CN210971081U

CN210971081U - Non-power bogie system of railway vehicle and railway vehicle

Info

Publication number: CN210971081U
Application number: CN201921451144.3U
Authority: CN
Inventors: 柴盈盈; 谭志成; 李道林
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2019-08-30
Filing date: 2019-08-30
Publication date: 2020-07-10
Anticipated expiration: 2029-08-30

Abstract

The utility model relates to a rail vehicle's non-power bogie system and rail vehicle, this non-power bogie system include steering axle assembly and suspension assembly, steering axle assembly includes axle assembly and guide frame, guide frame is provided with the leading wheel, the leading wheel is used for guiding rail vehicle to travel along the track roof beam, the axle assembly includes axle and connects in the mount pad of this axle, suspension assembly includes secondary suspension device, secondary suspension device is including hanging, rail vehicle's the left and right sides all is provided with hang, and the lower extreme that hangs is connected in the mount pad, and the upper end that hangs is connected in the automobile body, and the axle all is provided with to walk the wheel about, hangs and corresponds the top that sets up at the walking wheel that is located the homonymy. Through the technical scheme, the non-power bogie system of the railway vehicle can improve the stability and riding comfort of the vehicle in the running process.

Description

Non-power bogie system of railway vehicle and railway vehicle

Technical Field

The present disclosure relates to the field of tram technology, and in particular, to a non-powered bogie system for a rail vehicle and a rail vehicle.

Background

"Yunba" is a new system in the modern tram, it adopts rubber tyer tram, this kind of system has characteristics such as miniaturization, lightweight, automation, intellectuality, and mainly used for supporting systems such as the short distance traffic of urban interior residential area, city peripheral connection line and scenic spot, garden, airport, can compensate urban public transport system's not enough, reduce the reliance to the car and solve the traffic problem and fill the blank of autonomy city rail traffic system.

However, the existing rubber-tyred tramcars generally have the problems of poor running stability and poor riding comfort.

SUMMERY OF THE UTILITY MODEL

The non-power bogie system of the railway vehicle can improve the stability and riding comfort of the vehicle in the running process.

In order to achieve the above object, the present disclosure provides a non-power bogie system of a railway vehicle, the non-power bogie system includes a steering axle assembly and a suspension assembly, the steering axle assembly includes an axle assembly and a guide frame, the guide frame is provided with guide wheels, the guide wheels are used for guiding the railway vehicle to run along a track beam, the axle assembly includes an axle and a mounting seat connected to the axle, the suspension assembly includes a secondary suspension device, the secondary suspension device includes a suspension, the left and right sides of the railway vehicle are both provided with the suspension, the lower end of the suspension is connected to the mounting seat, the upper end of the suspension is connected to the vehicle body, the left and right ends of the axle are both provided with running wheels, and the suspension is correspondingly arranged above the running wheels on the same side.

In some embodiments of the present disclosure, the suspension is an air spring, and the suspension is aligned with the corresponding running wheel in the X direction.

In some embodiments of the present disclosure, the axle assembly includes an axle shaft to which the mount is connected by a support bracket, a lower end of the support bracket being secured to the axle shaft, the support bracket extending upwardly from the lower end to extend beyond the road wheels and then outwardly bent to connect the mount and locate the mount above the road wheels.

In some embodiments of the present disclosure, the support frame includes a straight support portion and an arc support portion, a lower end of the straight support portion is connected to the axle, an upper end of the straight support portion is connected to one end of the arc support portion, and the other end of the arc support portion is connected to the mounting seat.

In some embodiments of the present disclosure, the guide wheels are disposed at both front and rear sides of the guide frame.

In some embodiments of the present disclosure, the steer axle assembly includes a safety cross beam suspended below the guide frame, and ends of the safety cross beam are each provided with a bearing, an axis of the bearing extends substantially along the Y direction, the track beam is provided with an in-track limit beam, and an end of the safety cross beam is adapted to extend below the in-track limit beam to be limited by the in-track limit beam.

In some embodiments of the present disclosure, the secondary suspension device includes a transverse damper and a vertical damper, an inner end of the transverse damper is connected to the axle, an outer end of the transverse damper is connected to the vehicle body, the vertical damper is disposed on each of the mounting seats, a lower end of the vertical damper is connected to the mounting seat, and an upper end of the vertical damper is connected to the vehicle body.

In some embodiments of the present disclosure, the suspension assembly includes a roll bar including a torsion bar, ball links and mounting brackets, a middle portion of the torsion bar is supported on the axle assembly through bearings, the ball links are connected to both ends of the torsion bar, the mounting brackets are connected to the ball links in a one-to-one correspondence, the ball links are connected to the vehicle body through the respective mounting brackets, and outer ends of the transverse dampers are connected to the vehicle body through the mounting brackets.

In some embodiments of the present disclosure, an inner end of the transverse damper is hinged to a fixing bracket fixed to the axle shaft, an outer end of the transverse damper is connected to the mounting bracket through a connection fork, the connection fork includes a fork-shaped head portion and a column-shaped tail portion, the outer end is hinged to the head portion, and the tail portion is hinged to the mounting bracket, so that the transverse damper can swing up and down relative to the connection fork and the mounting bracket.

In some embodiments of the present disclosure, a lower end of the vertical shock absorber is hinged to the mounting base, and an upper end of the vertical shock absorber is hinged to the vehicle body to allow the vertical shock absorber to swing back and forth.

On the basis of the scheme, the disclosure further provides a railway vehicle which comprises a track and a vehicle body, wherein the railway vehicle is provided with the non-power bogie system.

Through the technical scheme, in the non-power bogie system of the railway vehicle provided by the disclosure, the mounting seat is arranged on the axle shaft in the axle assembly, the suspension is arranged on the mounting seat, and the upper end of the suspension is connected with the vehicle body, namely the axle assembly and the vehicle body are connected through the suspension, and the vehicle body is supported and buffered. In addition, the mounting seats are correspondingly arranged above the walking wheels, the span between the two mounting seats is increased, the span is increased relative to the arrangement mode of the existing secondary suspension springs, the mounting seats are arranged on the mounting seats, the frequency of vertical vibration in a non-power bogie system is reduced, and the arrangement mode of suspension and the arrangement of the guide wheels can improve the stability and riding comfort in the running process of the vehicle, particularly the turning process.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

fig. 1 is a perspective block diagram of a non-power truck system provided in accordance with an embodiment of the present disclosure.

Fig. 2 is a top view of a non-powered truck system provided in accordance with an embodiment of the present disclosure.

FIG. 3 is a perspective view of a secondary suspension in a non-powered truck system showing a vertical shock absorber according to an embodiment of the present disclosure.

FIG. 4 is a perspective view of a transverse shock absorber in a non-power truck system according to an embodiment of the present disclosure, showing a profiled web.

Fig. 5 is a perspective view of a roll bar in a non-power truck system according to an embodiment of the present disclosure.

FIG. 6 is a perspective view of an axle assembly in a non-powered truck system according to an embodiment of the present disclosure, showing a guide frame.

FIG. 7 is a front view of an axle assembly in a non-powered truck system provided in accordance with an embodiment of the present disclosure, showing a guide frame.

Fig. 8 is a perspective view of a traction mechanism in a non-power truck system, showing a V-shaped thrust rod, according to an embodiment of the present disclosure.

Fig. 9 is a perspective view of a straight thrust rod in a non-power truck system provided in accordance with an embodiment of the present disclosure.

Description of the reference numerals

100-axle assembly, 110-axle shaft, 120-mounting seat, 130-fixing frame, 140-supporting frame, 1401-straight supporting part, 1402-arc supporting part, 150-safety beam, 1501-bearing, 160-slewing bearing, 170-steering structure, 1701-steering drag link, 1702-steering tie rod, 1703-steering knuckle arm, 180-traveling wheel hub, 190-steering knuckle fork, 200-guide frame, 210-connecting frame, 300-secondary suspension device, 310-suspension, 3101-spring seat, 320-vertical vibration absorber, 330-transverse vibration absorber, 3301-special-shaped connecting plate, 340-anti-side-rolling torsion bar, 3401-torsion bar, 3402-ball head connecting rod, 3403-mounting frame, 3404-bearing seat, 3405-connecting fork, 400-traction mechanism, 410-V-shaped thrust rod, 411-first ball seat, 412-second ball seat, 420-straight thrust rod, 421-third ball seat, 430-first connecting piece, 440-second connecting piece, 500-running wheel and 600-guide wheel.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, for convenience of understanding, the rail vehicle is defined to have an X direction, a Y direction and a Z direction which are perpendicular to each other, wherein the X direction is a longitudinal direction of the rail vehicle, the corresponding length is defined as a front and rear direction, the Y direction is a transverse direction of the rail vehicle, the corresponding width is defined as a left and right direction, the Z direction is a vertical direction of the rail vehicle, the corresponding height is defined as an upper and lower direction, specifically, when one side of the vehicle head is a front, one side of the vehicle tail is a rear and faces forward, one side of the left hand is a left, one side of the right hand is a right, one side of the vehicle roof is an upper side, one side of the vehicle bottom is a lower side, and when not stated to the contrary, "inside and outside" are defined with reference to the rail vehicle, and a direction directed from an external environment to the vehicle body is an inward direction, and vice versa is an outward direction. Furthermore, the ordinal words "first, second, third, etc. used in this disclosure are to distinguish one element from another, and are not necessarily order or importance. Furthermore, in the following description, when referring to the figures, the same reference numbers in different figures denote the same or similar elements, unless otherwise explained. The foregoing definitions are provided to illustrate and describe the present disclosure only and should not be construed to limit the present disclosure.

According to the specific embodiment of the present disclosure, there is provided a non-power bogie system of a railway vehicle, the non-power bogie system comprising a steering axle assembly and a suspension assembly, the steering axle assembly comprising an axle assembly 100 and a guide frame 200, the guide frame 200 being pivotally mounted below the axle assembly 100 so as to be capable of rotating relative to the axle assembly 100 about an axis parallel to a Z-direction, the guide frame 200 being provided with a guide wheel 600, the guide wheel 600 being used for guiding the railway vehicle to run along a track beam, the axle assembly 100 comprising an axle 110 and a mounting seat 120 connected to the axle 110, the suspension assembly comprising a secondary suspension device 300, the secondary suspension device 300 comprising a suspension 310, both left and right ends of the railway vehicle being provided with suspensions 310, a lower end of the suspension 310 being connected to the mounting seat 120, an upper end of the suspension 310 being connected to a vehicle body, both left and right ends of the axle 110 being provided with running wheels 500, the suspension 310 is correspondingly arranged above the running wheels 500 on the same side.

Through the technical scheme, in the non-power bogie system of the railway vehicle provided by the disclosure, the mounting seat 120 is arranged on the axle shaft 110 in the axle assembly 100, the suspension 310 is arranged on the mounting seat 120, and the upper end of the suspension 310 is connected with the vehicle body, that is, the axle assembly 100 and the vehicle body are connected through the suspension 310, and the suspension serves as a support and a buffer for the vehicle body. In addition, the mounting seats 120 are correspondingly arranged above the running wheels 500, the span between the two mounting seats 120 is increased, the span is increased relative to the arrangement mode of the existing secondary suspension springs, the arrangement mode of the suspension 310 and the arrangement of the guide wheels are used for reducing the frequency of vertical vibration in a non-power bogie system, and the smoothness and riding comfort in the running process, particularly the turning process of the vehicle can be improved.

In the embodiment provided in the present disclosure, the suspensions 310 on the left and right sides may be symmetrically disposed about the central axis, the number of the mounting seats 120 may be two, and two mounting seats 120 are symmetrically disposed about the central axis of the rail vehicle, in consideration of the balance of the rail vehicle.

In the embodiment of the present disclosure, the suspension 310 is an air spring, and the suspension 310 is aligned with the corresponding running wheel 500 in the X direction, so that the span of the suspension 310 is increased, and the running stability and riding comfort of the rail vehicle can be improved. It is to be construed that the "alignment" of the suspension 310 in the X-direction with respect to the corresponding running wheel 500 does not necessarily mean a strict limitation, which allows a certain degree of offset, for example, a line connecting a center point of the suspension 310 to a center point of the running wheel 500 may have a small angle with respect to the X-direction, for example, within 5 °, and therefore, the suspension 310 may still be considered to be aligned with the corresponding running wheel 500 in the X-direction within the allowable offset range.

Wherein the suspension 310 may be configured in any suitable manner. Alternatively, as shown in fig. 1 and 3, the suspension 310 is configured to include a spring seat 3101 provided above the suspension 310 to bolt the vehicle body through the spring seat 3101. Further, the suspension 310 is configured to include a threaded portion disposed at an end of the suspension 310 remote from the spring seat 3101 to threadably couple with the mounting seat 120 on the axle assembly 100. The axle assembly 100 and the vehicle body are connected through the suspension 310, the suspension 310 has supporting and buffering functions on the vehicle body, the suspension 310 is an air spring, compared with a traditional secondary suspension spring, such as a spiral spring, an hourglass spring and the like, the suspension is low in rigidity and nonlinear rigidity, the elastic function of the suspension is realized by utilizing the air compressibility, the height of the vehicle body is not changed along with the increase and decrease of the load, and therefore the comfort of the whole vehicle can be effectively improved. In other embodiments of the present disclosure, the suspension 310 may have other configurations, and the present disclosure is not limited thereto.

In the embodiment provided by the present disclosure, the axle assembly 100 includes an axle shaft 110, the mounting seat 120 is connected to the axle shaft 110 by a support bracket 140 so that the mounting seat 120 can be connected to the axle shaft 110 by the support bracket 140, the lower end of the support bracket 140 is fixed to the axle shaft 110, and the support bracket 140 extends upward from the lower end to extend beyond the running wheels 500 and then curves outward so as to connect the mounting seat 120 and so that the mounting seat 120 is positioned above the running wheels 500.

In the specific embodiments provided by the present disclosure, the support 140 may be configured in any suitable manner. Alternatively, as shown in fig. 1, 6 and 7, the support frame 140 includes a straight support portion 1401 and an arc-shaped support portion 1402, the lower end of the straight support portion 1401 is connected to the axle 110, the upper end of the straight support portion 1401 is connected to one end of the arc-shaped support portion 1402, and the other end of the arc-shaped support portion 1402 is connected to the mount 120, so that the support frame 140 can extend upward from the lower end to extend over the running wheels 500 and then be bent outward to be connected to the mount 120 for holding the mount 120 above the running wheels 500. In other embodiments of the present disclosure, the supporting frame 140 may also have other configurations, and the present disclosure is not limited thereto.

In the specific embodiment provided by the present disclosure, the guide wheels 600 are disposed on both the front and rear sides of the guide frame 200, and the guide wheels 600 disposed on both the front and rear sides of the guide frame 200 can be used for guiding the rail vehicle forward and backward during the operation of the rail vehicle.

In the specific implementation mode provided by the present disclosure, the steering axle assembly includes a safety beam 150, two ends of the mounting beam 150 are hoisted on the axle assembly 100, and at the same time, the safety beam 150 is hoisted below the guide frame 200, and the ends of the safety beam 150 are all provided with bearings 1501, the axis of the bearings 1501 approximately extends along the Y direction, the track beam is provided with an in-track limit beam, the end of the safety beam 150 is adapted to extend to the lower side of the in-track limit beam so as to be limited by the in-track limit beam, and under the condition of overturning, the safety beam 330 contacts with the in-track limit beam through the bearings 1501 on two sides, thereby ensuring the safety of the whole vehicle. It should be noted here that the term "substantially" in the phrase "the axis of the bearing 1501 extends substantially in the Y direction" is intended to mean a non-strict limitation, and the presence of objective factors such as manufacturing errors and mounting errors causes the axis of the bearing 1501 to have a certain small angle with the Y direction, for example, 0 ° to 5 °, and within this range, the axis of the bearing 1501 is considered to extend in the Y direction. That is, the term "substantially" is used in the sense of permitting a range of error amounts to accommodate objective factors such as manufacturing errors and installation errors.

In the embodiment of the present disclosure, the secondary suspension device 300 includes a transverse damper 330 and a vertical damper 320, the inner end of the transverse damper 330 is connected to the axle shaft 110, the outer end of the transverse damper 330 is connected to the vehicle body, each of the mounting seats 120 is provided with the vertical damper 320, the lower end of the vertical damper 320 is connected to the mounting seat 120, and the upper end of the vertical damper 320 is connected to the vehicle body. The upper end of vertical shock absorber 320 is attached to the vehicle body and the lower end of vertical shock absorber 320 is attached to the mounting bracket, i.e., vertical shock absorber 320 is attached to the vehicle body and axle assembly 100. Further, a transverse damper 330 is connected between the axle shaft 110 and the vehicle body. The transverse vibration absorber 330 and the vertical vibration absorber 320 can accelerate the attenuation of transverse vibration and vertical vibration of the non-power bogie system and the vehicle body in the running process of the railway vehicle respectively, so that the frequency of transverse motion and vertical motion in the non-power bogie system can be reduced, and the stability and riding comfort in the running process of the vehicle can be improved.

In particular embodiments of the present disclosure, the suspension assembly includes an anti-roll torsion bar 340, wherein the anti-roll torsion bar 340 may be configured in any suitable manner. Alternatively, as shown in fig. 5, the anti-roll torsion bar 340 includes a torsion bar 3401, ball links 3402 and mounting brackets 3403, two bearing seats 3404 are provided in the Y direction in the middle portion of the torsion bar 3401, and the torsion bar 3401 is bearing-supported on the axle assembly 100 by the bearing seats 3404, the ball links 3402 are connected to both ends of the torsion bar 3401, the mounting brackets 3403 are connected to the ball links 3402 in one-to-one correspondence, and the ball links 3402 are connected to the vehicle body by the respective mounting brackets 3403, that is, the torsion bar 3401 is connected to the axle assembly 100 by the bearing seats 3404, and both ends of the torsion bar in the Y direction are connected to the vehicle body by the ball links 3402 and the. When the rail vehicle runs through a curve to cause the vehicle body to roll, a height difference is generated between two bearing seats 3404 arranged on the torsion bar 3401 along the Y direction, so that the ball rod 3402 at one end of the torsion bar 3401 moves along the Z direction upwards, the ball rod 3402 at the other end moves along the Z direction downwards, and at the moment, the torsion bar 3401 generates a return moment for restoring the vehicle body to a straightening state by the torque of the ball rods 3402 at two ends, so that the rolling can be effectively prevented from occurring in the running process of the rail vehicle. In other embodiments of the present disclosure, the anti-roll bar may be configured in other ways, and the present disclosure is not limited thereto.

In the embodiment of the present disclosure, the outer end of the transverse vibration absorber 330 is connected to the mounting bracket 3403, wherein the transverse vibration absorber 330 and the mounting bracket 3403 may be configured in any suitable manner to achieve a connection therebetween. Alternatively, as shown in fig. 2, 4 and 5, the outer end of the transverse damper 330 is connected to the mounting bracket 3403 by a link fork 3405, the link fork 3405 includes a fork-shaped head portion and a column-shaped tail portion, the outer end of the transverse damper 330 is hinged to the head portion, and the tail portion is hinged to the mounting bracket 3403, so that the transverse damper 330 can swing up and down with respect to the link fork 3405 and the mounting bracket 3403, thereby enabling the transverse damper 330 to effectively reduce the frequency of transverse movement in the non-power bogie system during the running of the rail vehicle, for improving the smoothness and riding comfort during the running of the vehicle. In other embodiments of the present disclosure, there may be other configurations between the transverse vibration reducer 330 and the mounting frame 3403, for example, the transverse vibration reducer 330 and the mounting frame 3403 are cooperatively configured as a hinge structure, wherein the transverse vibration reducer 330 is rotatably mounted to the mounting frame 3403 to enable the transverse vibration reducer 330 to swing up and down relative to the mounting frame 3403, and the like, and the present disclosure is not limited thereto.

Further, the configuration between transverse shock absorber 330 and axle assembly 100 may be configured in any suitable manner to achieve a connection therebetween. Alternatively, as shown in fig. 1, 2 and 4, the inner end of the transverse damper 330 is hingedly connected to the specially shaped connecting plate 3301, and the end of the specially shaped connecting plate 3301 remote from the transverse damper 330 is hingedly connected to the fixing bracket 130 fixed to the axle 110, so that the transverse damper 330 is fixed to the fixing bracket 130 on the axle assembly 100. In other embodiments of the present disclosure, other configurations between transverse shock absorber 330 and axle assembly 100 are possible, for example, transverse shock absorber 330 is welded to axle assembly 100, etc., and the present disclosure is not limited in any way.

In the embodiment of the present disclosure, the lower end of the vertical damper 320 is hinged to the mounting base 120, and the upper end of the vertical damper 320 is hinged to the vehicle body, so as to allow the vertical damper 320 to swing back and forth. Therefore, in the running process of the railway vehicle, the vertical shock absorber 320 can effectively reduce the frequency of vertical motion in the non-power bogie system, and is used for improving the stability and riding comfort in the running process of the vehicle. In addition, vertical damper 320 may also serve as a stop. For example, in connection with lifting a vehicle, the vertical shock absorber 320 connecting the vehicle body and the axle assembly 100 may be used to provide a lifting stop to lift the non-powered truck system.

In the embodiment provided by the present disclosure, the axle assembly 100 further includes a slewing bearing 160, a steering structure 170, a running wheel hub 180, and a steering yoke 190, wherein the slewing bearing 160 is disposed between the guide frames 200 of the axle assembly 100 for connecting the axle assembly 100 and the guide frames 200, the steering structure 170 is configured to include a steering tie rod 1701, a tie rod 1702, and a steering knuckle arm 1703, the steering tie rod 1701 and the tie rod 1702 being fixedly connected to the slewing frame 200 at one end and the steering knuckle arm 1703 at the other end to transmit slewing power of the slewing frame 200 to the steering knuckle arm 1703 through the steering tie rod 1701 and the tie rod 1702. And the end of the knuckle arm 1703 remote from the drag link 1701 and the tie rod 1702 connects the knuckle fork 180 and the running wheel hub 180 provided with a rim on which the running wheel 500 is mounted.

Wherein, the guide frame 200 is configured to include four connection frames 210 disposed below the guide frame 200, and a guide wheel 600 is fixedly connected to each connection frame 210, respectively, for guiding a moving direction of the rail vehicle. Guide frame 200 is mounted below axle assembly 100 by a slew bearing 160, with slew bearing 160 defining a slew axis parallel to the Z-direction and allowing guide frame 200 to rotate relative to axle assembly 100 about the slew axis.

In addition, the steer axle assembly further comprises a traction mechanism 400, the traction mechanism 400 is configured to comprise a V-shaped thrust rod 410 and a straight thrust rod 420 for connecting the vehicle body, the V-shaped thrust rod 410 is provided with a first ball seat 411 for connecting the axle assembly 100 and two second ball seats 412 for connecting the first connecting piece 430, and the straight thrust rod 420 is respectively provided with a third ball seat 421 for connecting the axle assembly 100 and a third ball seat 421 for connecting the second connecting piece 440 along the X direction.

When the rail vehicle is running straight, the four guide wheels installed below the guide frame 200 are all in contact with the beam surface of the rail, and the running wheels 500 installed on the outer rims of the running wheel hubs 180 run straight along the beam surface of the rail. When entering a curve, the guide wheel 600 distributed diagonally below the guide frame 200 is stressed, so that the guide frame 200 is stressed to rotate relative to the axle assembly 100 about a rotation axis, the steering drag link 1701 and the steering drag link 1702 connected with the guide frame 200 also rotate along with the rotation of the guide frame 200 and drive the steering knuckle arms 1703 on both sides to rotate, the steering knuckle arms 1703 drive the steering knuckle 190 on the axle assembly 100 and the rim arranged on the outer side of the traveling wheel hub 180 to rotate the traveling wheel 500, the rotation center is a main pin of the steering knuckle 190 to realize unsprung rotation, and the V-shaped thrust rod 410 and the straight thrust rod 420 in the traction mechanism 400 can transmit the driving power of the vehicle frame to the vehicle body to enable the vehicle axle and the vehicle body to move synchronously, thereby being beneficial to the smooth operation of the railway vehicle.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. A non-powered bogie system of a railway vehicle, characterized in that the non-powered bogie system comprises a steering axle assembly and a suspension assembly, the steering axle assembly comprises an axle assembly (100) and a guide frame (200), the guide frame (200) is provided with guide wheels (600), the guide wheels (600) are used for guiding the railway vehicle to run along a railway beam, the axle assembly (100) comprises an axle shaft (110) and a mounting seat (120) connected with the axle shaft (110), the suspension assembly comprises a secondary suspension device (300), the secondary suspension device (300) comprises suspensions (310), the left side and the right side of the railway vehicle are both provided with the suspensions (310), the lower end of the suspension (310) is connected with the mounting seat (120), the upper end of the suspension (310) is connected with a vehicle body, the left end and the right end of the axle shaft (110) are both provided with running wheels (500), the suspension (310) is correspondingly arranged above the walking wheels (500) on the same side.

2. The non-powered truck system according to claim 1, characterized in that the suspension (310) is an air spring and the suspension (310) is aligned with the corresponding running wheel (500) in the X-direction.

3. The non-powered truck system according to claim 1, characterized in that the axle assembly (100) comprises an axle shaft (110), the mounting seat (120) being connected to the axle shaft (110) by a support frame (140), a lower end of the support frame (140) being fixed to the axle shaft (110), the support frame (140) extending upwardly from the lower end to extend over the running wheels (500) and then curving outwardly to connect the mounting seat (120) and locate the mounting seat (120) over the running wheels (500).

4. The non-powered truck system according to claim 3, characterized in that the support bracket (140) comprises a straight support portion (1401) and an arc support portion (1402), the lower end of the straight support portion (1401) being connected to the axle shaft (110), the upper end of the straight support portion (1401) being connected to one end of the arc support portion (1402), and the other end of the arc support portion (1402) being connected to the mounting seat (120).

5. The non-power bogie system according to claim 1, characterized in that the guide wheels (600) are provided on both the front and rear sides of the guide frame (200).

6. The non-powered truck system according to claim 1, characterized in that the steer-axle assembly comprises a safety cross-beam (150), said safety cross-beam (150) being hoisted below the guide frame (200), and the ends of said safety cross-beam (150) are each provided with a bearing (1501), the axis of which bearing (1501) extends substantially in the Y-direction, said track beam being provided with an in-track limit beam, the ends of said safety cross-beam (150) being adapted to extend below said in-track limit beam for being limited by said in-track limit beam.

7. The non-power bogie system according to claim 1, wherein the secondary suspension device (300) comprises a transverse damper (330) and a vertical damper (320), the inner end of the transverse damper (330) is connected to the axle shaft (110), the outer end of the transverse damper is connected to the vehicle body, the vertical damper (320) is arranged on each mounting seat (120), the lower end of the vertical damper (320) is connected to the mounting seat (120), and the upper end of the vertical damper (320) is connected to the vehicle body.

8. The non-powered truck system according to claim 7, characterized in that the suspension assembly comprises an anti-roll torsion bar (340), the anti-roll torsion bar (340) comprises a torsion bar (3401), ball links (3402) and mounting brackets (3403), a middle portion of the torsion bar (3401) is supported on the axle assembly (100) through bearings, the ball links (3402) are connected to both ends of the torsion bar (3401), the mounting brackets (3403) are connected to the ball links (3402) in a one-to-one correspondence, the ball links (3402) are connected to the vehicle body through the respective mounting brackets (3403), and the outer end of the transverse shock absorber (330) is connected to the vehicle body through the mounting brackets (3403).

9. The non-power bogie system according to claim 8, wherein the inner end of the transverse vibration absorber (330) is hinged to a fixed frame (130) fixed to the axle shaft (110), the outer end of the transverse vibration absorber (330) is connected to the mounting frame (3403) by a connection fork (3405), the connection fork (3405) comprises a fork-shaped head and a column-shaped tail, the outer end of the transverse vibration absorber (330) is hinged to the head, and the tail is hinged to the mounting frame (3403) so that the transverse vibration absorber (330) can swing up and down relative to the connection fork (3405) and the mounting frame (3403).

10. The non-powered truck system according to claim 7, characterized in that the lower end of the vertical shock absorber (320) is hinged to the mounting seat (120) and the upper end of the vertical shock absorber (320) is hinged to the vehicle body to allow the vertical shock absorber (320) to swing back and forth.

11. A rail vehicle comprising a rail and a car body, characterized in that the rail vehicle is provided with a non-powered bogie system according to any of the claims 1-10.