.
When the vehicle body 200 travels along a curve section (i.e. a section where the running surface 1001 of the track beam 100 extends along a curve), the central control unit of the vehicle body 200 recognizes that the vehicle body 200 is in a curve traveling state, and at this time, the central control unit can actively adjust the operation of the permanent magnetic direct current linear actuator as the transverse adaptive member 74 according to information such as the current traveling speed, the load condition, and the curvature radius of the curve, so as to match reasonable actuation power, thereby ensuring that the guide wheels 3 and/or the stabilizing wheels 4 on both sides of the track beam 100 can be in good contact with the side 1002 of the track beam 100 under the driving of the permanent magnetic direct current linear actuator as the transverse adaptive member 74, so that the vehicle body 200 can more smoothly pass through the curve section, and improving the roll problem of the vehicle body 200.
In addition, during the running of the vehicle body 200, the central control unit of the vehicle body 200 may further analyze the distance difference between the lateral suspension devices 7 on the left and right sides and the lateral surface 1002 of the track beam 100 in real time according to the information detected by the track beam detection device 76, and when the analyzed distance difference exceeds a set threshold, determine that the vehicle body 200 is in a deviation state, at this time, the central control unit of the vehicle body 200 may adjust the position of the vehicle body 200 in time by controlling the actions of the actuators serving as the lateral adaptive members 74, so that the vehicle body 200 is restored to the central position of the running surface 1001 of the track beam 100 and runs centrally.
Of course, the present invention is not limited thereto, for example, when the lateral adaptive member 74 is a magnetorheological damper, the bogie 300 may also include the track beam detection device 76, such as an ultrasonic sensor, and in this case, the adaptive force adjusting method of the lateral adaptive member 74 may refer to the adaptive force adjusting method of the lateral adaptive member 74 which is a permanent magnetic direct current linear actuator. For another example, when the lateral adaptive member 74 is a permanent magnet direct current linear actuator, the bogie 300 may include the lateral vibration detecting device 75, such as a lateral vibration acceleration sensor, and in this case, the adaptive force adjusting method of the lateral adaptive member 74 may refer to the adaptive force adjusting method of the lateral adaptive member 74 as a magnetorheological damper.
In some specific examples of the present invention, as shown in fig. 7, the lateral preload member 73 may be a coil spring, whereby the lateral preload member 73 can exert the preload efficiently and the cost of the lateral preload member 73 is low. Of course, the type of the transversal preload member 73 is not limited thereto, for example, the transversal preload member 73 may also be a rubber spring, an air spring, etc., and will not be described herein.
As shown in fig. 7, when the transverse preload member 73 is a coil spring, the transverse adaptive member 74 can be inserted into the coil spring, that is, the transverse adaptive member 74 passes through a cavity of the coil spring, or the coil spring is sleeved outside the transverse adaptive member 74, so that the space can be saved and the structural compactness of the transverse suspension device 7 can be improved. Furthermore, the lateral pretensioning member 73 and the lateral adaptation member 74 are brought closer to each other in the position of application between the frame 1 and the guide wheels 3 and/or the stabilizing wheels 4, so that pretensioning and damping of lateral vibrations can be provided more effectively.
In some embodiments of the present invention, as shown in FIG. 7, the linkage assembly 72 may include: a first link 721 and a second link 722 spaced apart in the vertical direction Z, the ends of the first link 721 being spaced apart in the longitudinal direction Y to provide at least longitudinal tension, and the ends of the second link 722 being spaced apart in the longitudinal direction Y to provide at least longitudinal tension. That is, the first link 721 is located above or below the second link 722, and both ends of the first link 721 are spaced apart in the longitudinal direction Y and one end is connected (e.g., pivotally connected) to the mount 71 and the other end is connected (e.g., pivotally connected) to the frame 1. The second link 722 is also spaced apart in the longitudinal direction Y at its two ends and is connected (e.g., pivotally connected) at one end to the mounting base 71 and at the other end to the frame 1. Thus, by providing the first link 721 and the second link 722, it is possible to simply and reliably connect the mount 71 and the frame 1 together, and to control the moving postures of the lateral suspension device 7, such as the vertical moving posture and the lateral moving posture, by the first link 721 and the second link 722, improving the running smoothness of the vehicle body 200.
In some embodiments of the present invention, as shown in FIG. 7, the first link 721 is located above the second link 722, and the cross pretensioner 73 and the cross adaptive member 74 are both located between the first link 721 and the second link 722. That is, at least one first link 721 is disposed above the transversal preload member 73 and the transversal adaptive member 74, and at least one second link 722 is disposed below the transversal preload member 73 and the transversal adaptive member 74. Thereby, the link assembly 72 can connect the mounting seat 71 and the frame 1 more stably and reliably, and the transverse tightening member 73 and the transverse adaptive member 74 can exert the pre-tightening effect and the vibration damping effect better.
In some embodiments of the present invention, as shown in fig. 7, the first link 721 is plural and is spaced apart in the lateral direction X, and the second link 722 is plural and is spaced apart in the lateral direction X. Thus, by providing the plurality of first links 721 and the plurality of second links 722, the moving postures of the lateral suspension device 7, such as the vertical moving posture and the lateral moving posture, can be better controlled, and the running stability of the vehicle body 200 is improved.
For example, in the specific example shown in fig. 4 and 7, the mounting base 71 may include a rectangular solid portion 711 having a vertical direction Z in a longitudinal direction, the rectangular solid portion 711 may be connected to one first link 721 at each of both sides of an upper end thereof, and the rectangular solid portion 711 may be connected to one second link 722 at each of both sides of a lower end thereof. Therefore, the mounting seat 71 is simple in structure, convenient to process and convenient to mount the connecting rod assembly 72.
For example, in the specific example shown in fig. 4 and 7, the mount 71 further includes an ear portion 712, the ear portion 712 is provided on the lateral X side of the rectangular parallelepiped portion 711 (e.g., on the inner side of the lateral X shown in fig. 4), and one end of the lateral preload member 73 and one end of the lateral accommodating member 74 are both mounted to the ear portion 712. Thereby, it is simply and effectively ensured that the laterally adapted member 74 is located between the first link 721 and the second link 722, and it is facilitated to achieve that both ends of the laterally adapted member 74 are spaced apart in the lateral direction X.
In addition, when both ends of the lateral direction adapting member 74 are also spaced apart in the lateral direction X, the hanging portion 122 for mounting the "other end of the lateral direction preload member 73 and the other end of the lateral direction adapting member 74" on the frame 1 may be provided diagonally to the ear portion 712, for example, in the specific example shown in fig. 4 and 7, when the ear portion 712 is provided on the inside in the lateral direction X of the rectangular parallelepiped portion 711, the hanging portion 122 may be provided correspondingly to the outside in the lateral direction X of the rectangular parallelepiped portion 711, so that it is possible to simply and effectively secure the diagonal position of the hanging portion 122 to the ear portion 712. In addition, it should be noted that "inner" described herein refers to a side close to the track beam 100, and "outer" refers to a side far from the track beam 100.
In some embodiments of the present invention, the upper end of the mounting seat 71 has a first rotating shaft 713, the lower end of the mounting seat 71 has a second rotating shaft 714, the guide wheel 3 is mounted on the first rotating shaft 713, and the stabilizing wheel 4 is mounted on the second rotating shaft 714. Therefore, the transverse suspension device 7 can have the function of installing the guide wheels 3 and the stabilizing wheels 4, the structure of the bogie 300 is more compact and small, and the adaptability of the stabilizing wheels 4 and the guide wheels 3 to the side 1002 of the track beam 100 can be improved.
It should be noted that the bogie 300 according to the embodiment of the present invention may be used in a state of being upright as shown in fig. 2 when the vehicle body 200 straddles over the rail beam 100, and the bogie 300 according to the embodiment of the present invention may be used in a state of being inverted (i.e., the bogie 300 shown in fig. 2 is rotated 180 ° about the X-axis) when the vehicle body 200 is suspended under the rail beam 100.
In the following, a framework 1 according to some embodiments of the invention is described.
In some embodiments of the invention, as shown in fig. 8, the framework 1 may comprise: the traveling wheel 2 is mounted on the first frame portion 11, the second frame portion 12 and the third frame portion 13, the first frame portion 11 extends in a transverse direction X (an extending line can be a straight line, a broken line, a curved line and the like) and is used for mounting the traveling wheel 2, the second frame portion 12 is located below the first frame portion 11 and extends in a longitudinal direction Y (the extending line can be a straight line, a broken line, a curved line and the like), the second frame portions 12 are spaced apart in the transverse direction X, two transverse suspension devices 7 are respectively arranged at two ends of the longitudinal direction Y of each second frame portion 12, the third frame portion 13 extends in a vertical direction Z (the extending line can be a straight line, a broken line, a curved line and the like), and two ends of the transverse direction X of the first frame portion 11 are respectively connected with one second. Therefore, the framework 1 is simple in structure, convenient to process, compact in structure and small and exquisite.
For example, in the embodiment shown in fig. 8, the first frame part 11 may be provided with a bearing portion 111 at a widthwise X-center position, the bearing portion 111 being rotatable with respect to the first frame part 11, and the running wheels 2 being mounted on the bearing portion 111 so as to be rotatable with respect to the first frame part 11, thereby ensuring normal operation of the running wheels 2. A support portion 131 may be provided on the outer side of the vertical Z center position of the third frame portion 13, and the first pin 62 of the knuckle 6 may be pivotally mounted to the support portion 131, so that the knuckle 6 is pivotally connected to the frame 1, and the vertical suspension 5 mounted to the vehicle body 200 may be further mounted to the third frame portion 13 via the knuckle 6. The second frame portion 12 is provided at both longitudinal ends Y thereof with a bracket portion 121 and a hanging portion 122, one end of each link 720 of the transverse suspension device 7 is pivotally connected to the bracket portion 121, one end of the transverse adaptive member 74 is pivotally connected to the hanging portion 122, and one end of the transverse preload member 73 is fixed to the hanging portion 122, thereby achieving the connection of the transverse suspension device 7 to the frame 1.
It is to be noted that in the description of the present specification, various embodiments or examples and features of various embodiments or examples described in the specification may be combined and combined by those skilled in the art without contradiction. For example, a bogie 300 according to one embodiment of the invention may include any of the embodiments described above: at least one of the framework 1, the vertical suspension 5 and the transverse suspension 7. For example, several specific embodiments of the bogie 300 will be given below, but the present invention is not limited thereto.
Example one
The bogie 300 of the first embodiment employs a passive multi-link suspension system, and as shown in fig. 2, the bogie 300 may include: the device comprises a framework 1, two walking wheels 2, four guide wheels 3, four stabilizing wheels 4, a vertical suspension device 5, a steering joint 6 and a transverse suspension device 7. Two walking wheels 2, four guide wheels 3, four stabilizing wheels 4, a vertical suspension device 5, a steering joint 6 and a transverse suspension device 7 are directly or indirectly arranged on the framework 1.
As shown in fig. 2, the running wheels 2 are coupled to the frame 1 to support the vehicle body 200 to provide driving force required for the operation of the vehicle body 200, and a braking device may be coupled to the frame 1 to provide braking force required for the operation of the vehicle body 200. As shown in fig. 8, the frame 1 includes a first frame part 11, a second frame part 12 and a third frame part 13, the first frame part 11, the second frame part 12 and the third frame part 13 are fixedly connected or integrally formed to be relatively stationary, the first frame part 11 is provided with a bearing part 111 for mounting the running wheel 2, and the bearing part 111 is rotatable relative to the first frame part 11, so that the bearing part 111 is also rotatable relative to the second frame part 12 and the third frame part 13, thereby ensuring the normal operation of the running wheel 2. The second frame part 12 is used for mounting the transverse suspension unit 7. The third frame part 13 is used for mounting the vertical suspension 5.
As shown in fig. 2, the vertical suspension 5 connects the frame 1 and the vehicle body 200, and damps vertical vibration of the vehicle body 200 from the rail beam 100 during operation, thereby improving the ride comfort of the vehicle body 200. Vertical linkage 5 links firmly with automobile body 200, and vertical linkage 5 links to each other through turning to joint 6 with framework 1, turns to joint 6 and connects between vertical linkage 5 and framework 1 promptly to when automobile body 200 turned, when automobile body 200 traveled the bending section of track roof beam 100 promptly, leading wheel 3 drove framework 1 and rotates relative automobile body 200 together, and automobile body 200 can follow framework 1 through vertical linkage 5 and turning to joint 6 and turn smoothly together.
As shown in fig. 3 and 5, the vertical suspension device 5 includes a first mounting member 51, a second mounting member 52, a pull arm assembly 53, a vertical support member 54, and a vertical adaptor 55, wherein the vertical adaptor 55 is a damping non-adjustable shock absorber, the vertical support member 54 is a coil spring, the pull arm assembly 53 includes a transverse pull arm 531 and a longitudinal pull arm 532, and the transverse pull arm 531 includes a first pull arm 5311 and a second pull arm 5312. The first mounting part 51 is fixedly connected with the vehicle body 200, and the vertical adapting piece 55 can effectively damp the vibration from the running surface 1001 of the track beam 100 through reasonable damping. The vertical supports 54 function to support the vehicle body 200. The pull arm assembly 53 forms a linkage of the vertical suspension 5, the first pull arm 5311 and the second pull arm 5312 control a vertical movement posture of the vertical suspension 5, and the longitudinal pull arm 532 controls a longitudinal movement state of the vertical suspension 5. The second mounting 52 is connected on the one hand to the first mounting 51 via a pull arm assembly 53 and on the other hand to the steering knuckle 6 for connection to the frame 1 via the steering knuckle 6.
As shown in fig. 6, the knuckle 6 includes a support frame 61, a first pin 62 and a cross pin 63, wherein the cross pin 63 connects the support frame 61 with the second mounting part 52 of the vertical suspension device 5, and the first pin 62 connects the support frame 61 with the frame 1, so that the knuckle 6 can connect the vertical suspension device 5 with the frame 1, so that reliable movement between the frame 1 and the vertical suspension device 5 can be performed.
As shown in fig. 2, the guide wheels 3 provide a guiding force for the vehicle body 200 during turning, the stabilizing wheels 4 provide a stabilizing force for the vehicle body 200 during running, and the guide wheels 3 and the stabilizing wheels 4 are integrated together to play a role of guiding and stabilizing. The guide wheels 3 and the stabilizing wheels 4 are mounted on a transverse suspension 7, the transverse suspension 7 being connected to the frame 1, the transverse suspension 7 serving to damp vibrational shocks from the side 1002 of the track beam 100 while supporting the guide wheels 3 and stabilizing wheels 4.
As shown in fig. 7, the lateral suspension device 7 may include a mounting base 71, a linkage assembly 72, a lateral preload member 73, and a lateral adaptor member 74. Wherein the lateral preload member 73 may be a coil spring, the lateral compliance member 74 may be a damping non-adjustable shock absorber, and the linkage assembly 72 may include a first link 721 and a second link 722. The mounting seat 71 is connected with the guide wheels 3 and the stabilizing wheels 4, the transverse pre-tightening piece 73 provides clamping force required by the guide wheels 3 and the stabilizing wheels 4, the transverse adapting piece 74 can quickly and stably attenuate transverse vibration transmitted from the side 1002 of the track beam 100 to the bogie 300 by matching proper damping magnitude, the first connecting rod 721 and the second connecting rod 722 form a rod system of the transverse suspension device 7, the movement form of the transverse suspension device 7 can be controlled, and smooth operation of the vehicle body 200 is guaranteed.
Thus, according to the bogie 300 of the first embodiment, the passive multi-link suspension is adopted, and the interaction between the plurality of links in the linkage of the lateral suspension device 7 and the interaction between the plurality of draw arms in the linkage of the vertical suspension device 5 can provide a plurality of different directions of control to the wheels, so that the wheels can move according to the designed track. It has the following advantages: the bogie 300 can greatly reduce the reaction force from the track beam 100, ensure the stability of the straight running of the vehicle body 200, improve the comfort and the smoothness of the vehicle body 200 during braking and acceleration, and improve the running stability of the vehicle body 200 through the reasonable design of the transverse suspension device 7 and the vertical suspension device 5.
Example two
The bogie 300 of the second embodiment employs a semi-active multi-link suspension system. Specifically, the structure of the bogie 300 of the second embodiment is substantially the same as that of the first embodiment, and the difference is mainly that the second embodiment is improved in the selection of the vertical adaptor 55 and the lateral adaptor 74, and is additionally provided with the vertical vibration detection device 56 and the lateral vibration detection device 75, on the basis of the first embodiment. The specific description is as follows:
in the second embodiment, the vertical adaptive part 55 is a magnetorheological damper, the vertical vibration detecting device 56 is a vertical vibration acceleration sensor, the control current of the vertical adaptive part 55 is controlled by the central control unit of the vehicle body 200, and the central control unit of the vehicle body 200 can analyze the current vibration condition of the vehicle body 200 according to the data detected by the vertical vibration detecting device 56, control the input current intensity of the vertical adaptive part 55 in real time, control the damping magnitude of the vertical adaptive part 55, and effectively attenuate the vibration from the running surface 1001 of the track beam 100.
In the second embodiment, the lateral adaptive member 74 is a magnetorheological damper, the lateral vibration detecting device 75 is a lateral vibration acceleration sensor, the control current of the lateral adaptive member 74 is controlled by the central control unit of the vehicle body 200, the central control unit of the vehicle body 200 can analyze the current vibration condition of the vehicle body 200 according to the data measured by the lateral vibration detecting device 75, control the input current intensity of the lateral adaptive member 74 in real time, control the damping magnitude of the lateral adaptive member 74, effectively damp the vibration from the side 1002 of the track beam 100,
therefore, according to the bogie 300 of the second embodiment, the type selection of the vertical adaptive member 55 and the horizontal adaptive member 74 is improved on the basis of the first embodiment, so that the passive multi-link suspension system is improved to be a semi-active multi-link suspension system, and the riding comfort of the vehicle body 200 can be greatly improved by combining the semi-active control system. When the vehicle runs on a straight line section, according to the feedback result of the vibration acceleration signal, the control currents of the vertical adaptive piece 55 and the horizontal adaptive piece 74 are actively controlled through the central control unit of the vehicle body 200, so that the damping of the vertical adaptive piece 55 and the horizontal adaptive piece 74 is always kept in the optimal damping state; when the vehicle runs on a curve road section, the damping of the vertical adaptive piece 55 and the horizontal adaptive piece 74 can be actively controlled according to the form of the curve, so that the anti-roll stability of the vehicle body 200 is improved, and the driving maneuverability of the vehicle body 200 and the riding comfort of passengers are improved.
EXAMPLE III
The bogie 300 of the third embodiment employs a fully active multi-link suspension system. Specifically, the structure of the bogie 300 of the third embodiment is substantially the same as that of the second embodiment, and the difference is mainly that the third embodiment improves the model selection of the lateral adaptor 74, eliminates the vertical vibration detection device 56, and adds the track beam detection device 76 on the basis of the second embodiment. The specific description is as follows:
in the third embodiment, the lateral adaptive member 74 is a magnetic linear direct current actuator, and the lateral adaptive member 74 is used for providing the active actuation power for the guide wheels 3 and the stabilizing wheels 4. The track beam detection device 76 is an ultrasonic sensor, is installed on the frame 1 of the bogie 300, and can monitor information on the side 1002 of the track beam 100 in front of the guide wheels 3 and the stabilizing wheels 4 in real time. When the vehicle runs on a straight line section, the central control unit of the vehicle body 200 actively adjusts the action of the transverse adapting piece 74 according to the information of the side 1002 of the track beam 100 acquired by the track beam detection device 76, drives the guide wheels 3 and the stabilizing wheels 4 to actively move, and actively reduces the impact vibration of the unevenness of the side 1002 of the track beam 100 on the bogie 300; when the vehicle body 200 is recognized to be in curve driving, the four guide wheels 3 and the stabilizing wheels 4 are ensured to have good contact with the side 1002 of the track beam 100 under the driving of the transverse adapting piece 74. Moreover, the lateral adaptation member 74 is adapted to a reasonable actuation force according to the current vehicle speed, load conditions and curvature radius of the curve, so that the vehicle body 200 can more smoothly pass through the curve of the curve. In addition, in the running process, the central control unit of the vehicle body 200 can also analyze the difference value between the distance between the left side and the distance between the right side of the framework 1 and the side 1002 of the track beam 100 in real time, a reasonable threshold value is set for the difference value, when the difference value exceeds the threshold value, the vehicle body 200 is in a deviation state, and the position of the vehicle body 200 can be adjusted in time by controlling the action of the transverse adaptive piece 74.
Thus, according to the bogie 300 of the third embodiment, the semi-active multi-link suspension system is improved to the fully-active multi-link suspension system by improving the type selection of the lateral adaptive member 74 on the basis of the second embodiment, and the ride comfort of the vehicle body 200 can be greatly improved by combining the fully-active control system. During straight running, the vibration of the running surface 1001 of the track beam 100 and the vibration of the side 1002 of the track beam 100 can be absorbed by controlling the operation of the bogie 300; during traveling on a curve, the roll rigidity of the vehicle body 200 can be increased by controlling the operation of the bogie 300, the roll of the vehicle body 200 can be reduced, and the ride comfort of the entire vehicle body 200 can be improved.
Further, it is understood that the vehicle body 200 may have a GPS device, a vehicle speed detection device, an image pickup device, a weight detection device, etc. thereon, and the central control unit of the vehicle body 200 stores information of the track beam 100, so that the central control unit can recognize that the vehicle body 200 is in a curve traveling state, and can know a traveling speed of the vehicle body 200, a current curve radius of curvature, etc. In addition, it should be noted that the number of the stabilizing wheels 4 and the guide wheels 3 according to the embodiment of the present invention can be specifically set according to actual requirements, and is not required here. In addition, the specific selection of the "damping non-adjustable shock absorber" described herein can be various, such as a tube type shock absorber, an air-filled shock absorber, etc.; the specific selection of the "damping adjustable shock absorber" described herein can be various, such as a magnetorheological shock absorber, an electrorheological shock absorber, etc.; as used herein, an "actuator" such as a permanent magnet dc linear actuator, a servo actuator, a hydraulic actuator, a high speed actuator, or the like; the specific selection of the "lateral vibration detection device 75" and "vertical vibration detection device 56" described herein can be various, such as vibration acceleration sensor, electrodynamic vibration sensor, eddy current vibration sensor, inductive vibration sensor, capacitive vibration sensor, piezoelectric acceleration sensor, resistive strain gauge sensor, etc. The specific type of the "rail beam detection device 76" described herein can be various, such as an ultrasonic sensor, an infrared sensor, an image collector, and the like.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims (16)

1. A bogie (300) for a monorail vehicle (1000), the monorail vehicle (1000) further comprising a vehicle body (200), said bogie (300) being mounted to said vehicle body (200) and comprising a frame (1) and running wheels (2), guide wheels (3) and stabilizing wheels (4) provided on said frame (1), characterized in that said bogie (300) further comprises a transverse suspension device (7), said transverse suspension device (7) comprising:
a mounting (71), on which mounting (71) at least one of the stabilizing wheels (4) and the guide wheels (3) is mounted;
the connecting rod assembly (72) comprises a plurality of connecting rods (720), and two ends of each connecting rod (720) are respectively connected with the mounting seat (71) and the framework (1);
the transverse preload piece (73), the transverse preload piece (73) is connected between the mounting seat (71) and the framework (1) and at least provides transverse preload;
a lateral adaptation member (74), said lateral adaptation member (74) being connected between said mounting seat (71) and said frame (1) and providing at least lateral adaptation.
2. The bogie (300) for the monorail vehicle (1000) of claim 1, wherein the transverse adaptation member (74) is a damping non-adjustable shock absorber.
3. The bogie (300) for the monorail vehicle (1000) of claim 1, characterized in that the transverse adaptation member (74) is a damping adjustable shock absorber or actuator.
4. The bogie (300) for the monorail vehicle (1000) of claim 3, wherein the bogie (300) further comprises: a lateral vibration detection device (75) for detecting a lateral vibration of the vehicle body (200); and/or a track beam detection device (76) for detecting information on a side surface (1002) of the track beam (100).
5. The bogie (300) for the monorail vehicle (1000) of claim 1, wherein both ends of the transverse adaptation member (74) are spaced apart in both the transverse direction (X) and the longitudinal direction (Y) to provide both transverse adaptation and longitudinal adaptation.
6. The bogie (300) for the monorail vehicle (1000) of claim 1, characterized in that the transverse preload member (73) is a helical spring through which the transverse adaptation member (74) is threaded.
7. The bogie (300) for the monorail vehicle (1000) of claim 1, wherein the linkage assembly (72) comprises: a first link (721) and a second link (722) spaced apart in the vertical direction (Z), the first link (721) having ends spaced apart in the longitudinal direction (Y) to provide at least longitudinal tension, the second link (722) also having ends spaced apart in the longitudinal direction (Y) to provide at least longitudinal tension.
8. The bogie (300) for monorail vehicles (1000) of claim 7, characterized in that said first link (721) is located above said second link (722), said transverse pretensioner (73) and said transverse adaptor (74) both being located between said first link (721) and said second link (722).
9. The bogie (300) for the monorail vehicle (1000) of claim 7, wherein the mounting seat (71) comprises a rectangular parallelepiped portion (711) with a vertical direction (Z) in the length direction, one first connecting rod (721) is respectively connected to both sides of an upper end transverse direction (X) of the rectangular parallelepiped portion (711), and one second connecting rod (722) is respectively connected to both sides of a lower end transverse direction (X) of the rectangular parallelepiped portion (711).
10. The bogie (300) for the monorail vehicle (1000) of claim 9, wherein the mounting seat (71) further comprises an ear portion (712), the ear portion (712) being provided on the lateral (X) side of the rectangular parallelepiped portion (711), and both an end of the lateral preload member (73) and an end of the lateral adaptor member (74) being mounted to the ear portion (712).
11. The bogie (300) for the monorail vehicle (1000) of claim 7, characterized in that the first connecting rod (721) is plural and is arranged at a distance in the transverse direction (X), and the second connecting rod (722) is plural and is arranged at a distance in the transverse direction (X).
12. The bogie (300) for the monorail vehicle (1000) of claim 1, characterized in that the upper end of the mounting seat (71) has a first rotation shaft (713), the lower end of the mounting seat (71) has a second rotation shaft (714), the guide wheel (3) is mounted to the first rotation shaft (713), and the stabilizing wheel (4) is mounted to the second rotation shaft (714).
13. The bogie (300) for the monorail vehicle (1000) according to any of the claims 1-12, characterized in that the framework (1) comprises:
a first carriage part (11), which first carriage part (11) extends in a transverse direction (X) and is intended for mounting the running wheels (2);
a second shelf portion (12), said second shelf portion (12) being located below said first shelf portion (11) and extending in a longitudinal direction (Y), said second shelf portion (12) being two and spaced apart in a transverse direction (X), one of said transverse suspension means (7) being provided at each longitudinal (Y) end of each said second shelf portion (12);
a third shelf part (13), said third shelf part (13) extending vertically (Z), said first shelf part (11) being connected at both ends in the transverse direction (X) to one of said second shelf parts (12) by one of said third shelf parts (13) respectively.
14. The bogie (300) for the monorail vehicle (1000) of claim 13, wherein the bogie (300) further comprises: turn to joint (6) and vertical linkage (5), vertical linkage (5) pass through turn to joint (6) install in third portion (13), vertical linkage (5) are installed in automobile body (200) and provide vertical holding power and vertical adaptive capacity to automobile body (200).
15. A monorail vehicle (1000) comprising: -a vehicle body (200) and-a bogie (300), said bogie (300) being mounted on said vehicle body (200), said bogie (300) being a bogie (300) for a monorail vehicle (1000) according to any one of claims 1-14.
16. A monorail transit system (2000), comprising: a track beam (100) and a monorail vehicle (1000) as defined in claim 15, said bogie (300) being located between said vehicle body (200) and said track beam (100).
CN201910252338.9A 2019-03-29 2019-03-29 Bogie, monorail vehicle and monorail traffic system Active CN111746579B (en)

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CN113942535A (en) * 2021-11-17 2022-01-18 同济大学 Device for inhibiting torsional mode vibration of railway vehicle body

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CN109484425A (en) * 2018-11-21 2019-03-19 中车长春轨道客车股份有限公司 A kind of single shaft straddle-type monorail bogie

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CN104554326A (en) * 2014-12-25 2015-04-29 太原轨道交通装备有限责任公司 Straddle type single track working vehicle bogie
CN109204364A (en) * 2017-06-30 2019-01-15 比亚迪股份有限公司 Bogie, rail vehicle and Rail Transit System
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