CN112874565A

CN112874565A - Wheel set control device and railway vehicle bogie with same

Info

Publication number: CN112874565A
Application number: CN201911202727.7A
Authority: CN
Inventors: 王春山
Original assignee: Individual
Current assignee: Wang Xiaoya
Priority date: 2019-11-29
Filing date: 2019-11-29
Publication date: 2021-06-01

Abstract

The invention discloses a wheel set control device and a railway vehicle bogie with the same, wherein the device comprises two transmission assemblies which are respectively arranged at two lateral sides of the bogie and comprise two transmission devices; the transfer device comprises two accommodating parts with chambers and a pipeline communicated with the two chambers, wherein incompressible fluid media are filled in the two chambers and the pipeline; the two accommodating parts of the first transmission device are respectively arranged at the front side of the center of the corresponding front wheel and the front side of the center of the corresponding rear wheel, and the two accommodating parts of the second transmission device are respectively arranged at the rear side of the center of the corresponding front wheel and the rear side of the center of the corresponding rear wheel; and is configured to: by means of the curve, the front wheel pair, when deflected to the radial position of the curve, can act on the second transfer device located on the inner side to exert a force on the rear wheel pair of the bogie by means of the flow of the fluid medium, deflecting the rear wheel pair towards the radial position of the curve. The device does not occupy the effective space of the bogie on the basis of ensuring the radial function of the bogie when passing through a curve, and has simple structure and convenient installation.

Description

Wheel set control device and railway vehicle bogie with same

Technical Field

The invention relates to the technical field of railway vehicles, in particular to a wheel set control device and a railway vehicle bogie with the same.

Background

When a railway vehicle is negotiating a curve, a truck with the capability of two wheel sets to approach the radial position of the curve is called a radial truck. The radial bogie can ensure the stability of linear operation, reduce the abrasion of wheel rims and rails of wheels when the wheels pass through curves, reduce the operation noise, improve the curve passing performance of the bogie, and has great economic significance and social benefit.

The self-steering bogie is one of radial bogies, and utilizes the longitudinal creeping force between the track and the wheels during curve passing to make the front and back wheel pairs tend to curve radial position via self-steering mechanism.

Currently, most of the guide mechanisms of the self-steering bogie are in a link structure form, and mainly include two crossed links, specifically, two crossed links 1 are directly connected with four axle boxes 4, as shown in fig. 1, or two crossed links 1 are connected with four axle boxes 4 through two U-shaped arm 2 structures, as shown in fig. 2; in addition to the link arrangement, the guiding mechanism may also have other arrangements, such as still using two U-shaped arms 2 to connect with four axle boxes 4, with the two U-shaped arms 2 connected by a single resilient or rigid hinge joint 3, as shown in fig. 3.

In practical applications, the guide mechanism of the self-steering bogie has the following disadvantages:

the guide mechanism has large volume, occupies the effective space of the bogie and influences the arrangement of other structures of the bogie;

the guide mechanism has a heavy self weight, so that the weight of the bogie is increased;

the guide mechanism has a complex structure, and all parts of the guide mechanism are connected by adopting pin shafts, bolts or rubber sleeves and the like, so that the guide mechanism is easy to wear after long-time operation;

the guide mechanism is exposed after being installed and is easy to collide, and the self-guiding performance of the bogie is affected.

In view of this, on the basis of ensuring that two wheel pairs have the capability of approaching to the radial position of a curve when passing through the curve, how to avoid the guide mechanism of the self-steering bogie from occupying the effective space of the bogie, reduce the dead weight and improve the reliability of the mechanism is a technical problem to be solved by the technicians in the field at present.

Disclosure of Invention

The invention aims to provide a wheel pair control device and a railway vehicle bogie with the same, wherein the wheel pair control device can ensure that the wheel pair has the capability of approaching to the radial position of a curve when a railway vehicle passes through the curve.

In order to solve the technical problem, the invention provides a wheel set control device of a railway vehicle bogie, which comprises two transmission assemblies, wherein the two transmission assemblies are respectively arranged at two side parts of the bogie in the transverse direction;

the transfer assembly comprises two transfer devices, each transfer device comprises two accommodating parts with chambers and a pipeline communicated with the two chambers, the two chambers and the pipeline form a closed space, and incompressible fluid media are filled in the closed space;

in the two transmission devices of the same transmission assembly, the two accommodating parts of the first transmission device are respectively arranged on the front side of the front wheel center of the corresponding side and the front side of the rear wheel center, and the two accommodating parts of the second transmission device are respectively arranged on the rear side of the front wheel center of the corresponding side and the rear side of the rear wheel center;

and is configured to: when the railway vehicle passes through a curve, the front wheel pair of the bogie deflects to the radial position of the curve by acting on the second transmission device positioned on the inner side, so that the flow of the fluid medium passing through the second transmission device exerts acting force on the rear wheel pair of the bogie, so that the rear wheel pair deflects to the radial position of the curve, and the railway vehicle drives out of the curve, and when the rear wheel pair is reset, the rear wheel pair can act on the second transmission device positioned on the inner side, so that the flow of the fluid medium passing through the second transmission device exerts acting force on the front wheel pair, so that the front wheel pair is reset.

As described above, according to the wheelset control device of the railway vehicle bogie provided by the present invention, when the railway vehicle passes through a curve, the front wheelset of the bogie deflects towards the radial position of the curve under the action of the creep force, and acts on the second transmission device positioned at the inner side during deflection, and applies a force to the rear wheelset through the flow of the incompressible fluid medium in the second transmission device, so that the rear wheelset can deflect towards the radial position of the curve; thus, the wheel set control device realizes the function of deflecting the bogie wheel set in the radial direction when passing through a curve by applying force to the wheel set through the flow of the incompressible fluid medium, and reduces the abrasion of a wheel rim and a track.

On this basis, because of the holding part setting of this wheel set controlling means's transmission device is in the front side or the rear side at bogie wheel center, two holding parts of same transmission device pass through pipeline intercommunication cavity between them, holding part occupation space is little and be located the lateral part of bogie, the pipeline can arrange in a flexible way simultaneously, compare with the link rod formula of current self-steering bogie or the guiding mechanism of other mechanical structure class, this wheel set controlling means can avoid occupying the effective space of bogie, correspondingly, do not be restricted to the concrete structural style of bogie, this wheel set controlling means's extensive applicability promptly. In addition, the wheel set control device is simple in structure and light in self weight.

The wheel set control device as described above, the housing part includes a cavity wall portion forming the cavity, at least a part of the cavity wall portion being capable of telescoping to increase or decrease the volume of the cavity; the at least partial wall portion of the accommodating member is disposed near the wheel center corresponding thereto.

In the wheel-set control device according to the above, the accommodating member includes a cylinder body and a piston portion slidably inserted into the cylinder body, the piston portion is in sealing engagement with the inner peripheral wall of the cylinder body, the bottom wall of the piston portion, the bottom wall of the cylinder body, and the cylinder wall of the cylinder body between the piston portion and the bottom wall of the cylinder body form the cavity wall portion having the cavity.

In the wheelset control device, the axes of the cylinder bodies of the two accommodating members corresponding to the same end position of the axle of the bogie are horizontally arranged, and the center of the axle is located on the axis of the cylinder body; the push-out directions of the piston cylinders of the two accommodating parts are opposite to each other.

In the wheel set control device, the fluid medium is specifically hydraulic oil or elastic colloid.

According to the wheel set control device, the end part of the pipeline is hermetically arranged on the cylinder body.

The invention also provides a railway vehicle bogie which comprises a bogie body and two wheel pairs connected with the bogie body; the wheel set control device further comprises any one of the wheel set control devices.

Since the wheel set control device has the technical effects, the railway vehicle bogie comprising the wheel set control device also has the same technical effects, and the discussion is not repeated here.

The bogie for railway vehicles comprises a bogie body and a transmission device, wherein the bogie body comprises two parallel longitudinal beam structures, the two longitudinal beam structures are arranged along the transverse direction of the bogie, each longitudinal beam structure is provided with an inner cavity, and main body parts of pipelines of the transmission device are distributed in the inner cavities of the longitudinal beam structures on the corresponding sides.

In the railway vehicle bogie as described above, the longitudinal beam structure is specifically a side frame, the two ends of the side frame are provided with guide frames, each guide frame comprises two opposite guide frame walls, the end part of the axle of the wheel pair is located between the two guide frame walls on the corresponding side, and the accommodating part is specifically mounted on the guide frame wall at the corresponding position.

In the railway vehicle bogie as described above, the bogie body is a frame, the longitudinal beam structure is a side beam of the frame, the axlebox is provided at both ends of the axle of the wheel set, the axlebox is mounted on the side beam, and the receiving member is specifically mounted on a side portion of the axlebox at a corresponding position.

Drawings

Fig. 1 is a schematic structural view of a guide mechanism of a first self-guiding bogie currently used;

fig. 2 is a schematic structural view of a guide mechanism of a second self-guiding bogie currently used;

fig. 3 is a schematic structural view of a guide mechanism of a third type of self-guiding bogie currently in use;

FIG. 4 is a simplified structural diagram of one embodiment of a wheelset control apparatus for a railway vehicle truck according to the present invention;

FIG. 5 is a simplified structural diagram of a first transfer assembly of the wheelset control arrangement of FIG. 4;

FIG. 6 is a simplified diagram of a track structure having curved sections of track;

FIG. 7 is a schematic diagram showing the forces applied to the wheel set control when the railway car truck is moving from a straight line into a curve;

FIG. 8 is a schematic view showing the operation of the wheel-set control apparatus during a curve running of the railway vehicle truck;

FIG. 9 is a schematic diagram showing the force applied to the wheel set control when the railway car truck is moving from a curve to a straight line;

fig. 10 shows a schematic view of the mounting of the wheelset control arrangement on a three-piece bogie;

fig. 11 shows a schematic view of the mounting of the wheelset control device on the frame bogie.

Wherein, the one-to-one correspondence between component names and reference numbers in fig. 1 to 3 is as follows:

a connecting rod 1, a U-shaped arm 2, an elastic or rigid hinged joint 3 and an axle box 4;

wherein, the one-to-one correspondence between component names and reference numbers in fig. 4 to 11 is as follows:

a first transfer assembly 100L, a second transfer assembly 100R;

a first inner receiving part 111L, a second inner receiving part 112L, a first inner pipe 113L;

a first outer receiving member 111R, a second outer receiving member 112R, a first outer pipe 113R;

a third inner receiving part 121L, a fourth inner receiving part 122L, a second inner pipe 123L;

a third outer receiving part 121R, a fourth outer receiving part 122R, a second outer pipe 123R;

a front wheel pair 210, a front axle 211, a front inner wheel 212L, a front outer wheel 212R, a rear wheel pair 220, a rear axle 221, a rear inner wheel 222L, a rear outer wheel 222R;

a truck body 300, side frames 310, side sills 320,

a first straight section of track 401, a curved section of track 402, and a second straight section of track 403.

Detailed Description

In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments.

For the sake of easy understanding and simplicity of description, the following description is made in conjunction with a wheel-set control apparatus and a railway vehicle bogie having the same, and the advantageous effects will not be repeated.

It should be noted that, in this specification, "longitudinal" refers to a longitudinal direction of a railway vehicle, and may be understood as an extending direction of a rail, i.e., a left-right direction in each drawing, and "lateral" refers to a width direction of a railway vehicle, and may be understood as a direction horizontally perpendicular to the longitudinal direction of the rail, i.e., an up-down direction in each drawing; the term "front" refers to the traveling direction of the railway vehicle, and the opposite direction is "rear", and the left side in the drawings is taken as the traveling direction of the railway vehicle in each drawing, that is, the left side is front and the right side is rear in each drawing. In addition, when the railway vehicle passes through a curve, the counterclockwise direction in each drawing is taken as the direction of the curve of the vehicle passing track, specifically, the curve is taken as an example in which the railway vehicle travels from right to left and turns downward, and in addition, the side close to the center of the curve of the track is referred to as "inner", and the side far from the center of the curve of the track is referred to as "outer".

It is to be understood that the above directional terms are used merely for convenience in understanding the technical solutions and should not be construed as limiting the scope of protection.

Referring to fig. 4 to 9, fig. 4 is a schematic structural diagram of an embodiment of a wheel-set control apparatus for a railway vehicle bogie according to the present invention; FIG. 5 is a simplified structural diagram of a first transfer assembly of the wheelset control arrangement of FIG. 4; FIG. 6 is a simplified diagram of a track structure having curved sections of track; FIG. 7 is a schematic diagram showing the forces applied to the wheel set control when the railway car truck is moving from a straight line into a curve; FIG. 8 is a schematic view showing the operation of the wheel-set control apparatus during a curve running of the railway vehicle truck; figure 9 shows a force diagram for the wheel set control when the railway car truck is going from a curve to a straight line.

A railway vehicle bogie generally includes a bogie body 300 (for a welded bogie, the bogie body 300 refers to a frame, and for a three-piece bogie, the bogie body 300 refers to two side frames and a bolster) and a front wheel pair 210 and a rear wheel pair 220 arranged in a longitudinal direction of the railway vehicle, both wheel pairs being generally connected to the bogie body 300 through a pedestal structure. The bogie body 300 is a mounting base for each component of the bogie. The front wheel pair 210 includes a front axle 211, and a front inner wheel 212L and a front outer wheel 212R sleeved at two ends of the front axle 211, and the rear wheel pair 220 includes a rear axle 221, and a rear inner wheel 222L and a rear outer wheel 222R sleeved at two ends of the rear axle 221.

In this embodiment, the bogie of the railway vehicle is provided with a wheel set control device which includes two transmission assemblies respectively provided on both sides of the bogie in the transverse direction, and for convenience of description and understanding, the two transmission assemblies will be hereinafter referred to as a first transmission assembly 100L and a second transmission assembly 100R; as will be understood from fig. 4 and 5, the first transfer assembly 100L is provided on the bogie body 300 near the inner side, and the second transfer assembly 100R is provided on the bogie body 300 near the outer side.

Each transfer assembly comprises two transfer devices, each transfer device comprises two containing parts with chambers and a pipeline communicated with the two chambers, the two chambers and the pipeline form a closed space, and the closed space is filled with an incompressible fluid medium.

It is emphasized that reference herein to an incompressible fluid medium is not to be taken to include only incompressible in an absolute sense, but also to include compressible fluid media only within the allowed range, which refers to the ability to transmit forces and displacements through the flow of the fluid media (as will be understood with particular reference to the following detailed description).

It should be noted that the components of each transfer device are identical, and for the convenience of understanding, the components are referred to below by reference numbers and directional terms (as defined above) for clarity, but the numbers do not indicate a certain order.

The first transfer assembly 100L includes a first inner transfer device and a second inner transfer device.

The first inner transfer device comprises a first inner containing part 111L, a second inner containing part 112L and a first inner pipeline 113L connecting the two chambers, and an incompressible fluid medium is filled in a closed space formed by the two chambers and the first inner pipeline 113L; when arranged, the first inner receiving member 111L is provided on the front side of the center of the front inner wheel 212L, and the second inner receiving member 112L is provided on the front side of the center of the rear inner wheel 222L.

The second inner transfer device comprises a third inner containing part 121L, a fourth inner containing part 122L and a second inner pipeline 123L for communicating the two chambers, and an incompressible fluid medium is filled in a closed space formed by the two chambers and the second inner pipeline 123L; when arranged, the third inner receiving member 121L is provided on the rear side of the center of the front inner wheel 212L, and the fourth inner receiving member 122L is provided on the rear side of the center of the rear inner wheel 222L.

The second transfer assembly 100R includes a first outer transfer device and a second outer transfer device.

The first outer transfer device comprises a first outer containing part 111R, a second outer containing part 112R and a first outer pipeline 113R connecting two chambers, wherein an incompressible fluid medium is filled in a closed space formed by the two chambers and the first outer pipeline 113R; when arranged, the first outer receiving member 111R is provided on the front side of the center of the front outer wheel 212R, and the second outer receiving member 112R is provided on the front side of the center of the rear outer wheel 222R.

The second external transmission device comprises a third external accommodating part 121R, a fourth external accommodating part 122R and a second external pipeline 123R for communicating the two chambers, wherein an incompressible fluid medium is filled in a closed space formed by the two chambers and the second external pipeline 123R; when arranged, the third outer housing member 121R is provided on the rear side of the center of the front outer wheel 212R, and the fourth outer housing member 122R is provided on the rear side of the front and rear wheels 222R.

It is understood that the center of the front wheels (including the front inner wheels 212L and the front outer wheels 212R) is the center of the front axle 211, and the center of the rear wheels (including the rear inner wheels 222L and the rear outer wheels 222R) is the center of the rear axle 221.

Hereinafter, for convenience of description, the incompressible fluid medium is collectively referred to as the fluid medium for short.

The structure and the arrangement of each transfer device are specifically configured as follows:

when the railway vehicle passes through a curve, the front wheel pair 210 of the bogie deflects to the radial position of the curve under the action of the creep force, the second inner transmission device can be acted on to apply acting force to the rear wheel pair 220 of the bogie through the flow of the fluid medium of the second inner transmission device so as to deflect the rear wheel pair 220 to the radial position of the curve, when the railway vehicle exits the curve, the rear wheel pair 220 is reset under the action of the creep force and the elastic resetting force of the axle box suspension device of the bogie, the second inner transmission device can be acted on to apply acting force to the front wheel pair through the flow of the fluid medium of the second inner transmission device so as to reset the front wheel pair 210.

As described above, the wheelset control device provided in this embodiment implements the function of deflecting the bogie wheelset in the radial direction when passing through a curve by applying a force to the wheelset by the flow of the fluid medium, so as to reduce the wear of the wheel flange and the rail.

On this basis, because of the holding part setting of this wheel set controlling means's transmission device is in the front side or the rear side at corresponding wheel center, two holding parts of same transmission device pass through pipeline intercommunication cavity between them, holding part occupation space is little and be located the lateral part of bogie, the pipeline can arrange in a flexible way simultaneously, compare with the link rod formula of current self-steering bogie or the guiding mechanism of other mechanical structure class, this wheel set controlling means can avoid occupying the effective space of bogie, correspondingly, do not be restricted to the concrete structural style of bogie, this wheel set controlling means's extensive applicability promptly. In addition, the wheel set control device is simple in structure and light in self weight.

In a specific scheme, the accommodating component comprises a cavity wall part forming a cavity, wherein at least part of the cavity wall part can stretch and contract to increase or reduce the volume of the cavity, and when the accommodating component is arranged, the at least part of the wall part capable of stretching and contracting of the accommodating component is arranged close to the center of the wheel corresponding to the at least part of the wall part.

When the railway vehicle passes through a curve as described above, when the front wheel set 210 is deflected toward the radial position of the curve, the front axle 211 of the front wheel set 210 is deflected and first contacts and applies a force to the accommodating member located on the rear side of the center of the front axle 211 and on the inner side thereof, and since the at least part of the wall portion of the accommodating member capable of expanding and contracting is provided near the wheel center, the force is applied to the at least part of the wall portion capable of expanding and contracting of the accommodating member, thereby compressing the chamber of the accommodating member, causing the fluid medium in the chamber to flow in the direction of the accommodating member communicating therewith and on the inner side thereof located on the rear side of the center of the rear wheel set 220, and similarly, the at least part of the wall portion capable of expanding and contracting of the accommodating member on the rear side of the center of the rear wheel set 220 is pushed by the flow of the fluid medium, thereby applying a force to the rear wheel.

It should be noted that, by turning the front wheel pair 210 toward the radial position of the curve, the longitudinal offset of the front outer wheel 212R of the front wheel pair 210 is small and can be ignored, that is, it can be understood that the front wheel pair 210 is turned with the contact surface of the front outer wheel 212R and the track as the center of the turning, therefore, in the process, the second transmission assembly 100R arranged outside the bogie is not affected, and the fluid media in the first outer transmission device and the second outer transmission device are balanced and do not flow; that is, in passing curves, the wheelset control means actually only has the second inner transmission 120L near the inner rail side active, the first inner transmission 110L follow up (described in detail later), and transmission assemblies are provided on both lateral sides of the bogie in order to accommodate changing directions of travel of the railway vehicle and curves over different turns.

It can be seen that the transmission device in this embodiment actually realizes the transmission of force and displacement, that is, the wheel set control device transmits displacement and force through the fluid medium, so that when the railway vehicle passes through a curve, the front wheel set 210 rotates to the curve radial position under the action of the creep force of the front inner wheels 212L, and the rear wheel set also rotates to the curve radial position through the wheel set control device, and finally, the front wheel set 210 and the rear wheel set 220 of the bogie are in the radial positions to realize the radial function.

In the specific embodiment, the accommodating component is of a structure similar to a single-acting cylinder, and specifically, the accommodating component comprises a cylinder body and a piston part inserted in the cylinder body in a sliding manner, wherein the piston part is in sealing fit with the inner peripheral wall of the cylinder body, and the piston part can slide back and forth along the axial direction of the cylinder body; the bottom wall of the piston part, the cylinder bottom wall of the cylinder body and the cylinder barrel wall of the cylinder body between the piston part and the cylinder bottom wall form a cavity wall part with a cavity; it will be appreciated that the piston portion is a wall portion of the chamber wall portion that is capable of expansion and contraction.

With the above-described structure of the accommodating members, in the specific arrangement, the axes of the cylinder bodies of the two accommodating members corresponding to the same end position of the axle are disposed horizontally, and further, the center of the axle is located on the axis of the cylinder body, and the push-out directions of the piston portions of the two accommodating members are disposed opposite to each other, that is, the opening of the cylinder body of each accommodating member faces the center of the wheel.

It will be appreciated that in practice it is also possible that the axis of the cylinder housing the component is not arranged perfectly horizontally, slightly inclined, or does not coincide with the centre of the wheel, as long as the corresponding function is achieved.

It can be understood that, besides the above-mentioned single-acting cylinder, the accommodating part may also adopt other structural forms, for example, the entire accommodating part may be made of elastic material, when in use, the accommodating part is compressed by being deformed by squeezing the accommodating part, and the chamber volume is compressed, and after the external force is eliminated, the accommodating part is restored under the action of the self-restoring force; it is also possible to make part of the wall of the chamber of the receiving part of an elastic material, as long as it is possible to achieve the function of changing the volume of its chamber by means of the transmission device in order to flow the fluid medium and to transmit forces and displacements in the radial direction of the bogie.

Referring to fig. 5, fig. 5 is a simplified illustration of the positional relationship of the components of the first transfer assembly 100L to the front and rear axles; the first inner housing member 111L of the first inner transmission device and the third inner housing member 121L of the second inner transmission device are provided respectively on the front side and the rear side of the center of the front axle 211, and in the illustrated orientation, it is preferable that the axes of the cylinder of the first inner housing member 111L and the cylinder of the third inner housing member 121L coincide with each other and pass through the center of the front axle 211, and the piston portions of both are provided relatively close to the center of the front axle 211.

In the solution shown in fig. 5, two ends of the first inner pipeline 113L are specifically sealed and inserted into two cylinders cooperating therewith to communicate with corresponding chambers; the second inner conduit 123L is similarly positioned to the first inner conduit 113L. The positional relationship of the components of the second transmission assembly 100R with respect to the front and rear axles is similar to that shown in fig. 5 and will not be repeated.

For convenience of implementation, the fluid medium may specifically be hydraulic oil, but may also be other incompressible fluid media, such as an elastic colloid, where the elastic colloid is a polymer composite material, and obviously, the elastic colloid has fluidity, and although having certain compressibility, does not affect the transmission force and displacement thereof, and can meet the functional requirements of the present scheme.

Referring to fig. 6 to 9, the operation of the wheel-set control device will be specifically described by taking the track curve of the railway vehicle shown in fig. 6 as an example.

The arrows shown in fig. 6 indicate the traveling direction of the railway vehicle, and the track shown in fig. 6 includes a first straight section 401 of the track, a curved section 402 of the track connected to the first straight section 401 of the track, and a second straight section 403 of the track connected to the curved section 402 of the track.

When the railway vehicle runs on the first straight section 401 of the track, the axes of the front wheel pair 210 and the rear wheel pair 220 are perpendicular to the first straight section 401 of the track, the first transmission assembly 100L and the second transmission assembly 100R are not affected by external force, the stress of each transmission device of each transmission assembly is balanced, and all parts of the transmission devices do not move.

As the railway vehicle travels from the first straight section 401 of track to the left as shown into the curved section 402 of track, with reference to fig. 7, it will be understood that the track adjacent the lower portion of the figure is the inside side rail and the track adjacent the upper portion of the figure is the outside side rail, as previously defined.

It should be noted that fig. 7 shows a force diagram of each relevant component at this stage, but the action state of each relevant component under the force is not shown, and the hollow arrows in fig. 7 show the deflection trend of the front wheel pair 210 and the rear wheel pair 220.

The front wheel pair 210 enters the curved section 402 of the track first, under the action of the longitudinal creep force F1, the front wheel pair 210 deflects toward the radial position of the curved section 402 of the track, the front wheel pair 210 deflects counterclockwise as viewed in the figure, the front inner wheel 212L displaces toward the transverse center line of the truck, and due to the action of the front wheel pair 210, a force F1 is applied to the piston portion of the third inner housing member 121L, the piston portion moves toward the direction corresponding to the cylinder bottom wall of the cylinder, and compresses the chamber volume of the third inner housing member 121L, the fluid medium therein flows into the chamber of the cylinder of the fourth inner housing member 122L through the second inner pipe 123L due to being squeezed, and a force F1 is applied to the piston portion of the fourth inner housing member 122L, and pushes the piston portion of the fourth inner housing member 122L to extend toward the center direction of the rear wheel pair 220 for a corresponding displacement, so as to push the rear inner wheel 221L of the rear wheel pair 220 to generate a corresponding displacement toward the transverse center line of the truck, such that the rear pair of wheels 220 are also deflected toward the radial position of the curved section 402 of track, the direction of deflection of the rear pair of wheels 220 being clockwise in the view of fig. 7.

At the same time, by the action of the rear wheel pair 220, a force f1 'is applied to the piston portion of the second inner housing member 112L, so that the piston portion compresses the chamber of the cylinder of the second inner housing member 112L, the fluid medium in the chamber of the second inner housing member 112L is pressed and flows into the chamber of the first inner housing member 111L through the first inner pipe 113L, and a force f 1' is applied to the piston portion of the first inner housing member 111L, pushing the piston portion of the first inner housing member 111L to project in the center direction of the front wheel pair 210 by a corresponding displacement.

In this way, after entering the curved track section 402 from the first straight track section 401, the front inner wheels 212L and the rear inner wheels 222L are displaced toward the transverse center line of the bogie under the action of the wheel set control device, and finally, the front wheel set 210 and the rear wheel set 220 are both moved toward the radial position of the curved track section 402, as shown in fig. 8.

In comparison with fig. 7 and 8, in the case of the force application shown in fig. 7, fig. 8 shows the piston portions of the first inner housing part 111L, the second inner housing part 112L, the third inner housing part 121L and the fourth inner housing part 122L after the force application, and their positions.

When the railway vehicle enters the second straight section 403 of the track from the curved section 402 of the track, referring to fig. 9, the force applied to each relevant component at this stage is schematically shown in fig. 9, but the action state of each relevant component under the force is not shown, and the hollow arrows in fig. 9 indicate the deflection trend of the front wheel pair 210 and the rear wheel pair 220.

The front wheel pair 210 firstly enters a straight line segment, the creep force borne by the front wheel pair is reduced, and the front wheel pair 210 tends to return to the initial position under the action of the return force of the bogie axle box elastic suspension device; the rear wheel pair 220 is deflected towards the initial position, i.e. away from the radial position of the curve, by the longitudinal creep force F2 and the restoring force of the elastic suspension device of the bogie axle box, the rear wheel pair 220 is deflected in the counterclockwise direction as shown in the figure, the rear inner wheel 222L is displaced away from the transverse center line of the bogie, and due to the deflection action of the rear wheel pair 220, a force F2 is applied to the piston portion of the fourth inner housing part 122L, the piston portion moves correspondingly towards the cylinder bottom wall of the corresponding cylinder body, compressing the chamber volume of the fourth inner housing part 122L, the fluid medium therein flows back into the chamber of the cylinder body of the third inner housing part 121L through the second inner pipe 123L due to being squeezed, and a force F2 is applied to the piston portion of the third inner housing part 121L, pushing the piston portion of the third inner housing part 121L to extend correspondingly towards the center of the front wheel pair 210, thereby urging the front inner wheels 212L of the front pair 210 to displace correspondingly away from the transverse center line of the truck, causing the front pair 210 to return to its initial position, i.e., to deflect away from the radial position of the curve, which in the illustration of fig. 9 is clockwise for the front pair 210.

At the same time, by the action of the front wheel pair 210, a force f2 'is applied to the piston portion of the first inner housing member 111L, so that the piston portion compresses the chamber of the cylinder of the first inner housing member 111L, the fluid medium in the chamber of the first inner housing member 111L is squeezed and flows back to the chamber of the second inner housing member 112L through the first inner conduit 113L, and a force f 2' is applied to the piston portion of the second inner housing member 112L, and pushes the piston portion of the second inner housing member 112L to extend in the center direction of the rear wheel pair 220 by a corresponding displacement.

In this way, after entering the second straight section 403 of the track from the curved section 402 of the track, the front inner wheel 212L and the rear inner wheel 222L are both displaced away from the transverse centerline of the bogie by the wheel set control device to the same extent, eventually bringing the front wheel set 210 and the rear wheel set 220 back to their original parallel positions.

Since the transfer device is located at the lateral side of the bogie in the transverse direction, and the bogie body 300 generally comprises two longitudinal beam structures extending in the longitudinal direction, and the longitudinal beams are generally structures with cavities, when in actual arrangement, the main body part of the pipeline of the transfer device can be arranged inside the cavities of the longitudinal beams of the bogie body 300 so as to avoid occupying the effective space of the bogie, and meanwhile, the pipeline is arranged inside the longitudinal beams, so that the reliability of the work of the wheelset control device can be ensured.

As mentioned earlier, all parts of this wheel set controlling means do not all occupy the effective space of bogie, are favorable to arranging of all parts on the bogie, and applicable in the bogie of different grade type.

Referring to fig. 10, fig. 10 shows a schematic view of the mounting of the wheelset control unit on a three-piece bogie.

The bogie body of the three-piece bogie comprises two side frames 310, namely the two longitudinal beam structures, wherein two ends of each side frame 310 are provided with guide frames, each guide frame comprises two opposite guide frame walls, the end part of the axle of the wheel pair is positioned between the two guide frame walls on the corresponding side, and the accommodating part of the transmission device is specifically arranged on the guide frame wall at the corresponding position. The relative positioning of the two inner transfer set components to the truck is illustrated on the side of the first transfer assembly 100L in fig. 10.

Referring to fig. 11, fig. 11 shows a schematic view of the mounting of the wheelset control unit on the frame bogie.

The bogie body of the frame bogie is a frame, the frame comprises two side beams 320, namely the two longitudinal beam structures, for the frame bogie, axle boxes are installed at the ends of axles of wheel pairs, axle box guide frames are installed at the corresponding positions of the axle boxes on the side beams, and the accommodating parts of the transfer device are specifically installed at the side parts of the axle box guide frames at the corresponding positions. The relative positioning of the two inner transfer set components to the truck is also illustrated on the side of the first transfer assembly 100L in fig. 11.

It should be noted that, in practice, the specific installation of the accommodating member is not limited to that shown in fig. 10 and 11 depending on the structure of the bogie, as long as the aforementioned function can be achieved.

The wheel set control device and the railway vehicle bogie with the wheel set control device provided by the invention are described in detail above. The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the method and its core concepts. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.

Claims

1. The wheel set control device of the railway vehicle bogie is characterized by comprising two transmission assemblies, wherein the two transmission assemblies are respectively arranged at two side parts of the bogie in the transverse direction;

2. The wheelset control apparatus of claim 1, wherein the receiving member includes a cavity wall portion forming the cavity, at least a portion of the cavity wall portion being retractable to increase or decrease a volume of the cavity; the at least partial wall portion of the accommodating member is disposed near the wheel center corresponding thereto.

3. The wheelset control apparatus according to claim 2, wherein the accommodating member includes a cylinder body and a piston portion slidably inserted into the cylinder body, the piston portion being in sealing engagement with an inner peripheral wall of the cylinder body, a bottom wall of the piston portion, a bottom wall of the cylinder body, and a bore wall of the cylinder body between the piston portion and the bottom wall of the cylinder body forming the chamber wall portion having the chamber.

4. The wheelset control apparatus according to claim 3, wherein the axes of the cylinders of the two housing members corresponding to the same end position of the axle of the bogie are disposed horizontally and the center of the axle is located on the axis of the cylinder; the push-out directions of the piston cylinders of the two accommodating parts are opposite to each other.

5. Wheel-pair control device according to claim 3, characterized in that the fluid medium is in particular hydraulic oil or an elastic gel.

6. The wheelset control apparatus of claim 3, wherein an end of the conduit is sealingly mounted to the cylinder.

7. The railway vehicle bogie comprises a bogie body and two wheel pairs connected with the bogie body; characterized by further comprising the wheelset control device of any one of claims 1 to 6.

8. Railway vehicle bogie according to claim 7 characterized in that said bogie body comprises two parallel longitudinal beam structures arranged in the transverse direction of the bogie, said longitudinal beam structures having an inner cavity, the main part of said pipeline of said transfer device being distributed in the inner cavity of said longitudinal beam structure on the corresponding side.

9. Railway vehicle bogie according to claim 8, characterized in that said longitudinal beam structure is in particular a side frame having at both ends a guide frame comprising two opposite guide frame walls, between which the ends of the axle of said wheel pair are located on the respective side, said receiving means being in particular mounted on the guide frame wall in the respective position.

10. The railway vehicle bogie of claim 8, wherein the bogie body is a frame, the longitudinal beam structure is a side beam of the frame, the axlebox is mounted on the side beam at both ends of the axle of the wheel pair, and the receiving member is mounted on a side portion of the axlebox at a corresponding position.