CN112550252B

CN112550252B - Rubber wheel train and brake control system and method thereof

Info

Publication number: CN112550252B
Application number: CN202011407117.3A
Authority: CN
Inventors: 宗清泽; 刘云峰; 吴旦鸣; 李拥军; 王乐雨
Original assignee: CRRC Nanjing Puzhen Co Ltd
Current assignee: CRRC Nanjing Puzhen Co Ltd
Priority date: 2020-12-04
Filing date: 2020-12-04
Publication date: 2022-03-18
Anticipated expiration: 2040-12-04
Also published as: CN112550252A

Abstract

The embodiment of the application provides a rubber-tyred train and a brake control system and method thereof, and relates to braking of the rubber-tyred train. A brake control system for a rubber-tyred train for a trailer bogie, comprising: the hydraulic brake control unit is used for connecting a brake cylinder arranged on a trailer bogie; the brake cylinders are arranged on the trailer bogie and used for respectively applying brake to each wheel on a shaft of the trailer bogie; the hydraulic brake control unit is used for acquiring a brake instruction of the rubber wheel train and load information of a corresponding axle, determining target hydraulic oil pressure of a corresponding brake cylinder according to the brake instruction and the corresponding load information, and respectively controlling wheel braking force on at least one corresponding axle according to the target hydraulic oil pressure. The embodiment of the application is favorable for respectively and accurately determining the target hydraulic oil pressure required by the brake cylinder of the trailer bogie according to the brake command and the actual condition of the rubber wheel train, and then respectively controlling the braking force of the wheels on each axle.

Description

Rubber wheel train and brake control system and method thereof

Technical Field

The application relates to a rubber wheel train braking technology, in particular to a rubber wheel train and a braking control system and method thereof.

Background

The rubber-tyred electric car which adopts rubber wheels as wheels is also called a rubber-tyred train, does not need to build a platform beside a track, has a small turning radius, and can directly lay a line track on the existing road of a city. The rubber wheel train can directly lay a line track on a city road, so that the running environment of the low-floor tramcar is different from that of a subway. The rubber wheel train can run in a commercial area without independent road right, so that the running section of the rubber wheel train is crossed with pedestrians and vehicles. In the case of an emergency of the rubber-tyred train, it is preferable to reduce the speed quickly and smoothly to protect the safety of pedestrians and passengers, and therefore, the rubber-tyred train has a high requirement for speed reduction control. Therefore, how to ensure that the rubber-tyred train can be quickly decelerated and the train is stable becomes an urgent problem to be solved in the industry.

Disclosure of Invention

The embodiment of the application provides a rubber-tyred train and a brake control system and method thereof, which are used for overcoming potential problems in the related art.

The first aspect of the embodiments of this application provides a braking control system of rubber tyer train for trailer bogie includes:

the hydraulic brake control unit is used for being connected with a brake cylinder arranged on the trailer bogie;

a plurality of brake cylinders provided to the trailer bogie for applying brakes to respective wheels on an axle of the trailer bogie;

the hydraulic brake control unit is used for acquiring a brake instruction of the rubber wheel train and load information of a corresponding axle, determining a target hydraulic oil pressure of the corresponding brake cylinder according to the brake instruction and the corresponding load information, and respectively controlling wheel braking force on at least one corresponding axle according to the target hydraulic oil pressure

A second aspect of the embodiments of the present application provides a brake control method for a rubber-tyred train, for a trailer bogie, including:

the hydraulic brake control unit acquires a brake instruction of the rubber wheel train and acquires load information of a corresponding axle on a trailer bogie;

the hydraulic brake control unit determines a target hydraulic oil pressure of the corresponding brake cylinder according to the brake command and the load information so as to respectively control wheel braking force on at least one corresponding axle according to the target hydraulic oil pressure;

the hydraulic brake control unit is connected with a brake cylinder arranged on the trailer bogie; the brake cylinder comprises a plurality of brake cylinders; the plurality of brake cylinders are provided to the trailer bogie and apply brakes to the wheels on the axles of the trailer bogie, respectively.

The third aspect of the embodiments of the present application provides a rubber-tyred train, including:

the two motor trains are positioned at two ends of the rubber wheel train;

at least one intermediate vehicle connected between the two motor vehicles; a trailer bogie is arranged at the joint of the intermediate vehicle and the motor train;

a brake control system according to any preceding claim, connected to the trailer bogie.

The embodiment of the application provides a rubber-tyred train and a brake control system and method thereof, which are used for a trailer bogie, determining target hydraulic oil pressure output to a brake cylinder according to a brake instruction and load information by acquiring vehicle-mounted load information of the trailer bogie, and respectively controlling wheel braking force on at least one corresponding axle according to the target hydraulic oil pressure; so, do benefit to and come the required target hydraulic oil pressure of the required checking cylinder of accurate definite trailer bogie respectively according to the actual conditions of braking instruction and rubber tyer train, then control the brake force of wheel on each axletree respectively, do benefit to the wheel of ensureing this trailer bogie and can accurate and fast speed reduction, and the speed reduction effect tends towards unanimity to ensure that the rubber tyer train can be fast accurate and steadily slow down.

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 diagram of a rubber-tyred train according to an exemplary embodiment;

FIG. 2 is a block diagram of a brake control system provided in an exemplary embodiment;

FIG. 3 is a block diagram of a brake control system provided in accordance with another exemplary embodiment;

FIG. 4 is a flow chart illustrating a braking control method according to an exemplary embodiment;

FIG. 5 is a schematic flow chart diagram of a braking control method provided in another exemplary embodiment;

fig. 6 is a perspective view of a bogie provided in an embodiment of the present application;

FIG. 7 is a top view of a truck provided in an embodiment of the present application;

FIG. 8 is a perspective view of a truck according to an embodiment of the present disclosure in which two frame body hinges are connected;

FIG. 9 is a top view of two frame hinges for a straight line of travel;

FIG. 10 is a top view of two frame hinges as a train passes through a curve;

fig. 11 is an exploded view of the bogie according to the embodiment of the present invention with the frame body connected to the slewing bearing device;

FIG. 12 is a cross-sectional view of a slew bearing in a truck provided in an embodiment of the present application;

FIG. 13 is a cross-sectional view of a slewing bearing device in a bogie according to an embodiment of the present application;

fig. 14 is a first schematic structural view of a revolving support cover plate according to an embodiment of the present disclosure;

fig. 15 is a second schematic structural view of a revolving support cover plate according to an embodiment of the present application;

FIG. 16 is a schematic structural view of a bogie provided with a traction device according to an embodiment of the present invention;

FIG. 17 is a schematic structural diagram of a traction device in a bogie according to an embodiment of the present application;

fig. 18 is a front view of a drawbar in a bogie according to an embodiment of the present application;

fig. 19 is a top view of a drawbar in a bogie according to an embodiment of the present application;

FIG. 20 is a partial end view of a drawbar in a bogie according to an embodiment of the present application;

FIG. 21 is a schematic view of an air spring mounting arrangement according to an embodiment of the present application;

FIG. 22 is a schematic structural diagram of an air spring provided in accordance with an embodiment of the present application;

FIG. 23 is a schematic structural view of a lifting assembly provided in an embodiment of the present application;

FIG. 24 is an exploded view of a steering drive coupled to an axle in a truck provided herein;

FIG. 25 is a schematic view of a clamping mechanism provided herein;

FIG. 26 is a view showing a state in which the chucking device shown in FIG. 25 is used;

FIG. 27 is a schematic view of another embodiment of a clamping mechanism provided herein;

FIG. 28 is a cross-sectional view of FIG. 27;

fig. 29 is a state view of the chucking device shown in fig. 27 in use.

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. Currently, rubber wheel trains appear on the market. Compared with the traditional bus, the rubber wheel train has larger transport capacity. The rubber wheel train has articulated multisection carriage. Rubber-tyred trains typically include railcars at both ends to enable bi-directional operation; at least one intermediate vehicle can be arranged between the two motor trains, and the larger the number of the intermediate vehicles is, the larger the transport capacity of the rubber wheel train is. Wherein, the specific quantity of middle car can be set up according to actual need.

Compared with the traditional subway, light rail, tramcar and the like, the rubber-tyred train has lower capital construction cost. On one hand, the rubber wheel train adopts a digital track guiding mode which takes an electromagnetic mark as a main part and takes visual navigation and satellite navigation as auxiliary parts; the train reads the magnetic nail coding information continuously laid on the road surface through the vehicle-mounted sensor, the position of the train can be accurately positioned in real time, and each wheel is controlled to rotate according to the line trend; the magnetic nail track has low cost, high reliability, no maintenance and no influence of weather environment. On the other hand, the rubber wheel train can be stored and powered by a high-capacity lithium ion super capacitor, and the whole train is provided with the high-capacity lithium ion super capacitor, so that the cruising ability of the train is extremely high and the charging speed is high; therefore, a power supply system does not need to be arranged along the operation line, and the power supply cost is greatly reduced.

For a rubber wheel train, the space under the rubber wheel train is strictly limited due to the lower floor surface, and the air braking system of the traditional railway vehicle cannot meet the requirement of the installation space. Therefore, the hydraulic brake with compact structure and light weight becomes the first choice of the rubber-wheel train braking system. When the rubber-tyred train is in an emergency, the safety of pedestrians and passengers needs to be protected by giving priority to rapid and stable deceleration, so that the requirement of the rubber-tyred train on deceleration control is high. How to ensure that the rubber wheel train can be quickly decelerated and the train is stable becomes a problem to be solved urgently in the industry.

The rubber-tyred train and the brake control system and method thereof according to the present embodiment will be described in detail with reference to the accompanying drawings.

As shown in fig. 1, the rubber-tyred train provided by this embodiment includes: the two motor cars 1 are positioned at two ends of the rubber wheel train; at least one intermediate vehicle 2 connected between the two motor vehicles 1; a trailer bogie 4 is arranged at the joint of the intermediate vehicle 2 and the motor train 1; and the brake control system is connected to the trailer bogie 4 and used for controlling the brake cylinder action of the trailer bogie 4.

The two motor cars 1 are provided with drivers' cabs to facilitate the realization of two-way driving. In a specific implementation, the two motor cars 1 may respectively comprise a driver cab and a passenger compartment for accommodating passengers; the cab and the passenger room can be separated by a partition wall so as to ensure the safe driving of the cab. And the top of the bullet train 1 is provided with equipment such as a super capacitor, an air conditioner and the like.

The number of intermediate cars 2 may be 1, 2, 3, etc. The specific number of the intermediate vehicles 2 is not limited in this embodiment, and can be specifically set according to actual needs. For convenience of description, the present embodiment is not described by taking the number of the intermediate cars as 1 as an example. The top of the intermediate vehicle 2 can be provided with a charging box, an air supply device and the like.

Wherein, the bottom parts of the two motor cars 1 are respectively provided with a power bogie; a trailer bogie 4 (alternatively referred to as a trailer bogie) is provided between the intermediate vehicle 2 and the motor vehicle 1. It can be understood that: in the case of 2 or more than 2 intermediate vehicles 2, a trailer bogie 4 may be provided at the junction of two adjacent intermediate vehicles 2 to transmit the traction force.

As shown in fig. 2, the brake control system 3 includes: hydraulic brake control unit 31 and brake cylinders 33. And the brake cylinders are arranged on the trailer bogie and are used for respectively applying brake to each wheel on the axle of the trailer bogie. And the hydraulic brake control unit 31 is used for connecting a brake cylinder arranged on the trailer bogie. The hydraulic brake control unit 31 is configured to obtain a brake instruction of the rubber wheel train, determine a target hydraulic oil pressure of the corresponding brake cylinder according to the brake instruction and the corresponding load information, and control wheel braking forces on the corresponding at least one axle according to the target hydraulic oil pressure.

Wherein, when the hydraulic brake control unit 31 corresponds to one axle, the hydraulic brake control unit 31 controls the wheel braking force on the axle in accordance with the target hydraulic oil pressure. When the hydraulic brake control unit 31 corresponds to a plurality of axles, the hydraulic brake control unit 31 controls the wheel braking force on each axle in accordance with the target hydraulic oil pressure.

Further, the brake system may further include: and the pressure sensor is used for detecting the load information of the axle on the trailer bogie. The pressure sensor 32 may be provided at the air spring of the trailer bogie. The air spring is usually used as a suspension system and plays a role in vertical vibration reduction. Air springs are typically provided with a vehicle pump; for example, two groups of air springs can be correspondingly arranged on each axle, and the two groups of air springs are symmetrically arranged along the longitudinal center line of the train, so that the stability of the train body can be ensured. Pressure sensors 32 can be respectively arranged at the two groups of air springs. The hydraulic brake control unit may determine the hydraulic braking force based on the detection results of the plurality of pressure sensors 32. For example, in the case of two sets of air springs corresponding to the same axle, the hydraulic brake control unit may determine the hydraulic braking force from the sum of the detection results of the pressure sensors 32 at the two air springs, or from the average of the pressure sensors 32 at the two air springs.

The hydraulic brake control unit 31 may be plural. In some examples, a plurality of hydraulic brake control units 31 are each used in conjunction with a respective trailer truck of a rubber-tyred train. The number of the hydraulic brake control units 31 may be equal to the number of the trailer bogies, that is, the hydraulic brake control units 31 are respectively configured for the trailer bogies, so that the trailer bogies can be independently controlled. At this time, the hydraulic brake control unit may control the wheel braking forces of the two axles on the corresponding trailer bogie, respectively, and the wheel braking forces of the two axles on the trailer bogie may be the same or different.

In other examples, a plurality of hydraulic brake control units 31 are provided for being respectively provided to a plurality of cars; the hydraulic brake unit is used for connecting a brake cylinder of the trailer bogie corresponding to an axle of the hydraulic brake unit and the carriage so as to control the target hydraulic oil pressure output to the brake cylinder.

The hydraulic brake unit is used for connecting a brake cylinder of a trailer bogie, which corresponds to an axle of the hydraulic brake unit and the carriage; in other words, at least two hydraulic brake control units 31 of the plurality of hydraulic brake control units 31 are used for connecting the brake cylinders corresponding to the two axles of the trailer bogie arranged at the bottom of two adjacent carriages respectively, and the hydraulic brake control units 31 are used for connecting the brake cylinders corresponding to the axles of the same carriage.

So, can dispose hydraulic braking control unit 31 respectively for two axletrees in the front and back of the trailer bogie of connecting two adjacent carriages, so, to connecting in the trailer bogie in two adjacent carriages, need not set up the oil circuit across the car, reduced laying the degree of difficulty of hydraulic pressure oil circuit, reduced the fault rate of hydraulic pressure oil circuit, for example reduced the probability of hydraulic pressure oil circuit oil leak, do benefit to and reduce subsequent cost of maintenance.

Further, at least one of the plurality of hydraulic brake control units 31 is used for connecting the brake cylinders corresponding to the two axles, so as to determine the target hydraulic oil pressure output to the two brake cylinders through the hydraulic brake control unit 31; wherein, two axles are respectively arranged on two trailer bogies at the bottom of the same carriage. That is, for a car having trailer bogies at both ends, each having an axle disposed at the bottom of the car, the hydraulic brake control unit 31 disposed at the car may be connected to brake cylinders corresponding to the axles of the two non-powered trailer bogies at the bottom of the car. Therefore, the cost of the whole vehicle is reduced.

Taking a rubber-tyred train with 3 cars as an example, the rubber-tyred train has two power bogies and two trailer bogies. Wherein the two trailer bogies can have 4 axles, which are axle 4a, axle 4b, axle 4c and axle 4d, respectively, as seen from left to right in fig. 1. The shaft 4a and the shaft 4d bear the rear weight of the bullet train; the

axles

4b and 4c bear the weight of the intermediate vehicle. The hydraulic brake control unit 31 provided in the intermediate vehicle may be connected to the brake cylinders corresponding to the

axles

4b and 4 c. At this time, the hydraulic brake control unit 31 provided in the front end car can be used to control the wheel braking force of the axle 4 a; the hydraulic brake control unit 31 provided to the rear-end bullet train can be used to control the wheel braking force of the axle 4 b; the hydraulic brake control unit 31 provided in the intermediate vehicle can control the wheel braking forces of the axle 4b and the axle 4c, respectively, and the wheel braking forces of the axle 4b and the axle 4c may be the same or different.

Of course, in other examples, the hydraulic brake control units 31 may be provided for the brake cylinders corresponding to the

axles

4b and 4c, respectively.

The hydraulic brake unit can determine the target hydraulic oil pressure required by the connected brake cylinder according to the brake command from the network and the weight born by the corresponding axle, namely the load information, so as to ensure that the brake cylinder can apply brake accurately and quickly and ensure that the rubber-tyred train can decelerate quickly, accurately and smoothly.

The hydraulic braking force of the trailer bogie is determined according to the braking instruction and the load of the trailer bogie, so that the target hydraulic oil pressure required by the corresponding brake cylinder is determined, and then the wheel braking force of each axle is respectively controlled, so that the deceleration effect of each carriage of the rubber-tyred train tends to be consistent, the rubber-tyred train can be smoothly decelerated, and the safety of passengers in the train is ensured; and each carriage can be controlled to accurately decelerate, and the safety of pedestrians around the rubber wheel train is ensured.

The hydraulic brake control unit 31 may specifically include:

the electronic brake control module 311 is configured to receive a brake command and load information of an axle, and determine a hydraulic brake force of a corresponding trailer bogie according to a product of the load and an expected acceleration corresponding to the brake command;

the hydraulic control module 312 is configured to convert the hydraulic braking force into a target hydraulic oil pressure of a brake cylinder of the trailer bogie, so as to control wheel braking forces on at least one corresponding axle according to the target hydraulic oil pressure.

In specific implementation, a driver inputs a braking instruction through an operating console of a cab, or an automatic driving system of the rubber wheel train generates the braking instruction; the braking instruction is transmitted to the electronic braking control module through a network system of the rubber wheel train; the electronic brake control module determines the hydraulic brake force of the corresponding trailer bogie according to the brake instruction and the load information detected by the pressure sensor and sends the hydraulic brake force to the hydraulic control module; the hydraulic control module converts the hydraulic braking force into a target hydraulic oil pressure required by the brake cylinder. And the brake cylinder of the trailer bogie applies brake to realize independent control of the wheel braking force of each axle.

Wherein, the braking command can carry the braking level bit of the corresponding level; different brake levels correspond to different desired accelerations. Specifically, the electronic brake control module 311 may determine the hydraulic braking force of the corresponding trailer truck based on the product of the desired acceleration corresponding to the load and the braking command.

The hydraulic braking force and the target hydraulic oil are in a one-to-one correspondence relationship, and the specific relationship between the hydraulic braking force and the target hydraulic oil is not limited in this embodiment and can be specifically set according to actual needs; for example, the functional relationship of the hydraulic braking force and the target hydraulic oil may be fitted from simulation data or historical data.

In the example, the hydraulic braking force of the trailer bogie is determined according to the braking instruction and the load of the trailer bogie, so that the target hydraulic oil pressure required by the corresponding brake cylinder is determined, the speed reduction effect of each carriage of the rubber-tyred train tends to be consistent, the rubber-tyred train can be smoothly decelerated, and the safety of passengers in the train is ensured; and each carriage can be controlled to accurately decelerate, and the safety of pedestrians around the rubber wheel train is ensured.

The hydraulic control module 312 is also configured to:

acquiring the actual hydraulic oil pressure of the monitored brake cylinder;

when the actual hydraulic oil pressure is larger than the target hydraulic oil pressure, controlling the hydraulic oil pressure output to a brake cylinder of the trailer bogie to be gradually reduced until the hydraulic oil pressure is equal to the target hydraulic oil pressure;

and when the actual hydraulic oil pressure is smaller than the target hydraulic oil pressure, controlling the hydraulic oil pressure output to a brake cylinder of the trailer bogie to gradually increase until the hydraulic oil pressure is equal to the target hydraulic oil pressure.

The brake cylinders may be provided with monitoring elements for monitoring the actual hydraulic oil pressure of the brake cylinders, which may be sent as feedback data to the hydraulic brake control unit 31, and in particular to the hydraulic control module 312, and the hydraulic control module 312 dynamically adjusts the hydraulic oil pressure of the respective brake cylinders according to the target hydraulic oil pressure.

When the hydraulic oil pressure of the corresponding brake cylinder is dynamically adjusted according to the target hydraulic oil pressure, for example: the single adjustment amount can be controlled according to the difference condition of the target hydraulic oil pressure and the actual hydraulic oil pressure; when the difference value between the target hydraulic oil pressure and the actual hydraulic oil pressure is larger than a set threshold value, the single adjustment amount can be relatively large; when the difference between the target hydraulic oil pressure and the actual hydraulic oil pressure is less than or equal to the set threshold, the single adjustment amount may be relatively small. Thus, until the actual hydraulic oil pressure of the brake cylinder of the trailer bogie is equal to the target hydraulic oil pressure; when the actual hydraulic oil pressure of the brake cylinder is adjusted to the target hydraulic oil pressure, a certain deviation amount can be allowed, that is, when the side difference between the actual hydraulic oil pressure and the target hydraulic oil pressure is within the set deviation amount, it can be determined that the actual hydraulic oil pressure is equal to the target hydraulic oil pressure.

The brake control system in the example can realize closed-loop control, and is beneficial to reducing the influence of response delay, thereby being beneficial to improving the accuracy and the response speed of brake control.

In other examples, the rubber-tyred train may be further provided with a magnetic track brake device and a magnetic track brake control unit for controlling the magnetic track brake device; wherein, the magnetic track brake device can be arranged on the power bogie or used as the alternative or auxiliary brake of the trailer bogie.

This embodiment still provides a rubber tyer train's brake control system, and its implementation process and function are the same with aforementioned brake control system, and this embodiment is no longer repeated here.

The embodiment further provides a brake control method for a rubber-tyred train, which is the same as the brake control system in implementation process and function, and the description of the same parts is omitted here.

As shown in fig. 4, the brake control method for a rubber-tyred train according to this embodiment is applied to a trailer bogie, and includes:

s101, a hydraulic brake control unit acquires a brake instruction of the rubber wheel train and acquires load information of a corresponding axle on a trailer bogie;

s102, the hydraulic brake control unit determines target hydraulic oil pressure output to the corresponding brake cylinder according to the brake command and the load information so as to respectively control wheel braking force on at least one corresponding axle according to the target hydraulic oil pressure; the hydraulic brake control unit is connected with a brake cylinder arranged on a trailer bogie; the brake cylinder comprises a plurality of brake cylinders; the brake cylinders are arranged on the trailer bogie and are used for respectively applying brake to each wheel on the axle of the trailer bogie.

In one possible implementation manner, the hydraulic brake control unit includes a plurality of units; the hydraulic brake control units are respectively arranged on the carriages; the hydraulic brake unit is used for connecting a brake cylinder of the trailer bogie, which corresponds to the axle of the same compartment as the hydraulic brake unit;

the plurality of hydraulic brake control units determine a target hydraulic oil pressure to be output to the corresponding brake cylinder, based on the brake command and the load information of the corresponding axle.

In one possible implementation manner, at least one of the plurality of hydraulic brake control units determines a target hydraulic oil pressure output to a brake cylinder corresponding to each of the two axles, so as to control wheel braking forces on the two axles according to the target hydraulic oil pressure; wherein, two axles are respectively arranged on two trailer bogies at the bottom of the same carriage.

As shown in fig. 5, in one possible implementation, the hydraulic brake control unit includes: the electronic brake control module and the hydraulic control module; the method provided by the embodiment comprises the following steps:

s201, an electronic brake control module acquires a brake instruction of the rubber wheel train and acquires the load of a corresponding axle;

s202, the electronic brake control module determines the hydraulic brake force of the corresponding trailer bogie according to the product of the load and the expected acceleration corresponding to the brake command;

and S203, converting the hydraulic braking force into a target hydraulic oil pressure of a brake cylinder of the trailer bogie by the hydraulic control module so as to control the wheel braking force on at least one corresponding axle according to the target hydraulic oil pressure.

In one possible implementation manner, the method further includes:

the plurality of pressure sensors detect load information of each axle of the trailer bogie.

This embodiment still provides a rubber tyer train, includes:

the two motor trains are positioned at two ends of the rubber wheel train;

at least one intermediate vehicle connected between the two motor vehicles; a trailer bogie is arranged at the joint of the intermediate vehicle and the motor vehicle;

the brake control system of any of the preceding embodiments is connected to a trailer bogie.

The trailer bogie includes: axle, support body, linkage and draw gear. As shown in fig. 6 and 7, the number of the axles is two, and when the train runs in a straight line, the two axles are parallel to each other and extend in the width direction of the train; when the train turns through a curve, the ends of the two axles on the same side are close to each other, and the ends of the two axles on the other side are far away from each other. The two ends of each axle are respectively provided with wheels which can rotate relative to the axles. The quantity of support body is two, extends along the direction of perpendicular to axle, is located between two axles. One end of the frame body is connected with the adjacent axle, and the other end of the frame body is hinged with the other frame body; the two frame bodies can rotate relatively on the horizontal plane, and the two frame bodies rotate relatively to drive the axle to deflect. The suspension devices are symmetrically arranged on the axles, specifically, the suspension devices are symmetrically arranged at two ends of each axle, and the suspension devices on the two axles are symmetrically arranged. The bottom of the suspension device is connected to the axle, and the top of the suspension device is connected with the train body of the train and used for buffering vertical force between the bogie and the train body. One end of the traction device is connected with the axle, and the other end of the traction device is connected with the vehicle body and used for transmitting traction force and braking force between the bogie and the vehicle body.

This embodiment provides a specific implementation manner, and the above-mentioned bogie is used as a trailer bogie and is connected between two adjacent vehicle bodies. Referring to fig. 6 and 7, the two frames are referred to as a first frame 41 and a second frame 43, respectively, and the two axles are referred to as a first axle 42 and a second axle 44, respectively. First axle 42 and second axle 44 are connected respectively in the bottom of two adjacent automobile bodies, and first support body 41 rotates with second support body 43 relatively, can adapt to the train better and turn, and can reduce turning radius. Specifically, two ends of the first frame body 41 in the longitudinal direction are respectively referred to as a first end and a second end, wherein the first end is hinged to the second frame body 43, and the second end is connected to the first axle 42. First trailer wheels 4201 are attached to both ends of the first axle 42. The two ends of the second frame body 43 in the longitudinal direction are respectively referred to as a first end for being hinged with the first frame body 41 and a second end connected with the second axle 44. Second trailer wheels 4401 are attached to both ends of the second axle 44.

The hinge connection structure between the first frame body 41 and the second frame body 43 can be set as required, for example, the first end of the first frame body 41 and the first end of the second frame body 43 can be hinged by a shaft pin, and both can rotate relative to the shaft pin. Thus, when the first frame body 41 or the second frame body 43 rotates, the corresponding second frame body 43 or the first frame body 41 can follow the rotation to some extent due to the hinged connection relationship.

The technical scheme that this embodiment provided adopts two axles that are connected with the wheel, sets up two support bodies that extend along perpendicular to axle direction between two axles, and the one end of support body links to each other with neighbouring axle, and the other end is articulated with another support body, and two support bodies can rotate relatively at the horizontal plane, drive two axle relative deflections, can reduce turning radius for the vehicle passes through curved ability better. In the embodiment, the suspension devices are symmetrically arranged on the axle and used for buffering the vertical force between the vehicle body and the bogie; a traction device is adopted, one end of the traction device is connected with an axle, and the other end of the traction device is connected with a vehicle body and used for transmitting traction force and braking force between the vehicle body and a bogie.

As for the first frame and the second frame, one implementation is as shown in fig. 6, fig. 7, fig. 8, fig. 9, fig. 10, fig. 11, fig. 12, fig. 13, fig. 14, and fig. 15, a frame buffer device is disposed on the frame, and the frame buffer device may be disposed on at least one frame and configured to buffer and stop two frames when the two frames are in rotational contact. The two frame bodies are connected through the rotary supporting device, and the rotary supporting device comprises a first rotating body and a second rotating body which can rotate in the horizontal plane, and the first rotating body and the second rotating body are connected with the two frame bodies respectively.

The support body includes: a frame body connecting part and a frame body hinge part. Wherein, the frame body connecting part is connected between the axle and the frame body hinging part, and frame body buffering devices are symmetrically arranged on two sides of the horizontal direction of the frame body hinging part. One end of the hinge part of the frame body, which is far away from the connecting part of the frame body, is connected with the first rotating body or the second rotating body. The frame body is provided with a step hole and forms a step surface, the first rotating body and the second rotating body are arranged up and down, and the second rotating body is fixed on the step surface of one of the frame bodies. The bottom of the first rotating body is embedded in the second rotating body, and the top of the first rotating body protrudes out of the second rotating body and is fixed on the step surface of the other frame body. In addition, the slewing bearing device further comprises: and the rotary supporting cover plate is arranged on the frame body and seals the first step hole. A waterproof pad is arranged between the rotary supporting cover plate and the frame body below the rotary supporting cover plate, an elastic pin extending along the vertical direction is arranged between the rotary supporting cover plate and the frame body below the rotary supporting cover plate, and the elastic pin penetrates through the waterproof pad to be fixed to the frame body.

Specifically, the first frame body 41 includes: a first frame hinge portion 411 and a first frame connecting portion 412. The first frame connecting portion 412 is connected between the first axle 42 and the first frame hinge portion 411. The second frame body 43 includes: a second frame hinge part 431 and a second frame connecting part 432. Wherein the second frame connecting portion 432 is connected between the second axle 44 and the first frame connecting portion 411. The first frame hinge 411 and the second frame hinge 431 are connected to each other by a pivoting support device 45.

The slewing bearing device 45 comprises a slewing bearing 451, wherein the slewing bearing 451 comprises a first rotator 4511 and a second rotator 4512 which are in mutual rotating fit, and the rotating axes of the first rotator 4511 and the second rotator 4512 are perpendicular to the ground; the first rotator 4511 may be connected to the first frame body 41, and the second rotator 4512 may be connected to the second frame body 43, that is, the first frame body 41 and the second frame body 43 are rotatably connected through the slewing bearing 451.

Specifically, first support body 41 passes through fastener fixed connection with first turning body 4511, and the first end of first support body 41 is equipped with first step hole, and first step hole includes first aperture section and second aperture section, and the aperture of first aperture section is greater than the aperture of second aperture section to form first step face in the transitional coupling department of first aperture section and second aperture section, first aperture section can be close to first turning body 4511 and set up, so that first turning body 4511 installs in the below of first step face. Similarly, the second frame body 43 is fixedly connected with the second rotator 4512 through a fastener, a second step hole is formed at the first end of the second frame body 43, the second step hole includes a third aperture section and a fourth aperture section, the aperture of the third aperture section is larger than that of the fourth aperture section, so that a second step surface is formed at the transition connection position of the third aperture section and the fourth aperture section; a third bore segment may be disposed adjacent to the second swivel 4512 such that the second swivel 4512 is secured above the second step face.

In one example, the first rotator 4511 and the second rotator 4512 are arranged above and below, and the rotation axes of the first rotator 4511 and the second rotator 4512 are perpendicular to the ground or perpendicular to the first step surface; the first rotator 4511 includes a first mounting surface and a bowl-shaped spherical structure protruding from the first mounting surface, an upper bottom surface of the bowl-shaped spherical structure is fixed on the first mounting surface, and a lower bottom surface of the bowl-shaped spherical structure faces the second rotator 4512; second rotator 4512 includes a second mounting surface and a second spherical aperture that mates with the bowl-shaped spherical structure, the second spherical aperture facing first rotator 4511.

A second mounting surface of the second rotator 4512 is attached to a second step surface, the second mounting surface is connected with the second step surface through a bolt, and the second rotator 4512 is embedded in the second frame body 43; a first mounting surface of the first rotator 4511 is attached to the first step surface, the first mounting surface is connected with the first step surface through a bolt, part of the bowl-shaped spherical structure is inserted into the second spherical hole, the side surface of the bowl-shaped spherical structure is attached to the hole wall of the second spherical hole, a certain gap is vertically arranged between the first frame body 41 and the second frame body 43, and the bowl-shaped spherical structure can be laterally offset in the second spherical hole; that is, first rotator 4511 and second rotator 4512 may not only rotate about the rotation axis but also deflect laterally.

In another example, the first rotator 4511 and the second rotator 4512 are disposed up and down, and the first rotator 4511 has a first mounting surface, which is attached and fixed to the first step surface; the second rotator 4512 has a second mounting surface, and the second mounting surface is attached to and fixed to the second step surface; second body 4512 is equipped with bowl spherical structure, first body 4511 is equipped with the first spherical hole with bowl spherical structure matched with, and the side of bowl spherical structure is laminated with the lateral wall in first spherical hole, has certain clearance between first support body 41 and second support body 43 at the vertical, can make bowl spherical structure at the downthehole lateral offset of first spherical, and first body 4511 and second body 4512 not only can rotate around the axis of rotation, but also lateral deflection.

A first rotator 4511 and a second rotator 4512 are arranged up and down, and the rotation axes of the first rotator 4511 and the second rotator 4512 are perpendicular to the ground, or perpendicular to a first step surface and a second step surface; a second mounting surface of the second rotator 4512 is attached to a second step surface, the second mounting surface is connected with the second step surface through a bolt, and the second rotator 4512 is embedded in the second frame body 43; the first mounting surface of the first rotator 4511 is attached to the first step surface, the first mounting surface is connected with the first step surface through a bolt, and a certain floating gap is formed between the first frame body 41 and the second frame body 43, so that the first rotator 4511 and the second rotator 4512 have certain lateral deflection capability in the rotating process around the rotating axis, and the curve passing performance and the adaptability of a vehicle can be improved.

In this embodiment, a rotary supporting cover plate 452 is further disposed above the first frame body 41, and the rotary supporting cover plate 452 is used for sealing the first step hole of the first frame body 41; the rotation support cover 452 may be a circular plate, the rotation support cover 452 is disposed at the first end of the first frame 41, and the rotation support cover 452 is attached to the surface of the first frame 41 for sealing the first step hole. For example, the rotation support cover 452 is covered at the first stepped hole and fixed to the first frame 41. With such an arrangement, dust, foreign materials, rainwater, etc. can be prevented from entering the slewing bearing, and the reliability of the slewing bearing device 45 can be improved.

Two through passage limiting bosses 4521 are arranged on one side, away from the first frame body 41, of the rotary support cover plate 452, and the two through passage limiting bosses 4521 are arranged on the rotary support cover plate 452 at intervals and protrude out of the surface of the rotary support cover plate 452, so that the rotary support cover plate 452 and the rotary support cover plate form a through passage limiting space. The through passage is a passage connecting two vehicle bodies, the bogie is connected between the two vehicle bodies, and the rotary support cover plate 452 is positioned below the through passage. The bottom surface of the through passage facing the rotary supporting cover plate 452 is provided with a through passage limiting block, and the through passage limiting block can be embedded in a limiting space. The through passage limiting block is limited between two through passage limiting bosses 4521, and the through passage limiting bosses 4521 can limit the deformation and the rotation angle of the through passage.

For example, two through passage limiting bosses 4521 may be disposed in a central region of the revolving support cover plate 452 and symmetrically distributed on the revolving support cover plate 452. The rotary support cover plate 452 may be a circular rotary support cover plate 452, two through passage limiting bosses 4521 are symmetrically arranged along the center of the rotary support cover plate 452, a certain distance is formed between the two through passage limiting bosses 4521, and the distance forms an insertion space for a through passage limiting block; along the length direction of the bogie, the two through passage limiting bosses 4521 are respectively positioned at the left side and the right side of the through passage limiting blocks, so that the deformation and the rotation angle of the through passage can be limited, and the deformation and the rotation angle of the through passage are prevented from being too large.

An annular waterproof pad 453 is further arranged between the rotary supporting cover plate 452 and the first frame body 41, so that external water can be prevented from entering the rotary bearing 451, corrosion of the rotary bearing 451 due to water entering is avoided, and the rotation reliability of the first frame body 41 and the second frame body 43 is improved. Specifically, the gyration is supported apron 452 and is equipped with the installation space of sinking platform in order to form waterproof pad 453 towards one side of first support body 41, waterproof pad 453 encircles the setting of second step hole, one side and the gyration of waterproof pad 453 support apron 452 butt, the opposite side and first support body 41 butt, and the free thickness of waterproof pad 453 is greater than the degree of depth of sinking platform, waterproof pad 453 is in the compressed state after the installation, through compressing waterproof pad 453, can promote the water-proof effects between gyration support apron 452 and first support body 41.

Further, the pivoting support cover 452 is secured to the first frame 41 by a plurality of cover fasteners 456. For example, a plurality of cover fasteners 456 are arranged at equal intervals along the circumferential direction of the swing support cover 452, and the first frame body 41 is provided with cover fastener mounting holes 4524 that mate with the cover fasteners 456; the cover fastener 456 may be a fastening bolt, the cover fastener mounting hole 4524 provided in the first frame body 41 may be a threaded hole, and one end of the cover fastener 456 passes through the spacer, the pivoting support cover 452, and is fixed to the first frame body 41, thereby fixing the pivoting support cover 452 to the first frame body 41.

The cover fastening member 456 and the waterproof pad 453 may be disposed opposite to each other to improve the waterproof effect between the first frame 41 and the rotation support cover 452; for example, the waterproof pad 453 is disposed opposite to the cover fastening member 456, and the waterproof pad 453 has a through hole for the cover fastening member 456 to pass through, that is, one end of the cover fastening member 456 passes through the rotation supporting cover 452 and the waterproof pad 453 and is fixed on the first frame 41, so that the waterproof effect between the rotation supporting cover 452 and the first frame 41 can be improved.

When the rotation support cover 452 receives an impact force from the through passage, in order to prevent the cover fastening member 456 from being broken due to the impact force, an elastic pin 454 is further disposed between the rotation support cover 452 and the first frame 41, and the elastic pin 454 is used for resisting the rotation support cover 452 from receiving the impact force from the through passage. Specifically, two elastic pins 454 are disposed between the rotary supporting cover plate 452 and the first frame 41, the two elastic pins 454 are respectively located at the outer sides of the two through passage limiting bosses 4521 far away from the through passage, and the elastic pins 454 are disposed opposite to the through passage limiting bosses 4521. For example, the rotary supporting cover plate 452 is provided with two elastic pin mounting holes 4523, two through passage limiting bosses 4521 are located between the two elastic pin mounting holes 4523, and the elastic pin 454 is inserted into the elastic pin mounting hole 4523 and fixed on the first frame body 41; the impact force borne by the through passage limiting boss 4521 can be transmitted to the elastic pin 454 along a straight line, and the offset effect of the impact force is improved.

Further, the elastic pin 454 may be disposed opposite to the waterproof pad 453, the waterproof pad 453 may have a through hole through which the elastic pin 454 passes, and one end of the elastic pin 454 passes through the rotation support cover 452 and the waterproof pad 453 and is inserted into the first frame body 41. So set up, can promote waterproof pad 453 to the waterproof effect of gyration support apron 452 and first support body 41.

A dismounting threaded hole 4522 and a sealing plug 455 for sealing the dismounting threaded hole 4522 are further formed in the rotary support cover 452, and the dismounting threaded hole 4522 penetrates through the rotary support cover 452. When the rotary supporting cover plate 452 needs to be detached, the sealing plug 455 is detached from the detaching threaded hole 4522, so that one end of the detaching threaded hole 4522 is open, a tool bolt is suspended in the detaching threaded hole 4522, the end of the tool bolt abuts against the first frame body 41, and external force is applied to the tool bolt, so that the rotary supporting cover plate 452 is separated from the first frame body 41; accordingly, when it is not necessary to disassemble the pivoting support cover 452, the sealing plug 455 is installed in the withdrawal threaded hole 4522 and seals the withdrawal threaded hole 4522.

Two frame body buffering devices are arranged on the frame body, the two frame body buffering devices are symmetrically arranged on two sides of the frame body, and the symmetric axis is perpendicular to the axle. The support body buffer device includes: buffer block mount pad and buffer block. Wherein, the buffer block mount pad is fixed on the support body. The buffer block is fixed on the buffer block mounting seat. The buffer blocks on the same side of the two rack bodies are oppositely arranged. When the two axles are parallel, the buffer blocks positioned between the same sides of the two frame bodies are not contacted; when two support bodies rotate the predetermined angle relatively, but the buffer block butt with the direction of rotation looks homonymy in two support bodies.

One implementation is as follows: the both sides of support body outwards extend the buffer seat mount arm for install the buffer block mount pad, be between the extending direction of buffer seat mount arm and support body and predetermine the contained angle.

Along the direction from the first axle 42 to the second axle 44, the first end of the first frame 41 is symmetrically provided with two frame buffering devices 47, and the first end of the second frame 43 is symmetrically provided with two frame buffering devices 47. For convenience of description, it is defined that the rack buffering device 47 provided on the first rack 41 is defined as a first rack buffering device, and the rack buffering device 47 provided on the second rack 43 is defined as a second rack buffering device.

Wherein, first support body buffer and the cooperation setting of second support body buffer, after first support body 41 and the rotation of second support body 43 certain angle, but first support body buffer and second support body buffer butt. Furthermore, the first frame buffer device and the second frame buffer device located on the same side may be located on the same rotation path. When the first frame body 41 and the second frame body 43 rotate relatively, the gap between the first frame body buffering device and the second frame body buffering device is gradually reduced until the first frame body buffering device contacts with the second frame body buffering device, and a buffering force is provided for the first frame body 41 and the second frame body 43, so that the first frame body 41 and the second frame body 43 are prevented from being in rigid contact; continuing the extrusion, first support body buffer no longer takes place elastic deformation with second support body buffer, can carry on spacingly to first support body 41 and second support body 43 to reach the purpose of rigidity restriction, thereby restricted the rotation angle between first support body 41 and second support body 43.

In one example, the first rack buffering device includes a first buffering block 472 and a first buffering block mounting seat 471, the first buffering block mounting seat 471 is used for mounting the first buffering block 472, and the first buffering block mounting seat 471 is mounted on the first rack 41 through the first buffering seat mounting arm 413. It can be understood that the first frame buffer device is a part formed by combining a buffer block made of rubber and a metal mounting seat together through a certain process, the metal mounting seat is used for being fixedly connected with the first buffer seat mounting arm 413, and the rubber buffer block is suspended and used as a buffer.

First buffer seat installation arm 413 can be arc fender arm, and its crooked extending direction is unanimous with the rotation direction of first support body 41, and the one end and the first support body 41 fixed connection of first buffer seat installation arm 413, the other end of first buffer seat installation arm 413 are fixed with first buffer block mount 471. Similarly, the second frame buffer device includes a second buffer block 474 and a second buffer block mounting seat 473, and the second frame buffer device is mounted on the second frame 43 through the second buffer seat mounting arm 433, and the structure of the second buffer seat mounting arm 433 can be set by referring to the structure of the first buffer seat mounting arm 413, which is not described herein again.

Preferably, when the first frame buffer and the second frame buffer are in contact, the first buffer 472 and the second buffer 474 may be in front contact, and the first buffer 472 is opposite to the second rubber, so as to provide the maximum buffering force for the first frame buffer and the second frame buffer, and reduce the vibration and noise caused by the impact during the rotation of the first frame 41 and the second frame 43.

The first frame body 41 and the second frame body 43 provided in this embodiment are respectively of a split structure, and the first frame body 41 includes a first frame body connecting portion 412 connected to the first axle 42, and a first frame body hinge portion 411 connected to the first frame body connecting portion 412; the first frame connecting portion 412 is fixedly connected to the first axle 42, or the first frame connecting portion 412 and the first axle 42 may be manufactured as an integral structure.

One end of the first frame hinge portion 411 is fixedly connected to the first frame connecting portion 412 by a bolt, and the other end of the first frame hinge portion 411 is connected to the first rotator 4511 of the slewing bearing 451. First buffer mounting arms 413 are further disposed on two sides of the first frame hinge 411, and the first buffer mounting arms 413 and the first frame hinge 411 may form an integrated structure to enhance the connection strength between the first buffer mounting arms 413 and the first frame hinge 411.

Similarly, the second frame body 43 includes a second frame body coupling portion 432 coupled to the second axle 44 and a second frame body hinge portion 431 coupled to the second frame body coupling portion 432, and the second frame body coupling portion 432 is fixedly coupled to the second axle 44, or the second frame body coupling portion 432 and the second axle 44 may be manufactured as an integral structure; one end of the second frame body coupling part 432 is fixedly coupled to the second frame body hinge part 431 by a bolt, and the other end of the second frame body hinge part 431 is coupled to the second rotator 4512 of the slewing bearing 451. Second buffer seat mounting arms 433 are further respectively disposed at both sides of the second frame body hinge 431, and the second buffer seat mounting arms 433 may form an integrated structure with the second frame body hinge 431 to enhance the connection strength of the second buffer block mounting seat 473 and the second frame body hinge 431.

In order to increase the rotation angle of the first and

second frame bodies

41 and 43, the width of the frame body hinge portion corresponding to one end of the frame body hinge portion for coupling with the frame body coupling portion is greater than that of the other frame body hinge portion, and the width of the frame body hinge portion is gradually reduced in a direction from the axle to the frame body hinge portion. Specifically, the first frame body 41 and the second frame body 43 are integrally of a triangular structure or a trapezoidal structure, the second end of the first frame body 41 is connected with the first axle 42, the first end is connected with the slewing bearing 451, the second end of the second frame body 43 is connected with the second axle 44, and the first end of the second frame body 43 is connected with the slewing bearing 451, so that a larger rotation space is formed at one end of the first frame body 41 and one end of the second frame body 43 close to the slewing bearing 451, and the rotation angle requirements of the first frame body 41 and the second frame body 43 are met.

Hollow structures are further arranged on the first frame body 41 and the second frame body 43, so that the weight of the first frame body 41 and the second frame body 43 is reduced. Specifically, the first frame body connecting portion 412 and the first frame body hinge portion 411 of the first frame body 41 are respectively provided with a hollow structure, and specifically, the first frame body hinge portion is provided with a plurality of through holes which are vertically through to form the hollow structure. The through hole is provided with a bolt hole extending along the horizontal direction along the central line towards the side wall of the frame body connecting part so as to pass through the bolt hole through a bolt to be connected with the frame body connecting part. For example, the first frame connecting portion 412 may have a first hollow structure, and the first hollow structure includes two trapezoidal holes or square holes symmetrically formed on the first frame connecting portion 412; the number of the trapezoidal or square holes in the hollow structure is related to the arrangement of the connecting bolts, and the trapezoidal holes and the square holes which are uniformly arranged are beneficial to uniform transmission of stress; the size of the hollowed-out space fully considers the installation space of the bolt and the fastening operation space of the bolt. The embodiment of the application adopts the trapezoid and the square as the hollow structures, so that the change of the sizes of the two ends is fully considered, gradual transition is realized, and stress concentration is avoided.

The first frame hinge 411 may be provided with a second hollow structure, the second hollow structure includes a plurality of elongated holes, and the plurality of elongated holes may be symmetrically disposed on the first frame hinge 411; the extending direction of the elongated hole is parallel to the extending direction of the first frame body hinging part 411, so that the elongated hole is consistent with the arrangement direction of the bolt and is consistent with the longitudinal stress directions such as larger traction force, braking force and the like, thereby being beneficial to the stress of the bolt.

Further, the second frame body connecting portion 432 and the second frame body hinge portion 431 of the second frame body 43 are provided with hollow structures; for example, the second frame connecting portion 432 may have a third hollow structure, and the third hollow structure may be arranged with reference to the first hollow structure; the second frame hinge portion 431 may have a fourth hollow structure, and the fourth hollow structure may be disposed with reference to the second hollow structure, which is not described herein again.

The first axle 42 and the second axle 44 are symmetrically provided with traction devices, and the traction devices are respectively connected to the two vehicle bodies. The bogie may be referred to as a trailer bogie and the towing means will be referred to hereinafter as a trailer towing means. As shown in fig. 14 and 15, a specific implementation: a trailer towing arrangement 46 is provided on the side of the first axle 42 facing away from the first frame 41 and on the side of the second axle 44 facing away from the second frame 43. The trailer hitch 46 of this embodiment includes two first hitch assemblies 461 and two second hitch assemblies 462.

The end sections of the first axle 42 are each provided with an outboard axle drawbar seat 441, the middle section is provided with two inboard axle drawbar seats 442, and the inboard axle drawbar seats 442 are arranged obliquely toward the outboard axle drawbar seat 441 adjacent thereto. Correspondingly, two outer vehicle body traction rod seats 1153 and two inner vehicle body traction rod seats 1154 are arranged on the vehicle body, the inner vehicle body traction rod seat 1154 is located between the two outer vehicle body traction rod seats 1153, and the inner vehicle body traction rod seat 1154 deviates from the outer vehicle body traction rod seat 1153 adjacent to the inner vehicle body traction rod seat 1154 in an inclined mode. Wherein, the two ends of the first traction assembly 461 are respectively used for connecting the outboard axle drawbar seat 441 and the outboard vehicle body drawbar seat 1153. The two first pulling members 461 are parallel to each other and extend in the longitudinal direction.

The ends of the second traction assembly 462 are adapted to be coupled to the inboard axle drawbar seat 442 and the inboard body drawbar seat 1154, respectively. The two second traction assemblies 462 are disposed at an angle, and the first ends of the two second traction assemblies 462 connected to the axle are located between the second ends of the two second traction assemblies 462 connected to the vehicle body, so that the two second traction assemblies 462 are substantially in the shape of an "eight" after connection.

With the above arrangement, the two first traction assemblies 461 and the two second traction assemblies 462 transmit the traction force and the braking force between the trailer bogie 4 and the vehicle body connected with the trailer bogie together, so that the load on each traction assembly is reduced, and the traction force and the braking force are equally distributed to the whole vehicle body frame and the trailer bogie 4, thereby avoiding the stress concentration. In addition, the second traction assembly 462 can also transmit transverse force between the vehicle body and the bogie, and the stability of the vehicle in the turning process is improved.

Meanwhile, the present embodiment can keep the heights of the two first traction assemblies 461 consistent with the height of the wheel center, so as to reduce the loss in the transmission of the traction force and the braking force, and also reduce the wheel load shedding rate; the two second traction assemblies 462 can ensure smooth transmission of traction force and braking force when the vehicle passes through a small curve, and the transmission efficiency is improved.

Optionally, the angle between the second traction assembly 462 and the axle is 30-40 degrees, and the angle between the second traction assembly 462 and the end face of the vehicle body is also 30-40 degrees, so that the transmission efficiency of the second traction assembly 462 can be kept high in the range.

Optionally, the first traction assembly 461 of this embodiment includes a first traction rod 4611 and two first traction rod nodes 4612, two ends of the first traction rod 4611 are both provided with first traction rod through holes, an axial direction of the first traction rod through hole is perpendicular to an axial direction of the first traction rod 4611, and the first traction rod nodes 4612 are fixedly connected in the first traction rod through holes, that is, one end of the first traction rod node 4612 passes through the first traction rod through hole and then is fixed to the first traction rod through hole at a middle portion thereof. First drawbar node 4612 is located on both sides of the first drawbar through-hole for connecting outboard axle drawbar seat 441 or outboard car body drawbar seat 1153, and the specific connection mode may be bolt connection, hinged connection, or the like.

The second traction assembly 462 includes a second traction rod 4621 and two second traction rod nodes 4622, wherein both ends of the second traction rod 4621 are provided with second traction rod through holes, the axial direction of the second traction rod through holes is perpendicular to the axial direction of the second traction rod 4621, the second traction rod nodes 4622 are fixedly connected in the second traction rod through holes, that is, one end of the second traction rod node 4622 passes through the second traction rod through hole and then the middle part thereof is fixed with the second traction rod through hole. Second drawbar joint 4622 is disposed on either side of the second drawbar through-hole for coupling to either inboard axle drawbar seat 442 or inboard vehicle body drawbar seat 1154, and the particular coupling may be a bolted, hinged, or other coupling.

Preferably, first drawbar joint 4612 has first coupling holes on both sides of the first drawbar through-hole for coupling to outboard axle drawbar seat 441 or outboard car body drawbar seat 1153, and a first fastener is fixed to outboard axle drawbar seat 441 or outboard car body drawbar seat 1153 after passing through the first coupling holes. The first connecting hole can be a through hole, the first fastener can be a bolt, threaded fixing holes matched with the first fastener are formed in the outer axle draw bar seat 441 and the outer vehicle body draw bar seat 1153, and the first fastener can pass through the first connecting hole and then be fixed in the threaded fixing holes.

Second drawbar joint 4622 has second coupling holes on either side of the second drawbar through-hole for coupling to inboard axle drawbar seat 442 or inboard vehicle body drawbar seat 1154, and a second fastener is secured to either inboard axle drawbar seat 442 or inboard vehicle body drawbar seat 1154 after passing through the second coupling holes. The second connecting hole can be a through hole, the second fastener can be a bolt, threaded fixing holes matched with the second fastener are formed in the inner axle draw bar seat 442 and the inner vehicle body draw bar seat 1154, and the second fastener can pass through the first connecting hole and then be fixed in the threaded fixing holes.

In this example, the adoption bolted connection's mode can conveniently be pulled the installation and the dismantlement of subassembly to subsequent maintenance and maintenance are convenient for.

Further, the first pulling assembly 461 of the present embodiment further comprises a height valve stem mounting base 4613, and the height valve stem mounting base 4613 is used for mounting a height valve stem to realize the adjusting function of the air spring in a limited space. Height stem mount 4613 is located on a side of first traction rod 4611 facing first axle 42, and height stem mount 4613 is fixedly coupled to a side of first traction rod node 4612 facing second traction assembly 462. Specifically, the height valve rod mounting base 4613 of this embodiment includes the first flat board and the second flat board of mutually perpendicular, is equipped with the first fixed orifices with first connecting hole looks adaptation on the first flat board, and the second flat board is used for the installation height valve rod. The first flat plate and the second flat plate can be formed by bending the same steel plate, and a rib plate can be welded between the first flat plate and the second flat plate to increase the connection strength.

As shown in fig. 18, 19 and 20, the first drawbar through-hole and the second drawbar through-hole in the present embodiment are both oblong structures to increase the strength of the connection between the drawbar node and the drawbar. Taking the first traction rod 4611 as an example, the radius corresponding to the first traction rod through hole is R1, the aforementioned long round structure means that one end of the first traction rod 4611 covering the first traction rod through hole is composed of two semi-round structures with radius R2 and a horizontal part connecting the two semi-round structures and having length L, wherein a distance of L/2 is formed between the circle center corresponding to the semi-round structure and the circle center of the first traction rod through hole.

Further, in this embodiment, both ends of the first and

second traction rods

4611 and 4621 are provided with chamfers to avoid interference with the vehicle body or the trailer bogie 4 during operation. Preferably, the first traction rod 4611 is a metal rod, and the first traction rod node 4612 includes a metal part and a rubber part, and the metal part and the rubber part are integrally formed by vulcanization; the second traction rod 4621 is a metal rod and the second traction rod node 4622 includes a metal portion and a rubber portion, the metal portion and the rubber portion being integrally formed by vulcanization.

The traction rods of the embodiment are all made of alloy steel materials through forging and machining, and are high in strength and good in toughness; the traction rod node is formed by vulcanizing metal and rubber, can buffer the impact during traction and braking, adapts to the relative motion between the vehicle body and the bogie, simultaneously relieves the impact during traction and braking, and optimizes the stress condition of the vehicle body and the bogie.

On the basis of the above technical solution, the embodiment provides an implementation manner of a suspension device: as shown in fig. 21, 22 and 23, the suspension device is an air spring 49, and the air spring 49 includes an upper spring cover 491, an air bag 492, a flat rubber pile 495 and a lifting assembly. The spring upper cover plate 491 is located at the top of the air spring 49, and is not only used for being fixedly connected with the vehicle body, but also can separate the air bag 492 from the vehicle body, so that the risk of damage to the air bag 492 due to direct connection at the bottom of the vehicle body is reduced.

The top of the air bag 492 is hermetically connected with the upper spring cover plate 491, the bottom of the air bag 492 is enclosed around the top of the flat rubber pile 495, and the air bag 492 is hermetically connected with the flat rubber pile 495, i.e. the air bag 492, the upper spring cover plate 491 and the flat rubber pile 495 enclose a sealed cavity, and air can be injected into the air bag 492 or released to adjust the elasticity of the air spring 49.

The lifting component is arranged in the sealed cavity and can be used as a lifting device between the vehicle body and the framework. The lifting assembly comprises a limit stop cover 493 and a limit stop piece 494, the bottom of the limit stop cover 493 is covered and fixed on the flat rubber pile 495, and a gap is kept between the top of the limit stop cover 493 and the upper spring cover plate 491 for the vehicle body to vibrate up and down in the operation. The limit stop piece 494 comprises a limit stop block 4941 and a limit stop connecting rod 4942, and the top of the limit stop cover 493 is provided with a through hole in clearance fit with the limit stop connecting rod 4942; one end of the limit stop connecting rod 4942 passes through the through hole to be connected with the upper spring cover plate 491, and the other end of the limit stop connecting rod 4942 extends into the limit stop cover 493 and is connected with a limit stop block 4941 positioned in the limit stop cover 493; the backstop 4941 may move up and down within the backstop housing 493 if there is a force on the backstop connection bar 4942 that causes it to be raised or lowered.

The gap between the top of the limit stop cover 493 and the upper spring cover plate 491, and the gap between the top of the limit stop cover 493 and the limit stop block 4941 are required to be larger than the vertical maximum displacement of the vehicle in normal operation, and the gap between the limit stop block 4941 and the flat rubber stack 495 is required to be larger than the gap between the top of the limit stop cover 493 and the upper spring cover plate 491, so that the air spring can avoid the contact between the limit stop block 4941 and the flat rubber stack 495 in normal operation. When the limit stop connecting rod 4942 has a lifting acting force, the limit stop 4941 moves upward in the limit stop cover 493, and the limit stop 4941 can abut against the top of the limit stop cover 493 to transmit the acting force to the limit stop cover 493 and to the flat rubber pile 495 through the limit stop cover 493, so that the frame under the vehicle body can be lifted together with the vehicle body.

In the air spring 49 provided by the present embodiment, the lifting and hanging assembly is arranged in the sealed cavity defined by the air bag 492, the upper spring cover plate 491 and the flat rubber pile 495, so that the air spring 49 has a vibration damping function, the vehicle body is connected with the flat rubber pile 495 in the air spring 49 by using the lifting and hanging assembly, and the frame connected with the flat rubber pile 495 is connected with the vehicle body, thereby realizing the arrangement of the lifting and hanging device between the vehicle body and the frame, and further, the frame under the vehicle body can be lifted together with the vehicle body.

Air spring 49 also includes a limit stop mounting plate 496, where limit stop mounting plate 496 may be a rectangular plate. The limiting stop mounting plate 496 is fixed on one side of the spring upper cover plate 491 facing the limiting stop cover 493, the limiting stop mounting plate 496 can be fixed on the spring upper cover plate 491 through bolts, and a gap is reserved between the limiting stop mounting plate 496 and the limiting stop cover 493 so as to meet the requirement of up-and-down vibration of the running vehicle body. The limit stop mounting plate 496 may be used to fix the limit stop connecting rod 4942, the limit stop mounting plate 496 is provided with a threaded hole, one end of the limit stop connecting rod 4942 extending out of the limit stop cover 493 is threaded in the threaded hole, and the limit stop connecting rod 4942 is fixed to the limit stop mounting plate 496.

Further, the other end of the limit stop connecting rod 4942 extends into the limit stop cover 493, and one end of the limit stop connecting rod 4942 located in the limit stop cover 493 is connected with the limit stop block 4941 located in the limit stop cover 493. The limit stop cover 493 comprises a stop cover body 4931, stop cover limit plates 4932 and stop cover mounting edges 4933, wherein the stop cover limit plates 4932 are positioned at two ends of the stop cover body 4931; wherein, the bottom of backstop cover body 4931 is equipped with the opening, and the opening sets up in dull and stereotyped rubber heap 495 relatively, and the laminating of open-ended terminal surface and the surface of dull and stereotyped rubber heap 495 can make spacing backstop piece 4941 when vertical removal in spacing backstop cover 493, spacing backstop piece 4941 pass the opening can with dull and stereotyped rubber heap 495 butt to spacing backstop piece 4941 carries on spacingly, thereby the too big vertical decurrent displacement of restriction automobile body, the security of improving the vehicle and traveling.

A stop cover mounting edge 4933 is arranged along the circumferential direction of the bottom opening of the stop cover body 4931, and the stop cover mounting edge 4933 is positioned on the outer side of the stop cover body 4931; the stop cover mounting edge 4933 is used to secure the stop cover body 4931 to the flat rubber stack 495. For example, the stopper cover mounting edge 4933 may be formed by folding the bottom end of the stopper cover body 4931 outward, and the stopper cover mounting edge 4933 is provided with bolts and fixed to the flat rubber pile 495 by the bolts, so that the flat rubber pile 495 and the stopper cover mounting edge 4933 are fitted and fixed together.

The top end of the backstop cover body 4931 is provided with a backstop cover limiting plate 4932, the backstop cover limiting plate 4932 can be seen as the bottom plate of the backstop cover body 4931, namely the backstop cover body 4931 and the backstop cover limiting plate 4932 are of an integral structure; or, the top end of the stopping cover body 4931 is provided with an opening, and is provided with a stopping cover limiting plate 4932 for blocking the opening; in this embodiment, the stop cover limiting plate 4932 and the stop cover body 4931 are preferably integrated to enhance the connection strength between the stop cover body 4931 and the stop cover limiting plate 4932. The backstop cover limiting plate 4932 is provided with a through hole for the passing of the limit backstop connecting rod 4942, the through hole can be located at the center of the backstop cover limiting plate 4932, and the through hole is in clearance fit with the limit backstop connecting rod 4942, so that the limit backstop connecting rod 4942 is inserted into the through hole and can vertically slide.

Further, a limit stop 4941 is disposed in the stop cover body 4931, and the limit stop 4941 is fixedly connected to one end of a limit stop connecting rod 4942. It can be understood that the limit stop 4941 and the limit stop connecting rod 4942 may be an integral structure to improve the connection strength between the limit stop connecting rod 4942 and the limit stop 4941; the problem that the reliability of the hoisting process is affected due to the fact that the spacing stop connecting rod 4942 is separated from the spacing stop block 4941 in the hoisting process of the framework is solved.

In order to improve the reliability of the hoisting process, a first inclined plane is disposed at the joint of the stop cover limiting plate 4932 and the stop cover body 4931, and the first inclined plane is located at the inner side of the stop cover 493, that is, the first inclined plane can be regarded as a part of the inner surface of the stop cover 493. A second inclined surface is arranged on one side, facing the stop cover limiting plate 4932, of the limiting stop block 4941, the second inclined surface is matched with the first inclined surface, and when the limiting stop block 4941 is lifted up and abuts against the stop cover limiting plate 4932, the first inclined surface is attached to the second inclined surface; the acting force acting between the first inclined surface and the second inclined surface can make the first inclined surface and the second inclined surface better fit, and the stability of the limit stop block 4941 and the limit stop cover 493 in the hoisting process is improved.

To facilitate mounting of air spring 49 to the frame, the present embodiment provides that air spring 49 further includes an under-spring cover 497, where under-spring cover 497 is located on the side of flat rubber pile 495 away from air bag 492, and under-spring cover 497 is fastened to the frame by bolts to mount air spring 49 to the frame. It can be understood that the air spring 49 includes an upper spring cover 491, an air bag 492, a flat rubber stack 495 and a lower spring cover 497 which are sequentially arranged, and the upper spring cover 491, the air bag 492, the flat rubber stack 495 and the lower spring cover 497 form an integrated structure, so that the structural strength of the air spring 49 and the tightness of the air bag 492 can be enhanced; at the same time, the installation efficiency of the air spring 49 is also improved.

Further, the lower spring cover plate 497 is further provided with a positioning pin, the positioning pin is located on one side of the lower spring cover plate 497 away from the flat rubber pile 495, and the positioning pin and the lower spring cover plate 497 can form an integrated structure so as to enhance the connection strength between the lower spring cover plate 497 and the positioning pin. The frame is provided with insertion holes matched with the positioning pins, and after the positioning pins are inserted into the insertion holes of the frame, the lower spring cover plate 497 can be attached to the upper surface of the frame and fastened together through bolts. So set up, can promote the positioning accuracy between air spring 49 and the framework, guarantee that air spring 49's effort can vertically act on the framework to air spring 49's damping effect.

As shown in fig. 6 and 24, the steering driving apparatus includes a first steering driving apparatus 481 connected to the first frame body 41 and a second steering driving apparatus 482 connected to the second frame body 43. The first steering drive device 481 is connected to the first trailer wheel 4201 for driving the first trailer wheel 4201 to rotate; the second steering drive device 482 is coupled to the second trailer wheel 4401 for driving the second trailer wheel 4401 to rotate.

In the bogie provided by the embodiment, the first frame body 41 and the second frame body 43 are hinged with each other, the first steering driving device 481 controls the rotation of the first trailer wheel 4201, and the second steering driving device 482 controls the rotation of the second trailer wheel 4401, so that the steering of the first vehicle body connected with the first frame body 41 and the second vehicle body connected with the second frame body 43 can be controlled independently, the turning radius of the vehicle can be reduced, the driving of the vehicle is facilitated, and the flexibility of driving on urban roads is improved.

Specifically, the first steering drive 481 of the present embodiment includes a first drive portion for providing steering power and a first transmission portion; the first transmission portion connects the first drive portion and the first trailer wheel 4201, and the first transmission portion is configured to transmit steering power supplied from the first drive portion to the first trailer wheel 4201.

The second steering driving device 482 includes a second driving part for providing steering power and a second transmission part; the second transmission portion connects the second driving portion and the second trailer wheel 4401, and the second transmission portion is used for transmitting the steering power provided by the second driving portion to the second trailer wheel 4401.

The first driving section includes a first servo motor 4811 and a first power steering 4812; the first servo motor 4811 is in communication connection with the controller to realize automatic steering, and the first servo motor 4811 is used for outputting steering force; the first power steering 4812 is used for changing the direction of the steering force output by the first servo motor 4811 to provide the steering power to the first transmission unit, the first power steering 4812 is connected to the output end of the first servo motor 4811 through a first coupling 4813, and the output end of the first power steering 4812 is connected to the first transmission unit.

The second driving part comprises a second servo motor 4821 and a second power steering 4822, the second servo motor 4821 is in communication connection with the controller to realize automatic steering, and the second servo motor 4821 is used for outputting steering force; the second power steering 4822 is used to change the direction of the steering force output by the second servo motor 4821 to provide the steering power to the second transmission unit, the second power steering 4822 is connected to the output end of the second servo motor 4821 through a second coupling 4823, and the output end of the second power steering 4822 is connected to the second transmission unit.

In one possible example, the first transmission part of the present embodiment includes a first power steering swing arm 4814, a first drag link 4815, a first trailer steering swing arm 4816, and a first tie rod 4817, and a first end of the first power steering swing arm 4814 is connected to an output end of the first power steering 4812; a first end of the first drag link 4815 is connected to a second end of the first power steering swing arm 4814; the first trailer steering swing arm 4816 is fixedly connected to the first trailer wheel 4201, the first trailer steering swing arm 4816 includes a first body, and a first trailer sub swing arm 48161 and a second trailer sub swing arm 48162 connected to the first body, the first body is fixedly connected to the first trailer wheel 4201, the first trailer sub swing arm 48161 and the second trailer sub swing arm 48162 are both connected to the first body, an included angle is formed between the first trailer sub swing arm 48161 and the second trailer sub swing arm 48162, and the second end of the first drag link 4815 is connected to the first trailer sub swing arm 48161; two ends of the first tie rod 4817 are respectively connected to the second trailer swing arms 48162 on the two first trailer steering swing arms 4816.

The second transmission part of the present embodiment includes a second power steering swing arm 4824, a second drag link 4825, a second trailer steering swing arm 4826, and a second drag link 4827, wherein a first end of the second power steering swing arm 4824 is connected to an output end of a second power steering 4822; a first end of a second drag link 4825 is connected to a second end of a second power steering swing arm 4824; the second trailer steering swing arm 4826 is fixedly connected to the second trailer wheel 4401, the second trailer steering swing arm 4826 includes a second body, and a third trailer sub swing arm 48261 and a fourth trailer sub swing arm 48262 connected to the second body, the second body is fixedly connected to the second trailer wheel 4401, the third trailer sub swing arm 48261 and the fourth trailer sub swing arm 48262 are both connected to the second body, an included angle is formed between the third trailer sub swing arm 48261 and the fourth trailer sub swing arm 48262, and the second end of the second drag link 4825 is connected to the third trailer sub swing arm 48261; the two ends of the second tie rod 4827 are connected to the fourth trailer swing sub-arm 48262 of the second trailer steering swing arm 4826.

The present embodiment can meet the requirement of different limit deflection angles of the first trailer wheel 4201 during curve passing by adjusting the lengths of the first drag link 4815 and the first drag link 4817 and the size of the included angle between the first trailer swing arm 48161 and the second trailer swing arm 48162. Similarly, the requirement of different deflection angles of the second trailer wheel 4401 during curve passing can be met by adjusting the lengths of the second drag link 4825 and the second drag link 4827 and the size of the included angle between the third trailer sub swing arm 48261 and the fourth trailer sub swing arm 48262.

When the steering drive device of this embodiment is in use, the first servo motor 4811 receives a steering input signal transmitted by the controller and outputs a steering torque, the steering torque output by the first servo motor 4811 is transmitted to the first power transmission via the first coupling 4813, the first power transmission outputs a rotational torque to drive the first power steering swing arm 4814 to swing, the first power steering swing arm 4814 transmits a rotational torque to the first trailer steering swing arm 4816 via the first drag link 4815, and since the first trailer steering swing arm 4816 is fixedly connected to the first trailer wheel 4201 and the two first trailer steering swing arms 4816 are connected via the first drag link 4817, the two first trailer wheels 4201 can be driven to move synchronously and deflect.

Similarly, the second servo motor 4821 receives the steering input signal transmitted by the controller and outputs a steering torque, the steering torque output by the second servo motor 4821 is transmitted to the second power transmission device through the second coupling 4823, the second power transmission device outputs a rotation torque to drive the second power steering swing arm 4824 to swing, the second power steering swing arm 4824 transmits the rotation torque to the second trailer steering swing arm 4826 through the second longitudinal tie rod 4825, because the second trailer steering swing arm 4826 is fixedly connected to the second trailer wheel 4401, and the two second trailer steering swing arms 4826 are connected through the second tie rod 4827, the two second trailer wheels 4401 can be driven to move synchronously and deflect.

In addition, the present embodiment further includes a first mounting seat 4818, where the first mounting seat 4818 is used to connect to a first vehicle body; a first servo motor 4811 and a first power steering 4812 are provided on the first mount 4818. The first mounting base 4818 is provided with a first limit switch 4819, and the first limit switch 4819 is disposed on a side of the first mounting base 4818 facing the first drag link 4815. When the first trailing arm 4815 contacts the first limit switch 4819, the first limit switch 4819 generates a signal and feeds the signal back to the controller, which will send a command to stop the first power driver from continuing to move in that direction.

The present embodiment further includes a second mounting seat 4828, the second mounting seat 4828 is used for connecting to a second vehicle body; a second servo motor 4821 and a second power steering 4822 are provided on the second mount 4828. A second limit switch 4829 is disposed on the second mounting base 4828, and the second limit switch 4829 is disposed on a side of the second mounting base 4828 facing the second drag link 4825. When the second trailing arm 4825 contacts the second limit switch 4829, the second limit switch 4829 generates a signal and feeds the signal back to the controller, which will send a command to stop the second power driver from continuing to move in that direction.

Specifically, as shown in fig. 25 and 26, the present embodiment provides a clamping device for fixing the bogie and preventing the bogie from rotating during transportation and hoisting. Wherein, the first frame body 41 is provided with a first clamping fixing hole, and the second frame body 43 is provided with a second clamping fixing hole. When the clamping device is used, the two ends of the clamping device 52 are respectively inserted into the first clamping fixing hole and the second clamping fixing hole to relatively lock and fix the first frame body 41 and the second frame body 43, so that relative rotation is prevented.

In an alternative example, the chucking device 51 includes a first fixing rod 511, a second fixing rod 512, and a connecting rod 513. The first end of the first fixing rod 511 is used for being inserted into the first clamping fixing hole, that is, the first end of the first fixing rod 511 can be inserted from one side of the first clamping fixing hole and extends out from the other side of the first clamping fixing hole, and the first fixing portion is matched with the first fastener and then used for being fixed relative to the first frame body 41. That is, the first fixing portion can keep the first fixing rod 511 and the first frame 41 in a relatively fixed state.

The first end of the second fixing rod 512 is used for being inserted into the second clamping fixing hole, that is, the first end of the second fixing rod 512 can be inserted into one side of the second clamping fixing hole and extend out of the other side of the second clamping fixing hole, and the second fixing portion is matched with the second fastener and then used for being fixed relative to the second frame body 43. That is, the second fixing rod 512 and the second frame 43 can be kept relatively fixed by the second fixing portion in this embodiment.

Both ends of the connection rod 513 are connected to the second end of the first fixing rod 511 and the second end of the second fixing rod 512, respectively. That is, in this embodiment, the first fixing rod 511 and the second fixing rod 512 can be connected into a whole through the connecting rod 513, and since the first frame body 41 and the first fixing rod 511 can be relatively fixed and the second frame body 43 and the second fixing rod 512 can be relatively fixed, on the premise that the first frame body 41 and the first fixing rod 511 are relatively fixed and the second frame body 43 and the second fixing rod 512 are relatively fixed, the first frame body 41 and the second frame body 43 can be relatively fixed through the connection of the connecting rod 513.

As can be seen from the above description, the clamping device 51 of the present embodiment can be matched with the fixing hole on the trailer bogie, so as to relatively fix the hinged portion of the trailer bogie, and achieve the purpose of preventing the trailer bogie from rotating and protecting the trailer bogie during transportation and assembly.

In one implementation, the surface of the first fixing portion may be provided with an external thread, the first fastening member may be a nut with an internal thread, and the nut abuts against the surface of the first frame body 41 through the matching between the thread and the nut, so as to fix the first fixing rod 511 and the first frame body 41 relatively; similarly, the surface of the second fixing portion may be provided with an external thread, the second fastening member may be a nut with an internal thread, and the nut abuts against the surface of the second frame body 43 through the matching between the thread and the nut, so that the second fixing rod 512 and the second frame body 43 are relatively fixed.

In another implementation manner, the first fixing portion may be provided with a first through hole, an axis of the first through hole is perpendicular to an axis of the first fixing rod 511, the first fastening member is a shaft pin capable of extending into the first through hole, and after the first fixing portion passes through the first clamping fixing hole, the shaft pin may be inserted into the first through hole so as to abut against the surface of the first frame body 41 by using the shaft pin, so that the first fixing rod 511 and the first frame body 41 are relatively fixed; similarly, a second through hole may be formed in the second fixing portion, an axis of the second through hole is perpendicular to an axis of the second fixing rod 512, the second fastener is a shaft pin capable of extending into the second through hole, and after the second fixing portion passes through the second clamping fixing hole, the shaft pin may be inserted into the second through hole so as to abut against the surface of the second frame body 43 with the shaft pin, so that the second fixing rod 512 and the second frame body 43 are relatively fixed.

In another implementation manner, the first fixing portion may be an elastic portion, and the elastic portion includes a plurality of claws arranged at an end of the first fixing portion facing away from the first fixing rod 511, and the claws are distributed in the same circumferential plane at equal intervals. When the first fixing part is in a compressed state, the outer diameter of the clamping jaw is smaller than the inner diameter of the first clamping fixing hole, so that the first fixing part penetrates through the first clamping fixing hole; when the first fixing portion is in a natural state, the outer diameter of the clamping jaw is larger than the inner diameter of the first clamping fixing hole, and the clamping jaw abuts against the surface of the first frame body 41 so that the first fixing portion and the first frame body 41 are relatively fixed; similarly, the second fixing portion is an elastic portion, and a plurality of claws are disposed on a side of the second fixing portion away from the second end of the second fixing rod 512, and the claws are distributed in the same circumferential plane at equal intervals. When the second fixing part is in a compressed state, the outer diameter of the clamping jaw is smaller than the inner diameter of the second clamping fixing hole, so that the second fixing part penetrates through the second clamping fixing hole; when the second fixing portion is in a natural state, the outer diameter of the clamping jaw is larger than the inner diameter of the second clamping fixing hole, and the clamping jaw abuts against the surface of the second frame body 43 so that the second fixing portion and the second frame body 43 are relatively fixed.

Can find out through above-mentioned three implementation, the chucking device 51 that this embodiment provided can realize with the quick installation and the dismantlement of trailer bogie support body, makes things convenient for the staff to use, is favorable to improving work efficiency.

In this embodiment, the first fixing rod 511 is further provided with a first boss 514, the first boss 514 is disposed close to the first fixing portion, the diameter of the first boss 514 is greater than the inner diameter of the first clamping fixing hole, the first boss 514 is used for abutting against one side of the first clamping fixing hole, and the first fixing portion abuts against the other side of the first clamping fixing hole, so that the connection stability can be improved; similarly, the second fixing rod 512 of this embodiment is further provided with a second boss 515, the second boss 515 is disposed near the second fixing portion, the diameter of the second boss 515 is greater than the inner diameter of the second fastening hole, the second boss 515 is configured to abut against one side of the second fastening hole, and the second fixing portion abuts against the other side of the second fastening hole, so that the connection stability can be improved.

Further, in order to improve the strength of the chucking device 51, the present embodiment further includes a first reinforcing rod 516 and a plurality of second reinforcing rods 517. The two ends of the first reinforcing rod 516 are respectively connected with the first fixing rod 511 and the second fixing rod 512, the first reinforcing rod 516 is arranged close to the second end of the first fixing rod 511 and the second end of the second fixing rod 512, and the strength of the clamping device 51 in the axial direction of the connecting rod 513 can be improved by arranging the first reinforcing rod 516. The two ends of the second reinforcing rod 517 are respectively connected with the first reinforcing rod 516 and the connecting rod 513, and the strength of the clamping device 51 in the axial direction of the first fixing rod 511 can be improved by arranging the second reinforcing rod 517. The first reinforcing rods 516 may be parallel to the connecting rods 513 such that the lengths of the second reinforcing rods 517 are equal for ease of installation and manufacture.

The first fixing rod 511, the second fixing rod 512 and the connecting rod 513 of the present embodiment may also be integrally formed, so as to further improve the overall strength of the clamping device 51.

As shown in fig. 27, 28 and 29, the present embodiment provides another chucking device. The first and second clamping fixing holes may be provided at the first and

second vehicle axles

42 and 44, respectively, and the clamping device 52 includes first and second fixing

rods

521 and 522. The first end of the first fixing rod 521 is inserted into the first clamping fixing hole. Alternatively, the first clamping fixing hole may be a threaded hole. The first end of the first fixing rod 521 may be provided with an external thread, and the first end of the first fixing rod 521 is directly screwed into the first clamping fixing hole, so as to lock and fix the first fixing rod 521 and the first axle 42. The first end of the second fixing rod 522 is inserted into the second clamping fixing hole. Alternatively, the second clamping fixing hole may be a threaded hole. The first end of the second fixing rod 522 may be externally threaded, and the first end of the second fixing rod 522 is directly threadedly fixed in the second clamping fixing hole to tightly fix the second fixing rod 522 to the second axle 44.

The second end of the first fixing rod 521 is connected to the second end of the second fixing rod 522 by a telescopic mechanism for adjusting the length of the clamping device 52. That is, the present embodiment can adjust the interval length between the first fixing rod 521 and the second fixing rod 522 by the telescopic mechanism, thereby enabling the chucking device 52 to be adapted to trailer bogies of various sizes and facilitating the mounting and dismounting of the chucking device 52. The entire clamping device 52 can be made small in size by shortening the interval between the first fixing rod 521 and the second fixing rod 522 before installation, thereby facilitating installation to the trailer bogie; during installation, after one end of the clamping device 52 is fixed, the telescopic mechanism can be adjusted to extend the clamping device 52, so that two ends of the clamping device 52 are respectively fixed with the first axle 42 and the second axle 44, and the function of clamping and fixing the trailer bogie is realized.

As can be seen from the above description, the clamping device 52 of the present embodiment can be matched with the fixing hole on the bogie, so as to fix the hinged portion of the trailer bogie relatively, and achieve the purpose of preventing the trailer bogie from rotating and protecting the trailer bogie during transportation and assembly.

In one possible implementation, the telescoping mechanism includes a stationary shaft 523, the outer surface of the stationary shaft 523 is provided with an external thread, wherein the external thread of the first end of the stationary shaft 523 is opposite to the thread of the external thread of the second end of the stationary shaft 523; a first shaft hole with internal threads is formed at a second end of the first fixing rod 521, a second shaft hole with internal threads is formed at a second end of the second fixing rod 522, a first end of the fixing shaft 523 is in threaded connection with the first shaft hole, and a second end of the fixing shaft 523 is in threaded connection with the second shaft hole.

The telescoping mechanism further comprises a first locking member comprising a first locking nut 524 and a second locking nut 525, the first locking nut 524 being disposed on the first end of the fixed shaft 523, and the second locking nut 525 being disposed on the second end of the fixed shaft 523.

When the clamping device 52 of the implementation manner is used, all the parts of the clamping device 52 are sequentially connected, and the fixing shaft 523 is adjusted to enable the overall length of the clamping device 52 to be in a proper range, so that the clamping device 52 can be easily placed between the first axle and the second axle, and a large gap is not left. Then, the first fixing rod 521 is inserted into the first fastening hole and fixed to the first axle, and the fixing shaft 523 is adjusted to insert the second fixing rod 522 into the second fastening hole. Finally, the fixed shaft 523 is adjusted to enable the lengths of the clamping devices 52 on the two sides to be consistent, and the first locking nut 524 and the second locking nut 525 are screwed tightly to complete installation.

When the locking device is detached, the first locking nut 524 and the second locking nut 525 are firstly loosened, then the second fixing rod 522 is detached from the second axle, the fixing shaft 523 is adjusted to enable the clamping device 52 to be taken out, finally the first fixing rod 521 is detached from the first axle, and the whole clamping device 52 is taken out.

In another implementation mode, the telescopic mechanism comprises a sleeve and a screw rod, an internal thread matched with the screw rod is arranged on the inner wall of the sleeve, the screw rod is connected in the sleeve in a threaded manner, and the length of the telescopic mechanism is adjusted by rotating the sleeve. Alternatively, the sleeve may be fixed to the second end of the first fixing rod 521 or the second end of the second fixing rod 522; correspondingly, the lead screw may be fixed at the second end of the second fixing rod 522 or the second end of the first fixing rod 521.

In another implementation, the telescoping mechanism includes a fixed sleeve and a sliding sleeve, the sliding sleeve can be sleeved outside the fixed sleeve and move along the fixed sleeve, and the length of the telescoping mechanism can be adjusted by sliding the sliding sleeve. Optionally, the fixing sleeve is fixed at the second end of the first fixing rod 521 or the second end of the second fixing rod 522; correspondingly, the sliding sleeve is fixed at the second end of the second fixing rod 522 or the second end of the first fixing rod 521.

Further, in this embodiment, a first end of the first fixing rod 521 is further provided with a first hoisting plate 526, and the first hoisting plate 526 is provided with a first hoisting hole; the first end of the second fixing rod 522 is further provided with a second hoisting plate 527, and the second hoisting plate 527 is provided with a second hoisting hole. The first hoisting plate 526 is fixedly connected with the first fixing rod 521, and the second hoisting plate 527 is fixedly connected with the second fixing rod 522; the first hoisting plate 526 and the second hoisting plate 527 both have a certain thickness to meet the requirement of hoisting strength.

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 brake control system for a rubber-tyred train for a trailer bogie, comprising:

the hydraulic brake control unit is used for acquiring a brake instruction of the rubber wheel train and load information of a corresponding axle, determining a target hydraulic oil pressure of the corresponding brake cylinder according to the brake instruction and the corresponding load information, and respectively controlling wheel braking force on the corresponding at least one axle according to the target hydraulic oil pressure;

wherein the trailer bogie is adapted to be disposed between adjacent vehicles; the hydraulic brake control unit is used for connecting a brake cylinder of a trailer bogie corresponding to an axle of the hydraulic brake control unit and a carriage so as to control target hydraulic oil pressure output to the brake cylinder.

2. The system of claim 1, wherein the hydraulic brake control unit includes a plurality; the hydraulic brake control units are respectively arranged on the carriages.

3. The system of claim 2, wherein at least one of the plurality of hydraulic brake control units is configured to connect brake cylinders corresponding to two axles, and to determine target hydraulic oil pressures to be output to the brake cylinders corresponding to the two axles, respectively, so as to control wheel braking forces on the two axles according to the target hydraulic oil pressures, respectively; wherein, two axles are respectively arranged on two trailer bogies at the bottom of the same carriage.

4. A brake control method of a rubber-tyred train, which is used for a trailer bogie, is characterized by comprising the following steps:

the hydraulic brake control unit is connected with a brake cylinder arranged on the trailer bogie; the brake cylinder comprises a plurality of brake cylinders; a plurality of brake cylinders provided to the trailer bogie for applying brakes to respective wheels on an axle of the trailer bogie;

5. The method of claim 4, wherein the hydraulic brake control unit includes a plurality; the hydraulic brake control units are respectively arranged on the carriages;

the plurality of hydraulic brake control units determine a target hydraulic oil pressure to be output to the corresponding brake cylinder based on the brake command and the load information of the corresponding axle.

6. The method according to claim 5, wherein at least one of the plurality of hydraulic brake control units determines a target hydraulic oil pressure to be output to a brake cylinder corresponding to each of two axles, respectively, to control wheel braking forces on the two axles, respectively, in accordance with the target hydraulic oil pressure;

wherein, two axles are respectively arranged on two trailer bogies at the bottom of the same carriage.

7. A rubber-tyred train, comprising:

the two motor trains are positioned at two ends of the rubber wheel train;

a system as claimed in any one of claims 1 to 3, connected to the trailer bogie.

8. A rubber-tyred train according to claim 7, wherein said trailer bogie comprises:

two axles; wheels which can rotate relative to the axle are respectively arranged at the two ends of the axle;

the two frame bodies extend along the direction vertical to the axle and are positioned between the two axles; one end of the frame body is connected with the adjacent axle, and the other end of the frame body is hinged with the other frame body; the two frame bodies can rotate relatively on the horizontal plane;

the suspension devices are symmetrically arranged on the axle; the top of the suspension device is used for being connected with a vehicle body;

one end of the traction device is connected with the axle, and the other end of the traction device is connected with the vehicle body.

9. The rubber-tyred train of claim 8, the trailer bogie further comprising: and the frame body buffer device is arranged on at least one frame body and is used for buffering and stopping when the two frame bodies are in rotating contact.

10. The rubber-tyred train of claim 9, wherein the frame is provided with two frame buffering devices, the two frame buffering devices are symmetrically arranged on two sides of the frame, and the symmetry axis is perpendicular to the axle;

the support body buffer device comprises:

the buffer block mounting seat is fixed on the frame body;

the buffer block is fixed on the buffer block mounting seat; the buffer blocks on the same side of the two frame bodies are oppositely arranged; when the two axles are parallel, the buffer blocks positioned between the same sides of the two frame bodies are not contacted; when two support bodies rotate the predetermined angle relatively, but the buffer block butt with the direction of rotation looks homonymy in two support bodies.

11. The rubber-tyred train of claim 8, wherein said frame comprises: a frame connecting part and a frame hinge part; the frame body connecting part is connected between the axle and the frame body hinging part; frame body buffer devices are symmetrically arranged on two sides of the horizontal direction of the frame body hinged part; one end of the hinge part of the frame body, which is far away from the connecting part of the frame body, is connected with the first rotating body or the second rotating body.