CN112572509A

CN112572509A - Guide wheel device for railway vehicle, bogie and railway vehicle

Info

Publication number: CN112572509A
Application number: CN201910939823.3A
Authority: CN
Inventors: 曾浩; 刘俊杰; 许玉红; 姚刘兵; 梁钰琪
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2019-09-30
Filing date: 2019-09-30
Publication date: 2021-03-30
Anticipated expiration: 2039-09-30
Also published as: CN112572509B

Abstract

The invention discloses a guide wheel device, a bogie and a rail vehicle for the rail vehicle, wherein the rail vehicle is suitable for running along a rail, a stop member for preventing the rail vehicle from side turning is arranged on the rail, the guide wheel device comprises a telescopic assembly and a guide wheel, the telescopic assembly comprises an outer sleeve part and an inner sleeve part which are sleeved inside and outside, an internal thread is formed on the inner surface of the outer sleeve part, an external thread screwed with the internal thread is formed on the outer surface of the inner sleeve part, and the guide wheel is arranged on the telescopic assembly and is suitable for being matched with the rail for guiding. After the length of the telescopic assembly is adjusted, the guide wheel can move from the anti-rollover position of the stop piece below the stop piece to the release position avoiding the stop piece. The guide wheel device for the railway vehicle has good applicability, and facilitates the overhauling, debugging and the like of the railway vehicle.

Description

Guide wheel device for railway vehicle, bogie and railway vehicle

Technical Field

The invention relates to the technical field of rail transit, in particular to a guide wheel device for a rail vehicle, a bogie and the rail vehicle.

Background

At present, the adaptability of a bogie in a railway vehicle is poor, the bogie cannot be suitable for different tracks, in the related technology, a side-turning preventing beam edge is arranged on a track beam to be matched with the railway vehicle so as to prevent the railway vehicle from being turned over accidentally, but under the condition that the railway vehicle needs to be lifted up during maintenance, debugging and the like of the railway vehicle, a guide wheel device is clamped below the side-turning preventing beam edge, and the railway vehicle cannot be lifted up directly; therefore, the guide wheel device needs to be detached firstly, an operator needs to drill into the bottom of the rail vehicle, the bottom of the rail vehicle is small in operation space, time and labor are wasted, the detaching process is complicated, the service life of parts is easily consumed, and parts are easily lost.

Disclosure of Invention

The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides a guide wheel device for a railway vehicle, which has good applicability and is convenient for the maintenance, debugging and the like of the railway vehicle.

The invention also provides a rail vehicle with the guide wheel device.

A guide wheel apparatus for a railway vehicle according to a first aspect of the present invention, the railway vehicle adapted to run along a rail having a stopper thereon for preventing the railway vehicle from rolling over, the guide wheel apparatus comprising: the telescopic assembly comprises an outer sleeve part and an inner sleeve part which are sleeved inside and outside, wherein an internal thread is formed on the inner surface of the outer sleeve part, and an external thread screwed with the internal thread is formed on the outer surface of the inner sleeve part; the guide wheel is installed on the telescopic assembly and is suitable for being matched with the track for guiding, and after the telescopic assembly adjusts the length to be extended, the guide wheel can move from a side-turning prevention position where the stop piece is located below the stop piece to a release position where the stop piece is avoided.

The guide wheel device for the rail vehicle has good applicability and flexible design, is beneficial to improving the product utilization rate, is convenient for lifting the rail vehicle, effectively reduces the assembly and maintenance workload, and is time-saving and labor-saving.

In some embodiments, the central axis of the retraction assembly extends in the width direction of the track.

In some embodiments, one of the outer sleeve member and the inner sleeve member is a first telescopic section on which the guide wheel is mounted, and the other is a second telescopic section adapted to be mounted to a body or bogie frame of the rail vehicle.

In some embodiments, the first telescopic section is coupled to the guide wheel by a bearing, and/or the second telescopic section is coupled to the rail vehicle by a bearing.

In some embodiments, the retraction assembly further comprises: and the locking piece penetrates through the outer sleeve piece and abuts against the outer surface of the inner sleeve piece so as to lock the length of the telescopic assembly.

In some embodiments, the inner sleeve comprises: a body portion, the external thread being formed on an outer surface of the body portion, an accommodation cavity being formed in the body portion; the connecting part is at least partially matched in the accommodating cavity and can slide along the accommodating cavity, so that the length of the internal sleeve can be changed; a first damper disposed in the receiving cavity and connected between the body portion and the connecting portion.

In some embodiments, the guide wheel apparatus further comprises: a mounting bracket adapted to be mounted to the rail vehicle, the telescoping assembly being mounted on the mounting bracket; the sliding assembly is installed on the mounting frame, and the guide wheel is made to slide along the sliding assembly.

In some embodiments, the telescoping assembly is disposed above the guide wheel and the glide assembly is supported below the guide wheel.

In some embodiments, the glide assembly comprises: the sliding rail is arranged on the mounting rack and defines a sliding chute; the slider is arranged on the guide wheel, and the slider is in sliding fit with the sliding groove and slides along the extending direction of the sliding groove.

In some embodiments, a portion of the chute rests below at least a portion of the slider.

In some embodiments, the glide assembly further comprises: and the second shock absorber is connected between the sliding rail and the sliding block.

In some embodiments, the guide wheel device comprises two telescopic assemblies which are arranged in bilateral symmetry, one end of each telescopic assembly, which is far away from the center of the guide wheel device, is provided with the guide wheel, and each telescopic assembly is telescopic along the left-right direction.

A bogie according to a second aspect of the invention comprises a bogie frame and a guide wheel arrangement for a rail vehicle according to the above first aspect of the invention, said guide wheel arrangement being mounted to said bogie frame.

According to the bogie, the guide wheel device for the railway vehicle has good design flexibility, improves the applicability of the bogie, facilitates the maintenance, debugging and the like of the railway vehicle, and ensures the driving safety.

A rail vehicle according to a third aspect of the invention comprises a guide wheel arrangement for a rail vehicle according to the above-mentioned first aspect of the invention.

According to the rail vehicle, the guide wheel device for the rail vehicle has good design flexibility, improves the applicability of the rail vehicle, facilitates the maintenance, debugging and the like of the rail vehicle, and ensures the driving safety.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

FIG. 1 is a schematic view of a guide wheel assembly for a rail vehicle according to one embodiment of the present invention;

FIG. 2 is an enlarged view of portion A circled in FIG. 1;

FIG. 3 is a schematic view of the guide wheel assembly shown in FIG. 1;

FIG. 4 is a schematic view of the guide wheel assembly of FIG. 3 assembled with a track, wherein the guide wheels are moved to an anti-rollover position;

FIG. 5 is another schematic view of the guide wheel assembly and track shown in FIG. 4;

FIG. 6 is a schematic view of the guide wheel assembly shown in FIG. 3 assembled with another track, wherein the guide wheels are moved to an anti-rollover position;

FIG. 7 is a schematic view of the guide wheel assembly shown in FIG. 3 assembled with yet another rail, with the guide wheels moved to an anti-rollover position;

FIG. 8 is a further assembled schematic view of the guide wheel assembly shown in FIG. 3 with the track, wherein the guide wheels are moved to an anti-rollover position;

FIG. 9 is a schematic view of the telescoping assembly shown in FIG. 3;

FIG. 10 is a schematic view of the first telescoping section shown in FIG. 9;

FIG. 11 is a partial schematic view of the first shock absorber shown in FIG. 10;

figure 12 is a cross-sectional schematic view of the body portion shown in figure 10;

FIG. 13 is a schematic view of the glide assembly shown in FIG. 3;

FIG. 14 is a partial schematic view of the second shock absorber shown in FIG. 13;

FIG. 15 is a schematic view of the assembly of a rail vehicle with a rail in which the guide wheels are moved to a release position according to one embodiment of the present invention;

fig. 16 is a schematic raised view of the rail vehicle shown in fig. 15.

Reference numerals:

a rail vehicle 200; a vehicle body 101; a bogie frame 102; running wheels 103;

a rail 201; a channel 2010; the guide surface 2010 a; a stopper 2011; a rail beam 2012;

a guide wheel device 100; anti-rollover position R1; the release position R2;

a telescopic assembly 1; a central axis 10; an outer jacket member 10 a; an inner sheath member 10 b;

internal threads 111; external threads 112; a locking member 113;

a second telescoping section 12;

a first telescopic section 13; a body portion 131; a connecting portion 132; the first damper 133; a first shock absorber mount 134;

a stopper 1310; a limit groove 1310 a;

a housing chamber 1311; an open mouth 1311 a;

a first elastic member 1331; a first damper 1332; a first valve body assembly 1334; a first divider 1335;

the first piston cylinder 1332 a; a first piston 1332 b; first piston cavity 1332 c; first storage cavity 1332 d;

first rod section 1332 e; first head 1332 f; a first cavity 1332 g; a second cavity 1332 h;

a first extension valve 1334 a; a first flow valve 1334 b;

a first compression valve 1334 c; a first compensation valve 1334 d;

a bearing 14; an inner ring 141; an outer ring 142;

a guide wheel 2; an axle 21;

a mounting frame 3; a mount 31; a bearing housing 311; a mounting plate 32; a through-hole 320; reinforcing ribs 321;

a sliding component 4; a slide rail 41; a slider 42; the second damper 43; a second shock absorber mount 44; a locking pin 45;

a chute 410; a guide rail 411;

a second elastic member 431; a second damper 432; a second valve body assembly 434; a second spacer 435;

the second piston cylinder 432 a; a second piston 432 b; a second piston chamber 432 c; the second storage chamber 432 d;

a second stem portion 432 e; a second head portion 432 f; a third chamber 432 g; a fourth chamber 432 h;

a second extension valve 434 a; the second circulation valve 434 b;

a second compression valve 434 c; and a second compensation valve 434 d.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

The following disclosure provides many different embodiments, or examples, for implementing different features of the invention. To simplify the disclosure of the present invention, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present invention. Furthermore, the present invention may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, the present invention provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize the applicability of other processes and/or the use of other materials.

A guide wheel apparatus 100 for a railway vehicle 200 according to an embodiment of the present invention will be described with reference to fig. 1 to 16. The rail vehicle 200 is suitable for running along the rail 201, and the rail 201 is provided with a stop part 2011 for preventing the rail vehicle 200 from turning over, so that the rail vehicle 200 is prevented from accidentally turning over, and the running safety of the rail vehicle 200 is ensured.

It will be appreciated that the track 201 may be an internally guided track, or an externally guided track such as a straddle monorail or the like. For example, as shown in fig. 4, the rail 201 is an inner guide type rail, the rail 201 defines a channel 2010, a side surface of the channel 2010 may have a guide surface 2010a, and the guide wheel device 100 may cooperate with the guide surface 2010a to realize guidance; for another example, the track 201 is a straddle-type monorail, the outer surface of the track 201 may have a guide surface 2010a, and the guide wheel device 100 may cooperate with the guide surface 2010a to achieve guidance.

As shown in fig. 2 and 9, the guide wheel device 100 includes a telescopic assembly 1, the telescopic assembly 1 includes an outer sleeve 10a and an inner sleeve 10b which are sleeved with each other, the outer sleeve 10a can be sleeved outside the inner sleeve 10b, an inner thread 111 is formed on an inner surface of the outer sleeve 10a, an outer thread 112 which is screwed with the inner thread 111 is formed on an outer surface of the inner sleeve 10b, the outer sleeve 10b and the inner sleeve 10b are screwed through the inner thread 111 and the outer thread 112, the thread matching length of the outer sleeve 10a and the inner sleeve 10b can be adjusted, so as to adjust the relative position of the outer sleeve 10a and the inner sleeve 10b in the length direction of the telescopic assembly 1, adjust the length of the telescopic assembly 1, so that the telescopic assembly 1 can adjust the extension or shorten, has a simple structure, has good versatility, facilitates the standardized design, and simultaneously enables the telescopic assembly 1 to have good axial bearing capacity, the guide wheel 2 is convenient to ensure stable guide.

In addition, after the length adjustment of the telescopic assembly 1 is completed, the locking of the length of the telescopic assembly 1 can be realized by the matching of the internal thread 111 and the external thread 112, the length of the telescopic assembly 1 is kept fixed and unchanged, the length of the telescopic assembly 1 can be continuously adjusted and can be locked in real time, the length of the telescopic assembly 1 can be adjusted to any numerical value within a certain range through the screw thread screwing of the internal thread 111 and the external thread 112, and the length of the telescopic assembly 1 can be adjusted to any numerical value within the certain range through the screw thread screwing of the internal thread 111 and the external thread 112 in the adjusting process.

As shown in fig. 1 and 4, the guide wheel device 100 further includes a guide wheel 2, the guide wheel 2 is mounted on the telescopic assembly 1, and the guide wheel 2 is adapted to cooperate with the track 201 for guiding, for example, the track 201 may have a guide surface 2010a, and the guide wheel 2 cooperates with the guide surface 2010a for guiding.

Wherein, in the process of adjusting the length of the telescopic assembly 1, the guide wheel 2 can move along with the change of the length of the telescopic assembly 1. After the telescopic assembly 1 is adjusted in length, the guide wheel 2 can move from a rollover prevention position R1 (for example, as shown in fig. 4 and 8) stopped below the stopper 2011 to a release position R2 (for example, as shown in fig. 15 and 16) stopped below the stopper 2011, and likewise, after the telescopic assembly 1 is adjusted in length, the guide wheel 2 can also move from a release position R2 stopped below the stopper 2011 to a rollover prevention device R1 stopped below the stopper 2011, so that the change in length of the telescopic assembly 1 can realize the movement of the guide wheel 2, for example, the telescopic assembly 1 can move the guide wheel 2 between a rollover prevention position R1 and a release position R2 by adjusting the length, and the telescopic assembly 1 can lock the guide wheel 2 at a rollover prevention position R1, or a release position R2, or a position between the rollover prevention position R1 and a release position R2 by locking the length.

In the anti-rollover position R1, the stopper 2011 may stop the guide wheel 2 from coming off upward, so as to ensure the traveling safety of the rail vehicle 200, and in the release position R2, the guide wheel 2 avoids the stopper 2011, for example, in the width direction of the rail 201, the guide wheel 2 may be spaced from the stopper 2011 (for example, as shown in fig. 15 and 16), and at this time, the guide wheel 2 may smoothly come off upward. When the guide wheel device 100 is used, the telescopic assembly 1 can be adjusted to a proper length through the internal threads 111 and the external threads 112, so that the guide wheel 2 can be moved to the anti-rollover position R1 suitable for different rails 201, and the length of the telescopic assembly 1 is locked through the internal threads 111 and the external threads 112, so that the guide wheel 2 is locked in the anti-rollover position R1, so that the guide wheel device 100 can be suitable for different rails, and the applicability of the guide wheel device 100 is improved.

If rail vehicle 200 overhauls, the debugging etc, when needing to lift rail vehicle 200, can adjust the length of flexible subassembly 1 through internal thread 111 and external screw thread 112 earlier, for example can adjust flexible subassembly 1 to suitable length, make leading wheel 2 remove to release position R2, and lock in release position R2, leading wheel 2 can upwards deviate from smoothly this moment, need not to dismantle leading wheel 2, can lift rail vehicle 200 smoothly, the dismouting number of times of leading wheel 2 has effectively been reduced, the maintenance of rail vehicle 200 has been promoted, the debugging efficiency, and convenient operation. The lifting of the rail vehicle 200 may be achieved by a crane or a jack, but is not limited thereto.

For example, the guide wheel device 100 is applied to a rail vehicle 200, and when the rail vehicle 200 normally travels, the guide wheel 2 moves to the rollover prevention position R1, and the guide wheel 2 is stopped below the stopper 2011, for example, the guide wheel 2 may be spaced below the stopper 2011, but is not limited thereto, and for example, the guide wheel 2 may contact with a lower surface of the stopper 2011 to stop the stopper 2011.

When the rail vehicle 200 normally runs, in the anti-rollover position R1, the guide wheels 2 may be arranged below the stopper 2011 at intervals, so that when the rail vehicle 200 normally runs, the rail vehicle 200 is allowed to have a certain "bounce" in the up-down direction, and the influence on the normal running of the rail vehicle 200 due to the interference between the guide wheels 2 and the stopper 2011 is avoided; for another example, in the anti-rollover position R1, the guide wheel 2 may contact the lower surface of the stopper 2011, so that the rail vehicle 200 operates normally, the guide wheel 2 may elastically contact the stopper 2011, when the rail vehicle 200 is to be turned over, the guide wheels 2 and the stoppers 2011 can be in rigid contact, for example, an elastic component (such as a spring, etc.) is arranged on the guide wheel 2, an accommodating cavity is arranged on the guide wheel 2, one end of the elastic component extends into the accommodating cavity and can be abutted against the wall surface of the accommodating cavity, the other end of the elastic component is abutted against a corresponding stop part 2011, so that the guide wheel 2 and the stopper 2011 can be in elastic contact when the rail vehicle 200 normally runs, and the elastic component can be in a compressed state, when the rail vehicle 200 is about to turn over, the elastic member is compressed continuously, so that the elastic member is completely accommodated in the accommodating cavity, and at this time, the guide wheel 2 and the stopper 2011 can be in rigid contact.

Therefore, according to the guide wheel device 100 for the rail vehicle 200 of the embodiment of the present invention, compared to the conventional technology in which the guide wheel device is directly and rigidly and fixedly connected to the bogie frame of the rail vehicle, in the present application, the guide wheel 2 is installed on the telescopic assembly 1, and the length adjustment of the telescopic assembly 1 can realize the movement of the guide wheel 2, so that the guide wheel device 100 can be applied to different rails 201, for example, the guide wheel device 100 can be applied to rails 201 with different widths (or different cross sections), so that the guide wheel device 100 can realize the guiding function when being applied to the rails 201 with different widths, the applicability of the guide wheel device 100 is improved, the development cost and the design cost are reduced, the product state is prevented from being various to a certain extent, the assembly error rate is reduced, the product utilization rate is improved, and the flexible design of the guide wheel device 100 is realized, meanwhile, the guide wheel 2 can move to the side turning prevention position R1 and the release position R2, the rail vehicle 200 can be conveniently lifted on the premise of ensuring the normal operation of the rail vehicle 200, the rail vehicle 200 can be conveniently overhauled and debugged, the preparation workload and the assembly and maintenance workload in the front and rear stages are effectively reduced, time and labor are saved, the maintenance efficiency is improved, the guide wheel device 100 is convenient to ensure complete structure, and the service life of the guide wheel device 100 is prolonged.

It should be noted that the "anti-rollover position R1" and the "release position R2" correspond to the track 201, and do not refer to the telescopic assembly 1 being adjusted to a certain length position; for example, if the width of the track 201 in fig. 4, the width of the track 201 in fig. 6 and the width of the track 201 in fig. 7 are completely different, then when the guide wheel device 100 is applied to the track 201 in fig. 4, the length of the telescopic assembly 1 may be L in the anti-rollover position R1, when the guide wheel device 100 is applied to the track 201 in fig. 6, the length of the telescopic assembly 1 may be L1 in the anti-rollover position R1, and when the guide wheel device 100 is applied to the track 201 in fig. 7, the length of the telescopic assembly 1 may be L2 in the anti-rollover position R1, then L ≠ L1 ≠ L2 may be possible.

For example, in the example of fig. 9, the outer sleeve 10a may be rotated in a forward direction relative to the inner sleeve 10b to increase the length of the fit between the outer sleeve 10a and the inner sleeve 10b, such that the inner sleeve 10b moves relative to the outer sleeve 10a in a direction closer to the outer sleeve 10a, thereby shortening the length of the telescopic assembly 1, and when the inner sleeve 10b moves to a proper position relative to the outer sleeve 10a, the inner sleeve 10b may be held in that position, such that the length of the telescopic assembly 1 is locked; alternatively, the outer sleeve 10a may be rotated in the opposite direction relative to the inner sleeve 10b to shorten the length of the fit between the outer sleeve 10a and the inner sleeve 10b, such that the inner sleeve 10b is moved relative to the outer sleeve 10a in a direction away from the outer sleeve 10a, thereby increasing the length of the telescopic assembly 1, and when the inner sleeve 10b is moved into position relative to the outer sleeve 10a, the inner sleeve 10b may be held in that position, such that the length of the telescopic assembly 1 is locked.

The phrase "the outer sleeve member 10a rotates relative to the inner sleeve member 10 b" refers to relative rotation between the outer sleeve member 10a and the inner sleeve member 10b, including but not limited to rotation of the outer sleeve member 10a and non-rotation of the inner sleeve member 10 b; "the inner sleeve member 10b moves relative to the outer sleeve member 10 a" means that the outer sleeve member 10a and the inner sleeve member 10b move relative to each other in the length direction of the telescopic assembly 1, and includes, but is not limited to, the inner sleeve member 10b moving and the outer sleeve member 10a not moving. The terms "forward rotation" and "reverse rotation" are relative terms, and do not refer to clockwise rotation or counterclockwise rotation, and it is understood that the rotation direction of the "forward rotation" is opposite to the rotation direction of the "reverse rotation".

In some embodiments of the present invention, as shown in fig. 4, 8 and 9, if the extending direction of the central axis 10 of the telescopic assembly 1 is the width direction of the track 201 (for example, the left-right direction in fig. 8), the telescopic assembly 1 may extend or contract along the width direction of the track 201, so that the guide wheel 2 may move along the width direction of the track 201, the moving direction of the guide wheel 2 may be parallel to the width direction of the track 201, and the guide wheel 2 may move a short distance relative to the track 201 to achieve switching between the anti-rollover position R1 and the release position R2, so as to improve the switching efficiency; of course, the moving direction of the guide wheel 2 may also be angled in the width direction of the rail 201.

For example, in the example of fig. 4 and 5, the guide wheel 2 may be moved in the horizontal direction, and the guide wheel 2 may be moved in the left-right direction, at which time there may be no relative movement between the guide wheel 2 and the rail 201 in the length direction of the rail 201 (e.g., the front-rear direction in fig. 5); for another example, the guide wheel 2 moves in the horizontal direction, and the position of the guide wheel 2 in the longitudinal direction of the rail 201 may change with respect to the rail 201 while the guide wheel 2 moves in the left-right direction, and for example, the guide wheel 2 may move from left to right and from front to back.

Of course, the extending direction of the central axis 10 of the telescopic assembly 1 is not limited to this, but it is only necessary to ensure that the guide wheel 2 can be moved to switch between the anti-rollover position R1 and the release position R2.

Alternatively, as shown in fig. 1, 2 and 9, one of the outer sleeve 10a and the inner sleeve 10b is a first telescopic section 13, the other of the outer sleeve 10a and the inner sleeve 10b is a second telescopic section 12, for example, the outer sleeve 10a is a second telescopic section 12, the inner sleeve 10b is a first telescopic section 13, the guide wheel 2 is mounted on the first telescopic section 13, the second telescopic section 12 is suitable for being mounted on the car body 101 or the bogie frame 102 of the railway vehicle 200, and when the relative position between the first telescopic section 13 and the second telescopic section 12 changes, the relative position between the guide wheel 2 and the railway vehicle 200 also changes, so that the movement of the guide wheel 2 can be realized through the change of the length of the telescopic assembly 1, and the mounting of the telescopic assembly 1 is facilitated.

For example, the guide wheel 2 may be directly mounted at one end of the length of the first telescopic section 13, one end of the length of the second telescopic section 12 may be directly mounted on the vehicle body 101 or the bogie frame 102, and the other end of the length of the first telescopic section 13 is matched with the other end of the length of the second telescopic section 12; but not limited thereto, the guide wheel 2 may also be mounted at other positions of the first telescopic section 13, and other positions of the second telescopic section 12 are adapted to be mounted to the vehicle body 101 or the bogie frame 102.

Of course, the outer sleeve 10a may also be the first telescopic section 13, and the inner sleeve 10b may be the second telescopic section 12, and the movement of the guide wheel 2 may also be realized by changing the length of the telescopic assembly 1.

It will be appreciated that at least one of the first and second

telescopic sections

13, 12 may be rotatable relative to the guide wheel 2 about the central axis 10 of the telescopic assembly 1 so as to effect relative rotation between the first and second

telescopic sections

13, 12 and thereby effect adjustment of the length of the telescopic assembly 1 and movement of the guide wheel 2. For example, the first telescoping section 13 may be rotatable relative to the guide wheel 2 about the central axis 10 of the telescoping assembly 1, or the second telescoping section 12 may be rotatable relative to the guide wheel 2 about the central axis 10 of the telescoping assembly 1, or the first and

second telescoping sections

13, 12 may each be rotatable relative to the guide wheel 2 about the central axis 10 of the telescoping assembly 1.

Optionally, the first telescopic section 13 is connected with the guide wheel 2 through a bearing 14, and the first telescopic section 13 and the guide wheel 2 can be respectively and fixedly matched with an inner ring 141 and an outer ring 142 of the bearing 14, so that the first telescopic section 13 can rotate around the central axis 10 of the telescopic assembly 1 relative to the guide wheel 2, at this time, the second telescopic section 12 can be fixedly mounted on the vehicle body 101 or the bogie frame 102, and an operator can move the guide wheel 2 by rotating the first telescopic section 13, so that the structure is simple and the operation is convenient; of course, the first telescopic section 13 can also be connected with the guide wheel 2 in a rotary manner by other means.

Or, in the example of fig. 2, the second telescopic section 12 is connected to the rail vehicle 200 through a bearing 14, for example, the second telescopic section 12 is connected to the vehicle body 101 through a bearing 14, or the second telescopic section 12 is connected to the bogie frame 102 through a bearing 14, so that the second telescopic section 12 can rotate around the central axis 10 of the telescopic assembly 1 relative to the rail vehicle 200, the second telescopic section 12 can rotate around the central axis 10 of the telescopic assembly 1 relative to the guide wheel 2, at this time, the guide wheel 2 can be fixedly mounted on the first telescopic section 13, and an operator can move the guide wheel 2 by rotating the second telescopic section 12, which is simple in structure and convenient to operate; of course, the second telescoping section 12 may be rotatably connected to the rail vehicle 200 in other ways.

Or, the first telescopic section 13 is connected with the guide wheel 2 through a bearing 14, and the second telescopic section 12 is connected with the rail vehicle 200 through a bearing 14, so that the first telescopic section 13 and the second telescopic section 12 can respectively rotate around the central axis 10 of the telescopic assembly 1 relative to the guide wheel 2, and the movement of the guide wheel 2 can also be realized.

Further, in the example of fig. 2 and 9, the telescopic assembly 1 further includes a locking member 113, the locking member 113 penetrates through the outer sleeve 10a, and the locking member 113 abuts against the outer surface of the inner sleeve 10b to lock the length of the telescopic assembly 1, for example, one end of the locking member 113 may penetrate through the outer sleeve 10a to abut against the external thread 112, so as to prevent the outer sleeve 10a and the inner sleeve 10b from spontaneously rotating relatively due to vibration when the telescopic assembly 1 normally works, further ensuring the reliability of length locking of the telescopic assembly 1, and ensuring the reliability of position locking of the guide wheel 2. The locking member 113 may be a locking pin, but is not limited thereto.

Further alternatively, in the example of fig. 12, the outer peripheral wall of the inner sleeve 10b may have a position-limiting portion 1310 extending along the axial direction of the inner sleeve 10b, and one end of the locking member 113 may pass through the outer sleeve 10a and be in position-limiting fit with the position-limiting portion 1310 to lock the relative positions of the outer sleeve 10a and the inner sleeve 10 b.

For example, the position-limiting portion 1310 may be a position-limiting plane passing through the base circle upper chord line of the inner sleeve 10b and extending along the axial direction of the inner sleeve 10b, such that the cross section of the inner sleeve 10b is formed into a non-circular shape, and the outer profile of the cross section of the inner sleeve 10b may include a major arc section and a straight section, the locking member 113 is disposed through the outer sleeve 10a and one end of the locking member 113 abuts against the position-limiting plane to be in position-limiting fit with the position-limiting plane; alternatively, the limiting portion 1310 may also be a limiting groove 1310a recessed inward from a part of the outer peripheral wall of the inner sleeve 10b and extending in the axial direction of the inner sleeve 10b, the locking member 113 is disposed through the outer sleeve 10a, and one end of the locking member 113 extends into the limiting groove 1310a to be in limiting fit with the limiting groove 1310 a.

Of course, the manner in which the locking member 113 locks the length of the telescopic assembly 1 is not limited thereto. For example, a first locking hole may be formed in the first telescopic section 13, a plurality of second locking holes may be formed in the second telescopic section 12, the plurality of second locking holes may be axially spaced along the second telescopic section 12, the second telescopic section 12 rotates relative to the first telescopic section 13, so that one of the plurality of second locking holes is opposite to the first locking hole, and the locking member 113 may be disposed through the first locking hole and the second locking hole which are opposite to each other, so as to lock the length of the telescopic assembly 1; it is understood that the number of the first locking holes may be multiple, and multiple first locking holes may be arranged at intervals along the axial direction of the first telescopic section 13, in which case the number of the second locking holes may be one or more. In the description of the present invention, "a plurality" means two or more.

In some embodiments of the present invention, as shown in fig. 9, the inner set 10b includes a body portion 131, a connecting portion 132 and a first damper 133, the external thread 112 is formed on an outer surface of the body portion 131, the body portion 131 and the outer set 10a are threadedly engaged with each other through the external thread 112 and the internal thread 111, a receiving cavity 1311 is formed in the body portion 131, at least a portion of the connecting portion 132 is engaged in the receiving cavity 1311, and the connecting portion 132 is slidable along the receiving cavity 1311, so that the length of the inner set 10b can be changed, the first damper 133 is disposed in the receiving cavity 1311, and the first damper 133 is connected between the body portion 131 and the connecting portion 132. Therefore, when the guide wheel device 100 is applied to the rail vehicle 200, in the running process of the rail vehicle 200, the first shock absorber 133 can better buffer the impact between the body portion 131 and the connecting portion 132, and the inner sleeve 10b can better buffer the impact load received by the guide wheel 2, so that the inner sleeve 10b can play a good shock absorption role in buffering the impact in the normal running process of the rail vehicle 200, and the stability of the rail vehicle 200 and the comfort of passenger experience are improved; moreover, the first damper 133 is disposed in the accommodating chamber 1311, so that the first damper 133 is integrated with the telescopic assembly 1, which facilitates the arrangement of the first damper 133, makes the telescopic assembly 1 have a compact structure, saves the occupied space, and facilitates the layout of the telescopic assembly 1.

Alternatively, the first shock absorber mounting 134 may be fixedly installed in the receiving chamber 1311, and the first shock absorber 133 may be mounted to the receiving chamber 1311 through the first shock absorber mounting 134.

For example, in the example of fig. 9 and 10, an axial length of the external thread 112 may be less than or equal to an axial length of the body portion 131, one axial end of the receiving cavity 1311 is closed, the other axial end is open to form an opening 1311a, at least a portion of the connecting portion 132 may extend into the receiving cavity 1311 from the opening 1311a, and the connecting portion 132 is slip-fitted into the receiving cavity 1311, so that the connecting portion 132 may move to and fro relative to the body portion 131 along the axial direction of the body portion 131, and then the connecting portion 132 may cover the opening 1311a, so that the first damper 133 may be in a relatively closed cavity, thereby preventing the first damper 133 from being exposed to a use environment, and facilitating ensuring the use reliability of the first damper 133; both ends of the first damper 133 may be connected to the body 131 and the connecting portion 132, respectively, so that the first damper 133 may buffer the impact on the body 131 when the connecting portion 132 slides relative to the body 131, thereby performing a good damping function.

Wherein the connecting part 132 can be connected with the guide wheel 2 or the rail vehicle 200; for example, the guide wheel 2 is mounted on the connecting portion 132, and the outer race member 10a is adapted to be mounted to the vehicle body 101 or the truck frame 102, or the guide wheel 2 is mounted on the outer race member 10a, and the connecting portion 132 is adapted to be mounted to the vehicle body 101 or the truck frame 102.

Of course, both axial ends of the receiving chamber 1311 may be open, but not limited thereto.

Alternatively, in the example of fig. 10, the first damper 133 may include a first elastic member 1331, and both axial ends of the first elastic member 1331 may respectively abut against the body portion 131 and the connecting portion 132 to buffer an impact load between the body portion 131 and the connecting portion 132, and may buffer an impact load between the guide wheel 2 and the telescopic assembly 1. Wherein the first elastic piece 1331 may be in a compressed state; the first elastic member 1331 may be optionally a spring.

As shown in fig. 11, the first shock absorber 133 may further include a first damper 1332 and a first valve body assembly 1334, the first damper 1332 includes a first piston cylinder 1332a and a first piston 1332b, a first piston chamber 1332c and a first storage chamber 1332d are formed in the first piston cylinder 1332a, the first piston 1332b includes a first rod portion 1332e and a first head portion 1332f, the first head portion 1332f is provided in the first piston chamber 1332c to divide the first piston chamber 1332c into a first chamber 1332g and a second chamber 1332h located at both sides of the first head portion 1332f, the first rod portion 1332e may be inserted into the first piston cylinder 1332a, one length end of the first rod portion 1332e extends into the first piston chamber 1332c, and the one length end of the first rod portion 1332e is connected to the first head portion 1332f and the other length of the first rod portion 1332e is connected to the connecting portion 132.

The first valve body assembly 1334 includes a first extension valve 1334a and a first flow valve 1334b, the first extension valve 1334a and the first flow valve 1334b may both be provided at the first head 1332f, and the first extension valve 1334a and the first flow valve 1334b may be both switchable between an open state of communicating the first chamber 1332g with the second chamber 1332h and a closed state of blocking the first chamber 1332g from the second chamber 1332h, the first extension valve 1334a is switched to an open state, the first chamber 1332g and the second chamber 1332h can be communicated through the first extension valve 1334a, the first extension valve 1334a is switched to a closed state, the first chamber 1332g and the second chamber 1332h cannot be communicated through the first extension valve 1334a, similarly, the first flow valve 1334b is switched to an open state, the first chamber 1332g and the second chamber 1332h can be communicated through the first flow valve 1334b, the first flow valve 1334b is switched to a closed state, and the first chamber 1332g and the second chamber 1332h cannot be communicated through the first flow valve 1334 b.

The first valve body assembly 1334 further includes a first compression valve 1334c and a first compensation valve 1334d, the first compression valve 1334c and the first compensation valve 1334d are both disposed between the second chamber 1332h and the first storage chamber 1332d, for example, a first divider 1335 may be disposed in the first piston cylinder 1332a, the first divider 1335 divides the internal space of the first piston cylinder 1332a into a first piston chamber 1332c and a first storage chamber 1332d, and the first compression valve 1334c and the first compensation valve 1334d may be both disposed in the first divider 1335; the first compression valve 1334c and the first compensation valve 1334d may be switchable between an open valve state in which the second chamber 1332h and the first storage chamber 1332d are communicated and a closed valve state in which the second chamber 1332h and the first storage chamber 1332d are blocked, so that the first compression valve 1334c is switched to the open valve state, the second chamber 1332h and the first storage chamber 1332d may be communicated through the first compression valve 1334c, the first compression valve 1334c is switched to the closed valve state, the second chamber 1332h and the first storage chamber 1332d may not be communicated through the first compression valve 1334c, and likewise, the first compensation valve 1334d is switched to the open valve state, the second chamber 1332h and the first storage chamber 1332d may be communicated through the first compensation valve 1334d, the first compensation valve 1334d is switched to the closed valve state, and the second chamber 1332h and the first storage chamber 1332d may not be communicated through the first compensation valve 1334 d.

The first elastic element 1331 may be sleeved outside the first damper 1332 and the first rod 1332e, and the first elastic element 1331 may stop against between the first damper 1332 and the connecting portion 132; for example, in the example of fig. 10, the outer peripheral wall of the first damper 1332 may have a first seating portion, and the first elastic member 1331 is stopped between the first seating portion and the end of the connecting portion 132 connected to the first rod portion 1332 e.

First head 1332f may reciprocate within first piston cavity 1332c in the axial direction of first piston cylinder 1332a, and movement of first head 1332f may include a stroke and a return stroke. The first piston cavity 1332c and the first storage cavity 1332d are suitable for being filled with a medium, such as oil, etc., which will be described in the following description, and it is obvious to those skilled in the art after reading the following technical solutions that the medium is other fluid, etc.

Specifically, when the first head 1332f is in the process, the connecting part 132 moves toward the direction close to the body part 131, the volume of the first chamber 1332g increases, the volume of the second chamber 1332h decreases, the first flow valve 1334b is switched to the open state and the first extension valve 1334a is switched to the closed state, the first compression valve 1334c is switched to the open state and the first compensation valve 1334d is switched to the closed state, a part of the oil in the second chamber 1332h may flow into the first chamber 1332g through the first flow valve 1334b, and a part of the oil in the second chamber 1332h may flow into the first storage chamber 1332d through the first compression valve 1334 c. Accordingly, the throttling of the oil by the first flow valve 1334b and the first compression valve 1334c allows the first shock absorber 133 to generate a damping effect at the time of the progress of the first head 1332f, thereby buffering the impact load.

When the first head 1332f returns, the connecting portion 132 moves away from the body portion 131, the volume of the first chamber 1332g decreases, the volume of the second chamber 1332h increases, the first extension valve 1334a is switched to the open state, the first flow valve 1334b is switched to the closed state, the first compensation valve 1334d is switched to the open state, and the first compression valve 1334c is switched to the closed state, so that a part of the oil in the first chamber 1332g can flow into the second chamber 1332h through the first extension valve 1334a, and a part of the oil in the first storage chamber 1332d can flow into the second chamber 1332h through the first compensation valve 1334 d. Thus, the throttling action of the oil by the first extension valve 1334a and the first compensation valve 1334d allows the first shock absorber 133 to generate a damping action at the time of the return stroke of the first head 1332f, thereby buffering the impact load. Meanwhile, the first damper 1332 and the first valve body assembly 1334 cooperate to suppress the shock of the first elastic member 1331 when rebounding after absorbing shock, thereby further improving the shock absorbing effect of the first shock absorber 133.

It is understood that the power for switching the valve states of the first valve body assembly 1334 may be derived from the pressure of the oil, but is not limited thereto. Further, the structure of the first damper 133 is not limited thereto.

In some embodiments of the present invention, as shown in fig. 1 and 15, the guide wheel device 100 further includes a mounting bracket 3, the mounting bracket 3 is adapted to be mounted on the rail vehicle 200, for example, the mounting bracket 3 can be directly or indirectly mounted on the rail vehicle 200, and the telescopic assembly 1 is mounted on the mounting bracket 3, so that the relative position of the mounting bracket 3 and the guide wheel 2 can be changed by adjusting the length of the telescopic assembly 1, thereby realizing the movement of the guide wheel 2 relative to the mounting bracket 3.

It will be appreciated that the mounting bracket 3 may participate in the construction of the bogie frame 102 of the rail vehicle 200, or alternatively, the mounting bracket 3 may be provided separately from the bogie frame 102, and the mounting bracket 3 may be mounted to the bogie frame 102 or the vehicle body 101.

As shown in fig. 1 and fig. 3, the guide wheel device 100 further includes a sliding component 4, the sliding component 4 is installed on the installation frame 3, and the guide wheel 2 slides along the sliding component 4, and then the sliding component 4 can play a certain limiting role in the movement of the guide wheel 2, so that the guide wheel 2 can slide along the extending direction of the sliding component 4, and the stability of the movement of the guide wheel 2 is improved. Wherein, the extending direction of the sliding component 4 can be parallel to the length direction of the telescopic component 1.

For example, in the example of fig. 1, leading wheel 2 can the horizontal arrangement, then the central axis of leading wheel 2 can vertical extension, telescopic component 1 locates the top of leading wheel 2, slip subassembly 4 supports in the below of leading wheel 2, then telescopic component 1 and slip subassembly 4 still can be located the axial both sides of leading wheel 2, slip subassembly 4 can play certain supporting role to leading wheel 2, the load that telescopic component 1 needs to bear has been reduced, be favorable to promoting telescopic component 1's use reliability. The guide wheel 2 may include a wheel shaft 21 and a wheel body rotatably mounted on the wheel shaft 21, the telescopic assembly 1 may be disposed above the wheel shaft 21, and the sliding assembly 4 may be disposed below the wheel shaft 21.

Of course, the telescopic assembly 1 can also be arranged below the guide wheel 2, and the sliding assembly 4 is arranged above the guide wheel 2, so that the telescopic assembly 1 and the sliding assembly 4 can still be positioned at two axial sides of the guide wheel 2. In addition, flexible subassembly 1 and subassembly 4 that slides can also be located the axial homonymy of leading wheel 2, for example flexible subassembly 2 and subassembly 4 that slides all are located the top of leading wheel 2, and subassembly 4 that slides this moment can play certain spacing, supporting role to leading wheel 2 equally.

Optionally, the sliding assembly 4 includes a sliding rail 41 and a sliding block 42, the sliding rail 41 is disposed on the mounting frame 3, the sliding rail 41 defines a sliding slot 410, the sliding block 42 is disposed on the guide wheel 2, the sliding block 42 is slidably fitted to the sliding slot 410, and the sliding block 42 slides along the extending direction of the sliding slot 410. For example, as shown in fig. 1 and 5, the guide wheel 2 may include a wheel shaft 21 and a wheel body rotatably mounted on the wheel shaft 21, the slide rail 41 may be fixedly disposed on the mounting frame 3, the slide groove 410 may extend along a straight line, the slide block 42 may be disposed on the wheel shaft 21, and the slide block 42 slides relative to the mounting frame 3 along the extending direction of the slide groove 410. Therefore, the sliding component 4 is simple in structure and low in cost.

Alternatively, the slide rail 41 may be integrally formed with the mounting bracket 3, or the slide rail 41 may be fixedly mounted to the mounting bracket 3 by means of fitting. The slider 42 may be integrally formed with the axle 21, or the slider 42 may be fixedly mounted to the axle 21 by means of assembly.

For example, as shown in fig. 1 and 5, a portion of the sliding groove 410 abuts against at least a portion of the sliding block 42, and in a cross section of the sliding assembly 4, a minimum width of the sliding groove 410 may be smaller than a maximum width of the sliding block 42 to prevent the sliding block 42 from falling off downward, and the sliding rail 41 may support the sliding block 42 to ensure a limiting and supporting effect of the sliding assembly 4 on the guide wheel 2. Wherein, the minimum width position of the sliding chute 410 can be located at the bottom, middle or the like of the sliding chute 410; the maximum width position of the slider 42 may be located at the bottom, or the middle, or the upper portion of the slider 42, but is not limited thereto.

For example, in the example of fig. 1 and 5, the sliding rail 41 may include two opposite and spaced-apart guide rails 411, one side surface of each guide rail 411 opposite to each other is recessed to form a groove, so that the sliding groove 410 is defined between the two guide rails 411, then, in the cross section of the sliding assembly 4, the minimum width position of the sliding groove 410 may be located at the bottom of the sliding groove 410, the width of the bottom of the sliding groove 410 is smaller than the maximum width of the sliding block 42, and at least one of the two ends of the length of the sliding groove 410 is open to facilitate the sliding fit of the sliding block 42 to the sliding groove 410. Of course, the structure of the slide rail 41 is not limited thereto.

Further, as shown in fig. 13 and 14, the sliding assembly 4 may further include a second shock absorber 43, and the second shock absorber 43 is connected between the sliding rail 41 and the sliding block 42, so that the second shock absorber 43 may better buffer an impact load applied to the sliding block 42 during sliding along the sliding rail 41, and further improve the smoothness and comfort of the rail vehicle 200.

For example, in the example of fig. 8, one end of the second damper 43 may be slidably engaged with the sliding rail 41, the one end of the second damper 43 may be slidably engaged along the extending direction of the sliding groove 410, the one end of the second damper 43 may be locked by the locking pin 45, and the other end of the second damper 43 may be fixedly connected with the sliding block 42, so that the position of the second damper 43 may be adjusted, so that the second damper 43 may be adapted to different positions of the guide wheel 2 when applied in different tracks 201, and it is ensured that the second damper 43 may have a damping effect matching the position of the guide wheel 2. Wherein, the above-mentioned one end of the second shock absorber 43 can be equipped with the second shock absorber mount pad 44, the second shock absorber mount pad 44 and the slide rail 41 are matched in a sliding manner, the locking pin 45 passes through the slide rail 41 and is in a locked cooperation with the second shock absorber mount pad 44, realize the locking of the position of the second shock absorber mount pad 44, thereby realize the locking of the position of the second shock absorber 43.

Alternatively, in the example of fig. 13, the second damper 43 may include a second elastic member 431, and both axial ends of the second elastic member 431 may respectively abut against the slider 42 and the slide rail 41, so that the impact load between the guide wheel 2 and the mounting bracket 3 may be buffered. Wherein the second elastic member 431 may be in a compressed state; the second elastic member 431 may be selected as a spring.

As shown in fig. 14, the second shock absorber 43 may further include a second damper 432 and a second valve body assembly 434, the second damper 432 including a second piston cylinder 432a and a second piston 432b, a second piston chamber 432c and a second storage chamber 432d being formed in the second piston cylinder 432a, the second piston 432b including a second rod portion 432e and a second head portion 432f, the second head portion 432f being provided in the second piston chamber 432c to divide the second piston chamber 432c into a third chamber 432g and a fourth chamber 432h on both sides of the second head portion 432f, the second rod portion 432e may be inserted through the second piston cylinder 432a, one end of the length of the second rod portion 432e is inserted into the second piston chamber 432c, and the one end of the length of the second rod portion 432e is connected to the second head portion 432f, and the other end of the length of the second rod portion 432e is connected to the slider 42.

The second valve body assembly 434 includes a second extension valve 434a and a second flow valve 434b, both of which may be disposed on the second head 432f, and the second expansion valve 434a and the second flow valve 434b may be switchable between an open state communicating the third chamber 432g and the fourth chamber 432h and a closed state blocking the third chamber 432g and the fourth chamber 432h, the second expansion valve 434a is switched to an open state, the third chamber 432g and the fourth chamber 432h can be communicated through the second expansion valve 434a, the second expansion valve 434a is switched to a closed state, the third chamber 432g and the fourth chamber 432h cannot be communicated through the second expansion valve 434a, similarly, the second flow valve 434b is switched to an open state, the third chamber 432g and the fourth chamber 432h can be communicated through the second flow valve 434b, the second flow valve 434b is switched to a closed state, and the third chamber 432g and the fourth chamber 432h cannot be communicated through the second flow valve 434 b.

The second valve body assembly 434 further includes a second compression valve 434c and a second compensation valve 434d, both of which are provided between the fourth chamber 432h and the second storage chamber 432d, for example, a second partition 435 may be provided in the second piston cylinder 432a, the second partition 435 dividing an inner space of the second piston cylinder 432a into the second piston chamber 432c and the second storage chamber 432d, and both of which are provided in the second partition 435; the second compression valve 434c and the second compensation valve 434d may be switchable between an open state in which the fourth chamber 432h and the second storage chamber 432d are communicated and a closed state in which the fourth chamber 432h and the second storage chamber 432d are blocked, the second compression valve 434c may be switched to the open state, the fourth chamber 432h and the second storage chamber 432d may be communicated by the second compression valve 434c, the second compression valve 434c may be switched to the closed state, the fourth chamber 432h and the second storage chamber 432d may not be communicated by the second compression valve 434c, and similarly, the second compensation valve 434d may be switched to the open state, the fourth chamber 432h and the second storage chamber 432d may be communicated by the second compensation valve 434d, the second compensation valve 434d may be switched to the closed state, and the fourth chamber 432h and the second storage chamber 432d may not be communicated by the second compensation valve 434 d.

The second elastic member 431 may be sleeved outside the second damper 432 and the second rod portion 432e, and the second elastic member 431 may be stopped between the second damper 432 and the slider 42; for example, in the example of fig. 13, the outer peripheral wall of the second damper 432 may have a second seating portion thereon, and the second elastic member 431 is stopped between the second seating portion and an end of the slider 42 connected to the second rod portion 432 e.

The second head 432f is reciprocally movable in the second piston chamber 432c in the axial direction of the second piston cylinder 432a, and the movement of the second head 432f may include a stroke and a return stroke. The second piston chamber 432c and the second storage chamber 432d are adapted to be filled with a medium, such as oil, etc., which will be described in the following description, and it will be apparent to those skilled in the art from the following technical solutions that the medium is other fluid, etc.

Specifically, when the second head 432f moves, the slider 42 moves toward the direction close to the second damper 432, the volume of the third chamber 432g increases, the volume of the fourth chamber 432h decreases, the second flow valve 434b is switched to the open state, the second expansion valve 434a is switched to the closed state, the second compression valve 434c is switched to the open state, and the second compensation valve 434d is switched to the closed state, so that a part of the oil in the fourth chamber 432h can flow into the third chamber 432g through the second flow valve 434b, and a part of the oil in the fourth chamber 432h can flow into the second storage chamber 432d through the second compression valve 434 c. Thus, the throttling of the oil by the second through valve 434b and the second compression valve 434c allows the second shock absorber 43 to generate a damping action at the time of the stroke of the second head portion 432f, thereby absorbing the impact load.

When the second head 432f returns, the slider 42 moves away from the second damper 432, the volume of the third chamber 432g decreases, the volume of the fourth chamber 432h increases, the second extension valve 434a is switched to the open state, the second flow valve 434b is switched to the closed state, the second compensation valve 434d is switched to the open state, and the second compression valve 434c is switched to the closed state, so that a part of the oil in the third chamber 432g can flow into the fourth chamber 432h through the second extension valve 434a, and a part of the oil in the second storage chamber 432d can flow into the fourth chamber 432h through the second compensation valve 434 d. Thus, the throttling action of the oil by the second extension valve 434a and the second compensation valve 434d allows the second shock absorber 43 to generate a damping action during the return stroke of the second head portion 432f, thereby absorbing the impact load. Meanwhile, the second damper 432 and the second valve body assembly 434 cooperate to suppress the shock of the second elastic member 431 during rebound after shock absorption, thereby further improving the shock absorption effect of the second shock absorber 43.

It will be appreciated that the power for switching the valve states of second valve body assembly 434 may be derived from the pressure of the oil, but is not limited thereto. Further, the structure of the second damper 43 is not limited thereto.

In the example of fig. 1 and 3, the guide wheel device 100 includes two telescopic assemblies 1 symmetrically arranged left and right, one end of each telescopic assembly 1 far away from the center of the guide wheel device 100 is provided with a guide wheel 2, and each telescopic assembly 1 is telescopic in the left and right direction, so that the guide wheel 2 can move towards the direction close to the center of the guide wheel device 100 and can also move towards the direction far away from the center of the guide wheel device 100, and the guide wheel 2 is convenient to switch between the anti-rollover position R1 and the release position R2.

Of course, the number of the telescopic assemblies 1 and the guide wheels 2 is not limited to two, for example, the telescopic assemblies 1 and the guide wheels 4 may be four, six, or the like.

The bogie according to the embodiment of the second aspect of the present invention may comprise a bogie frame and the guide wheel apparatus 100 for the railway vehicle 200 according to the above-described embodiment of the first aspect of the present invention, the guide wheel apparatus 100 being mounted with the bogie frame.

According to the bogie provided by the embodiment of the invention, by adopting the guide wheel device 100, the bogie has good design flexibility, the applicability of the bogie is improved, the overhaul, the debugging and the like of the railway vehicle 200 are facilitated, and the driving safety is ensured.

According to the rail vehicle 200 of the third aspect embodiment of the present invention, the guide wheel device 100 for the rail vehicle 200 according to the first aspect embodiment of the present invention may be included, and the guide wheel device 100 may be mounted to the vehicle body 101 of the rail vehicle 200 and may also be mounted to the bogie frame 102 of the rail vehicle 200.

According to the rail vehicle 200 provided by the embodiment of the invention, by adopting the guide wheel device 100, the rail vehicle 200 can be suitable for different rails 201, the applicability of the rail vehicle 200 is improved, meanwhile, the maintenance, debugging and the like of the rail vehicle 200 are facilitated, and the driving safety is ensured.

Other constructions and operations of the rail vehicle 200 according to embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.

A guide wheel apparatus 100 for a railway vehicle 200 according to an embodiment of the present invention will be described in detail in one specific embodiment with reference to fig. 1 to 16. It is to be understood that the following description is only exemplary, and not a specific limitation of the invention.

As shown in fig. 4, the rail vehicle 200 is adapted to travel along a rail 201, the rail 201 is an internally guided rail, the rail 201 includes two rail beams 2012, a passage 2010 is defined between the two rail beams 2012, an upper surface of each rail beam 2012 is formed as a running surface 2, side surfaces of each rail beam 2012 facing each other are formed as guide surfaces 2010a, running wheels 103 of the rail vehicle 200 are adapted to be supported on the running surfaces, and the guide wheel device 100 is adapted to travel along the guide surfaces 2010 a; and each rail beam 2012 is provided with a stopper 2011 extending towards the inside of the channel 2010, the stopper 2011 is positioned at the top end of the corresponding guide surface 2010a, and the two stoppers 2011 respectively extend horizontally from the corresponding guide surfaces 2010a towards the direction close to each other.

The guide wheel device 100 comprises a telescopic assembly 1, a guide wheel 2, a mounting frame 3 and a sliding assembly 4, wherein the mounting frame 3 is mounted on a bogie frame 103 of the railway vehicle 200, and the guide wheel 2 is mounted on the mounting frame 3 through the telescopic assembly 1 and the sliding assembly 4; telescopic component 1 and leading wheel 2 can be a plurality ofly, for example, slip component 1 is two, and leading wheel 2 is two, and two leading wheels 2 can set up along track 201's width direction interval, and every leading wheel 2 corresponds slip component 1 respectively, and two telescopic component 1 bilateral symmetry arrange, and every leading wheel 2 establishes the one end at telescopic component 2's the center of keeping away from leading wheel device 100.

The central axis 10 of the telescopic assembly 1 extends horizontally in the left-right direction, the telescopic assembly 1 comprises an outer sleeve 10a, an inner sleeve 10b and a locking member 113, the outer sleeve 10a is sleeved outside the inner sleeve 10b, the outer sleeve 10a is rotatably mounted on the mounting frame 3 through a bearing 14, an inner thread 111 is formed on the inner surface of the outer sleeve 10a, an outer thread 112 in threaded connection with the inner thread 111 is formed on the outer surface of the inner sleeve 10b, the outer sleeve 10a is rotated relative to the inner sleeve 10b by rotating the outer sleeve 10a, so that the inner sleeve 10b can move relative to the outer sleeve 10a along the central axis 10, the length of the telescopic assembly 1 is adjustable and can be locked, when the inner sleeve 10 moves to a proper position relative to the outer sleeve 10a b, the locking member 113 can pass through the outer sleeve 10a, and the locking member 113 abuts against the outer surface of the inner sleeve 10b, so as to lock the relative positions of the outer sleeve 10a, thereby further locking the length of the telescopic assembly 1. Wherein the outer sleeve member 10a is formed in a cylindrical structure, and the outer sleeve member 10a is interference fitted to the inner ring 141 of the bearing 14.

The outer sleeve part 10a is a second telescopic section 12, the inner sleeve part 10b is a first telescopic section 13, the second telescopic section 12 is rotatably mounted on the mounting frame 3 through a bearing 14, and the first telescopic section 13 is used for mounting the guide wheel 2; the inner sleeve 10b includes a body 131, a connecting portion 132 and a first damper 133, wherein the external thread 112 is formed on the outer surface of the body 131, the body 131 is threadedly engaged with the outer sleeve 10a through the external thread 112 and the internal thread 111, a receiving cavity 1311 is formed in the body 131, a portion of the connecting portion 132 is engaged in the receiving cavity 1311, and the connecting portion 132 is slidable along the receiving cavity 1311, so that the length of the inner sleeve 10b can be changed, a portion of the connecting portion 132 outside the receiving cavity 1311 is used for mounting the guide wheel 2, the first damper 133 is disposed in the receiving cavity 1311, and the first damper 133 is connected between the body 131 and the connecting portion 132 to play a role of buffering and damping.

The guide wheel 2 is horizontally arranged, the central axis of the guide wheel 2 vertically extends, and the guide wheel 2 is suitable for being matched with the guide surface 2010a for guiding; the guide wheel 2 comprises a wheel shaft 21 and a wheel body rotatably mounted on the wheel shaft 21, the upper part of the wheel shaft 21 is mounted on the mounting frame 3 through the telescopic assembly 1, and the lower part of the wheel shaft 21 is mounted on the mounting frame 3 through the sliding assembly 4, so that the guide wheel 2 slides along the extending direction of the sliding assembly 4. In particular, the upper portion of the wheel shaft 21 is connected with the connecting portion 132, so that when the length of the telescopic assembly 1 is adjusted, the guide wheel 2 can be moved, and the relative positions of the guide wheel 2 and the mounting frame 3 are changed, so that the guide wheel 2 can be moved between the anti-rollover position R1 and the release position R2; at anti-rollover position R1, leading wheel 2 interval backstop is in the below of stopper 2011, and stopper 2011 backstop leading wheel 2 upwards deviates from, guarantees rail vehicle 200 driving safety, and at release position R2, to the backstop that stopper 2011 was avoided to leading wheel 2, leading wheel 2 can upwards deviate from smoothly at this moment.

As shown in fig. 1 and 13, the sliding assembly 4 includes a sliding rail 41, a sliding block 42 and a second damper 43, the sliding rail 41 is disposed on the mounting frame 3, the sliding rail 41 defines a sliding groove 410, the sliding block 42 is disposed on the guide wheel 2, the sliding block 42 is slidably fitted to the sliding groove 410, the sliding block 42 slides along the extending direction of the sliding groove 410, a part of the sliding groove 410 is prevented from abutting against at least a part of the sliding block 42, so that the sliding block 42 is prevented from falling out downward, and the sliding rail 41 can effectively support the guide wheel 2. The second damper 43 is connected between the slide rail 41 and the slider 42, one end of the second damper 43 is slidably engaged with the slide rail 41, the one end of the second damper 43 is slidably engaged along the extending direction of the slide groove 410, the one end of the second damper 43 is locked by the locking pin 45, and the other end of the second damper 43 is fixedly connected with the slider 42.

As shown in fig. 1, the mounting bracket 3 includes a mounting seat 31 and two mounting plates 32, the mounting seat 31 is adapted to be mounted on the bogie frame 102, the mounting plates 32 are disposed on the lower side of the mounting seat 31, the two mounting plates 32 are spaced from each other, each mounting plate 32 is vertically disposed, one sides of the two mounting arms 32 facing away from each other are provided with a bearing seat 311, the bearing seats 311 are used for mounting the bearings 14, and the bearing seats 311 are fixedly fitted to the outer rings 142 of the bearings 14; each mounting plate 32 is formed with a through hole 320, the through hole 320 is opposite to the inner sleeve 10b, the inner sleeve 10b can move towards the direction close to the through hole 320 and also move towards the direction far away from the through hole 320, and the inner sleeve 10b can move to penetrate through the through hole 320, so that the length adjustment range of the telescopic assembly 1 is wide, and the applicability is good. The two guide wheels 2 can share one slide rail 41, the slide rail 41 is arranged through the two mounting plates 32, reinforcing ribs 321 are arranged between the slide rail 41 and each mounting plate 32 respectively, and the reinforcing ribs 321 can be connected to the upper side and/or the lower side of the slide rail 41, so that the reliability of the slide rail 41 is ensured. Of course, the front and/or rear side of the slide rail 41 may also be provided with the reinforcing ribs 321.

Thus, according to the guide wheel apparatus 100 for the rail vehicle 200 of the embodiment of the present invention, the position of the guide wheel 2 can be adjusted by adjusting the length of the telescopic assembly 1, so that the guide wheel apparatus 100 can be adapted to different rails 201. For example, as shown in fig. 4, the side surface of the channel 2010 has a guide surface 2010a, the guide wheel 2 is guided by matching with the guide surface 2010a, the width of the channel 2010 is W, the guide wheel 2 can be moved to the anti-rollover position R1 matching with the channel 2010 with the width of W by adjusting the telescopic assembly 1, and the guide wheel 2 can also be moved to the release position R2 matching with the channel 2010 with the width of W by adjusting the telescopic assembly 1; as shown in fig. 6, the width of the channel 2010 is changed from W to W1, W1 is greater than W, the telescopic assembly 1 needs to be extended to a proper length, so that the guide wheel 2 moves to the anti-rollover position R1 matched with the channel 2010 with the width of W1, and the guide wheel 2 can also move to the release position R2 matched with the channel 2010 with the width of W1 by adjusting the telescopic assembly 1; as shown in fig. 7, the width of the channel 2010 is changed from W to W2, W2 is smaller than W, the telescopic assembly 1 needs to be shortened to a suitable length, so that the guide wheel 2 moves to the anti-rollover position R1 matched with the channel 2010 with the width W2, and the guide wheel 2 can also move to the release position R2 matched with the channel 2010 with the width W2 by adjusting the telescopic assembly 1.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", and the like, indicate orientations and positional relationships based on the orientations and positional relationships shown in the drawings, and are used merely for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; the connection can be mechanical connection, electrical connection or communication; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A guide wheel arrangement for a rail vehicle adapted to travel along a rail track having a stop thereon for preventing rollover of the rail vehicle, the guide wheel arrangement comprising:

the telescopic assembly comprises an outer sleeve part and an inner sleeve part which are sleeved inside and outside, wherein an internal thread is formed on the inner surface of the outer sleeve part, and an external thread screwed with the internal thread is formed on the outer surface of the inner sleeve part;

a guide wheel mounted to the telescoping assembly and adapted to be guided in cooperation with the track,

after the telescopic assembly adjusts the length, the guide wheel can move from the anti-rollover position of the stop piece below the stop piece to the release position of the stop piece avoiding the stop piece.

2. The guide wheel apparatus for a railway vehicle as claimed in claim 1, wherein the extension direction of the central axis of the telescopic assembly is a width direction of the rail.

3. Guide wheel arrangement for a rail vehicle according to claim 1, characterized in that one of the outer sleeve part and the inner sleeve part is a first telescopic section on which the guide wheel is mounted, and the other is a second telescopic section adapted to be mounted to a car body or bogie frame of the rail vehicle.

4. Guide wheel arrangement for a rail vehicle according to claim 3, characterized in that the first telescopic section is bearing-connected to the guide wheel and/or the second telescopic section is bearing-connected to the rail vehicle.

5. The guide wheel apparatus for a railway vehicle of claim 1, wherein the telescoping assembly further comprises:

and the locking piece penetrates through the outer sleeve piece and abuts against the outer surface of the inner sleeve piece so as to lock the length of the telescopic assembly.

6. The guide wheel apparatus for a rail vehicle of claim 1, wherein the inner sleeve comprises:

a body portion, the external thread being formed on an outer surface of the body portion, an accommodation cavity being formed in the body portion;

the connecting part is at least partially matched in the accommodating cavity and can slide along the accommodating cavity, so that the length of the internal sleeve can be changed;

a first damper disposed in the receiving cavity and connected between the body portion and the connecting portion.

7. The guide wheel apparatus for a railway vehicle as claimed in claim 1, further comprising:

a mounting bracket adapted to be mounted to the rail vehicle, the telescoping assembly being mounted on the mounting bracket;

the sliding assembly is installed on the mounting frame, and the guide wheel is made to slide along the sliding assembly.

8. The guide wheel apparatus for a railway vehicle as claimed in claim 7, wherein the telescoping assembly is provided above the guide wheel and the glide assembly is supported below the guide wheel.

9. The guide wheel apparatus for a railway vehicle of claim 7, wherein the skid assembly comprises:

the sliding rail is arranged on the mounting rack and defines a sliding chute;

the slider is arranged on the guide wheel, and the slider is in sliding fit with the sliding groove and slides along the extending direction of the sliding groove.

10. The guide wheel apparatus for a rail vehicle of claim 9, wherein a portion of the runner abuts below at least a portion of the slider.

11. The guide wheel apparatus for a railway vehicle of claim 9, wherein the skid assembly further comprises:

and the second shock absorber is connected between the sliding rail and the sliding block.

12. The guide wheel device for a railway vehicle according to any one of claims 1 to 11, wherein the guide wheel device comprises two telescopic assemblies which are arranged in bilateral symmetry, one end of each telescopic assembly, which is far away from the center of the guide wheel device, is provided with the guide wheel, and each telescopic assembly is telescopic in the bilateral direction.

13. A bogie comprising a bogie frame and a guide wheel arrangement for a railway vehicle according to any one of claims 1 to 12, the guide wheel arrangement being mounted to the bogie frame.

14. A rail vehicle, characterized in that it comprises a guide wheel arrangement for a rail vehicle according to any one of claims 1-12.