CN212579848U

CN212579848U - Rail vehicle

Info

Publication number: CN212579848U
Application number: CN202020250947.9U
Authority: CN
Inventors: 许玉红; 刘俊杰; 朱良义; 汪伦; 何钦洪
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2020-03-03
Filing date: 2020-03-03
Publication date: 2021-02-23
Anticipated expiration: 2030-03-03

Abstract

The utility model discloses a rail vehicle, rail vehicle include automobile body and bogie, and the bogie is erect in the bottom of automobile body, and the bogie includes: two walking wheels which are arranged at left and right intervals; the auxiliary frame is arranged between the two walking wheels and is connected with the vehicle body; the guide frame is arranged on the auxiliary frame, is positioned below the auxiliary frame, can rotate relative to the auxiliary frame and is provided with at least four guide wheels; and one ends of the two spring damping devices are respectively connected with the two walking wheels, and the other ends of the two spring damping devices are connected with the vehicle body. According to the utility model discloses a rail vehicle reduces the unsprung mass of vehicle, promotes the travelling comfort of whole car.

Description

Rail vehicle

Technical Field

The utility model belongs to the technical field of the track traffic technique and specifically relates to a rail vehicle is related to.

Background

In the related technology, a bogie of the railway vehicle is connected with the lower end of a spring damping device through a push rod component, a shock absorber assembly and a spring assembly, the upper end of the spring damping device is connected with a vehicle body, and the bogie connection mode causes the unsprung mass of the railway vehicle to be too large, so that the comfort of the whole vehicle is influenced.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, an object of the utility model is to provide a rail vehicle has reduced rail vehicle's unsprung mass, has promoted the travelling comfort of whole car.

According to the utility model discloses rail vehicle, including automobile body and bogie, the bogie is in the bottom of automobile body, the bogie includes: two walking wheels which are arranged at left and right intervals; the auxiliary frame is arranged between the two walking wheels and is connected with the vehicle body; the guide frame is arranged on the auxiliary frame, is positioned below the auxiliary frame, can rotate relative to the auxiliary frame and is provided with at least four guide wheels; and one end of each of the two spring damping devices is connected with the two walking wheels respectively.

According to the utility model discloses rail vehicle, through establishing the guide frame on sub vehicle frame, two spring damping device's one end links to each other with two walking wheels respectively, and sub vehicle frame, guide wheel, guide frame and steering component are spring damping device's sprung mass, and spring damping device's unsprung mass only has two to walk the road wheel to greatly reduced rail vehicle's unsprung mass, promoted rail vehicle's travelling comfort.

According to the utility model discloses a some embodiments, fixedly connected with transmission shaft on the guide frame, the transmission shaft is rotationally worn to establish on the sub vehicle frame.

According to some embodiments of the present invention, the subframe comprises: the auxiliary frame body is of a hollow frame-shaped structure; the mounting bracket is U-shaped, two ends of the mounting bracket are respectively connected with the side part of the auxiliary frame body, a bearing mounting seat is arranged at the bottom of the mounting bracket, the upper end of the transmission shaft penetrates through the bearing mounting seat and the bottom wall of the mounting bracket, a first bearing is arranged between the transmission shaft and the auxiliary frame, and the first bearing is arranged in the bearing mounting seat.

According to some embodiments of the present invention, the rail vehicle further comprises: the steering assembly is arranged between the guide frame and the two walking wheels, and when the guide frame rotates relative to the auxiliary frame, the guide frame enables the two walking wheels to steer through the steering assembly, the steering assembly comprises a transmission device, at least one moving piece and at least one steering rod, the transmission shaft is in transmission connection with the moving piece through the transmission device, the moving piece is arranged on the auxiliary frame, the moving piece can move left and right relative to the auxiliary frame, at least one end of the moving piece is rotatably connected with one end of the steering rod, the other end of the steering rod is rotatably connected with one walking wheel, when the guide frame rotates relative to the auxiliary frame, the transmission shaft drives the moving piece and the steering rod to move through the transmission device so as to enable at least one walking wheel to steer.

According to some embodiments of the invention, the moving member comprises a rack portion, the transmission device comprises a transmission gear engaged with the rack portion.

According to some embodiments of the invention, the guide frame comprises: a first guide frame; the second guide frame is arranged below the first guide frame, at least four guide wheels are arranged between the first guide frame and the second guide frame, and the transmission shaft penetrates through the first guide frame and the second guide frame.

According to some embodiments of the present invention, the first guide frame and the second guide frame all include: the four corners of the rectangular frame are provided with one guide wheel; the four reinforcing ribs are located in the same plane with the rectangular frame, one ends of the four reinforcing ribs are connected with the transmission shaft, and the other ends of the four reinforcing ribs are connected with four corners of the rectangular frame in a one-to-one correspondence mode respectively.

According to some embodiments of the utility model, every walk the road wheel pass through the swing arm with sub vehicle frame connects, every walk the road wheel for the swing arm can be around the rotation of direction from top to bottom.

According to some embodiments of the invention, the swing arm is connected to the subframe by two hinged ends, the axis of rotation of one of the hinged ends extends horizontally and the axis of rotation of the other hinged end extends in an up-down direction; two the hinged end with swing arm fixed connection, and two the hinged end with all be equipped with the bolster between the sub vehicle frame.

According to some embodiments of the present invention, the rail vehicle further comprises: the spring damping devices are respectively connected with the corresponding walking wheels through the steering knuckles, the steering rod and the swing arm are connected with the corresponding walking wheels through the steering knuckles, and the walking wheels are rotatably arranged on the steering knuckles around the central axis of the walking wheels.

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

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

fig. 1 is a schematic view of a bogie and a track beam according to an embodiment of the invention;

fig. 2 is a front view of a bogie and a track beam according to an embodiment of the invention;

FIG. 3 is a cross-sectional view taken along line A-A of FIG. 2;

fig. 4 is a top view of a bogie and a track beam according to an embodiment of the invention;

FIG. 5 is a cross-sectional view taken along line B-B of FIG. 4;

fig. 6 is a schematic view of a bogie and a track beam according to another embodiment of the present invention;

fig. 7 is a front view of a bogie and a track beam according to another embodiment of the present invention;

FIG. 8 is a cross-sectional view taken along line C-C of FIG. 7;

fig. 9 is a top view of a bogie and a track beam according to another embodiment of the present invention;

fig. 10 is a schematic view of a bogie and a track beam with a drive gear according to an embodiment of the present invention;

fig. 11 is a top view of a bogie and a track beam with a drive gear according to an embodiment of the present invention;

fig. 12 is a left side view of a bogie and a track beam with a drive gear according to an embodiment of the present invention;

FIG. 13 is a cross-sectional view taken along line D-D of FIG. 12;

figure 14 is a schematic view of a bogie and a track beam with two moving members according to an embodiment of the invention;

fig. 15 is a top view of a bogie and a track beam with two moving members according to an embodiment of the present invention;

fig. 16 is a left side view of a bogie and a track beam with two moving members according to an embodiment of the present invention;

fig. 17 is a schematic view of a bogie and a track beam with a motor according to an embodiment of the present invention;

FIG. 18 is a cross-sectional view taken along line E-E of FIG. 17;

fig. 19 is a schematic view of a subframe of a bogie according to an embodiment of the invention;

fig. 20 is a top view of a subframe of a bogie according to an embodiment of the present invention;

fig. 21 is a schematic view of a guide frame of a bogie according to an embodiment of the present invention;

fig. 22 is a top view of a guide frame of a bogie according to an embodiment of the present invention;

figure 23 is a schematic view of a swing arm of a bogie according to an embodiment of the invention;

figure 24 is a top view of a swing arm of a bogie according to an embodiment of the present invention;

figure 25 is a schematic view of a knuckle of a bogie according to an embodiment of the present invention;

fig. 26 is a front view of a knuckle of a bogie according to an embodiment of the present invention.

Reference numerals:

100: a bogie;

1: a running wheel; 2: an auxiliary frame; 21: a subframe body; 22: mounting a bracket;

221: a bearing mount; 222: an extension portion; 23: an auxiliary frame mounting seat; 3: a guide frame;

31: a guide wheel; 32: a first guide frame; 321: a rectangular frame; 322: reinforcing ribs;

33: a second guide frame; 34: a guide wheel shaft; 4: a steering assembly; 41: a transmission device;

411: a transmission gear; 412: a first pulley; 413: a second pulley; 414: a belt;

42: a moving member; 43: a steering lever; 44: a drive shaft; 45: a first bearing; 46: a second bearing;

47: a driving gear; 48: a tie rod assembly; 5: a spring damping device; 6: a torque sensor; 7: a motor;

8: a knuckle; 9: swinging arms; 91: a hinged end; 10: a buffer member; 200: a track beam;

201: the track is convex; 2011: a running surface; 2012: a flange.

Detailed Description

Embodiments of the present invention are described in detail below, and the embodiments described with reference to the drawings are exemplary.

A bogie 100 according to an embodiment of the present invention is described below with reference to fig. 1-26. In the following description of the present application, the bogie 100 is described as being applied to a railway vehicle as an example.

As shown in fig. 1 to 26, a railway vehicle according to an embodiment of the present invention includes a vehicle body (not shown) and a bogie 100, wherein the bogie 100 includes a running wheel 1, a subframe 2, a guide frame 3, a steering assembly 4, and a spring damper 5.

Specifically, the bogie 100 is provided at the bottom of the vehicle body, and the two running wheels 1 are provided at a left-right interval. Here, the left-right direction may be understood as a width direction of the rail vehicle. The auxiliary frame 2 is arranged between the two walking wheels 1, the auxiliary frame 2 is connected with a vehicle body, the guide frame 3 is arranged on the auxiliary frame 2, the guide frame 3 is arranged below the auxiliary frame 2, the guide frame 3 can rotate relative to the auxiliary frame 2, and at least four guide wheels 31 are arranged on the guide frame 3. One ends of the two spring damping devices 5 are respectively connected with the two walking wheels 1, and the other ends of the two spring damping devices 5 are connected with the vehicle body.

For example, in the example of fig. 1 to 9, two running wheels 1 are spaced from each other on the left and right, the subframe 2 is located at the middle lower portion of the two running wheels 1, the guide frame 3 is located below the subframe 2, and the guide frame 3 is rotatable with respect to the subframe 2, the guide frame 3 is provided with a transmission shaft 44 and at least four guide wheels 31, each guide wheel 31 is rotatable with respect to the guide frame 3, and the transmission shaft 44 is fixedly connected to the guide frame 3 so that the transmission shaft 44 can rotate synchronously with the guide frame 3 when the guide frame 3 rotates. One ends (e.g., lower ends in fig. 1) of the two spring damper devices 5 are connected to the two running wheels 1, respectively, and the other ends (e.g., upper ends in fig. 1) of the spring damper devices 5 are connected to the body of the railway vehicle. So set up, when guide frame 3 installs on sub vehicle frame 2, leading wheel 31 and guide frame 3 are spring damping device 5's sprung mass, and spring damping device 5's unsprung mass only has two to walk road wheel 1 to greatly reduced rail vehicle's unsprung mass, promoted rail vehicle's travelling comfort.

According to the utility model discloses rail vehicle, through establishing guide frame 3 on sub vehicle frame 2, two spring damping device 5's one end links to each other with two walking wheels 1 respectively, sub vehicle frame 2, leading wheel 31, guide frame 3 and steering assembly 4 are spring damping device 5's sprung mass, spring damping device 5's unsprung mass is only two and walks capable wheel 1 to rail vehicle's unsprung mass has greatly been reduced, rail vehicle's travelling comfort has been promoted.

According to some embodiments of the utility model, fixedly connected with transmission shaft 44 on the guide frame 3, transmission shaft 44 rotationally wears to establish at sub vehicle frame 2. For example, as shown in fig. 1 and 2, the upper end of the transmission shaft 44 penetrates through the subframe 2, and the transmission shaft 44 is rotatably disposed on the subframe 2, so that when the railway vehicle turns, the force applied to the guide wheels 31 is fed back to the transmission shaft 44 through the guide frame 3, and the transmission shaft 44 can rotate relative to the subframe 2, so that the running wheels 1 rotate, thereby effectively ensuring the smoothness of the transmission of the steering force and reducing the abrasion of the guide wheels 31. In the above process, the subframe 2 does not rotate together with the propeller shaft 44.

Further, referring to fig. 1-2 and 6, the subframe 2 includes a subframe body 21 and a mounting bracket 22, the subframe body 21 is a hollow frame-shaped structure, the mounting bracket 22 is substantially U-shaped, two ends of the mounting bracket 22 are respectively connected to side portions of the subframe body 21, a bearing mounting seat 221 is disposed at a bottom of the mounting bracket 22, an upper end of the transmission shaft 44 penetrates through the bearing mounting seat 221 and a bottom wall of the mounting bracket 22, a first bearing 45 is disposed between the transmission shaft 44 and the subframe 2, and the first bearing 45 is disposed in the bearing mounting seat 221.

For example, in the example shown in fig. 1, 2, 6, 19 and 20, the subframe 2 has a substantially hexahedral frame-shaped structure, which is more stable, and the weight and cost of the subframe 2 can be reduced. Specifically, the subframe body 21 has a substantially rectangular frame structure, and a hollow portion penetrating through the subframe body 21 in the thickness direction is provided in the middle portion thereof. The left end and the right end of the mounting bracket 22 are respectively fixedly connected with the left side portion and the right side portion of the hollow portion of the subframe body 21, the bearing mounting seat 221 is generally U-shaped, the size of the bearing mounting seat 221 is smaller than that of the mounting bracket 22, two ends of the bearing mounting seat 221 are connected to the bottom of the mounting bracket 22, the upper end of the transmission shaft 44 penetrates through the bottom of the bearing mounting seat 221 and the bottom wall of the mounting bracket 22, a first bearing 45 is arranged between the transmission shaft 44 and the subframe 2, and the first bearing 45 is arranged in the bearing mounting seat 221. As shown in fig. 7 and 8, the first bearing 45 may be a rolling bearing, but is not limited thereto. The rolling bearing can comprise an inner ring, an outer ring, a rolling body and a retainer, wherein the rolling body and the retainer are arranged between the inner ring and the outer ring, the inner ring of the rolling bearing can be sleeved outside the transmission shaft 44 and is in interference fit with the transmission shaft 44, so that the inner ring rotates along with the transmission shaft 44, and the outer ring of the rolling bearing can be fixed on the auxiliary frame 2. Thereby, the reliability of the mounting of the first bearing 45 is ensured. Moreover, the bearing mounting seat 221 and the mounting bracket 22 have a limiting effect on the upper end of the transmission shaft 44, so that the reliability of transmission can be further ensured. Alternatively, the subframe body 21 and the mounting bracket 22 are integrally formed. But is not limited thereto.

Further, a plurality of subframe mounting seats 23 are provided at intervals on the subframe body 21, and the subframe 2 is connected to the vehicle body via a subframe mounting bracket (not shown). In the description of the present invention, "a plurality" means two or more. For example, four subframe mounting seats 23 are shown in the example of fig. 1 and 3, and the four subframe mounting seats 23 are respectively located at four corners of the subframe body 21, so that the subframe 2 can be conveniently mounted with the vehicle body, and the damage to the subframe 2 is reduced.

Furthermore, in some optional embodiments of the present invention, as shown in fig. 4, the bottom wall of the mounting bracket 22 is provided with an extension portion 222 extending toward the moving member 42, wherein the transmission gear 411 is provided on the extension portion 222, and the second bearing 46 is provided between the transmission gear 411 and the extension portion 222. For example, the extension portion 222 may extend horizontally along a side facing the moving member 42, the transmission gear 411 has a mounting shaft, a lower end of the mounting shaft is provided on the extension portion 222, and the second bearing 46 is provided between the lower end of the mounting shaft and the extension portion 222. Thus, by providing the extension portion 222, the second bearing 46 can be securely mounted on the extension portion 222, and the subframe 2 is simple in structure.

According to some embodiments of the present invention, the rail vehicle further comprises: the steering assembly 4, the steering assembly 4 is arranged between the guide frame 3 and the two walking wheels 1, when the guide frame 3 rotates relative to the auxiliary frame 2, the guide frame 3 enables the two walking wheels 1 to steer through the steering assembly 4, the steering assembly 4 comprises a transmission device 41, at least one moving part 42 and at least one steering rod 43, the transmission shaft 44 is in transmission connection with the moving part 42 through the transmission device 41, the moving part 42 is arranged on the auxiliary frame 2, the moving part 42 can move left and right relative to the auxiliary frame 2, and at least one end of the moving part 42 is in rotation connection with one end of the steering rod 43. That is, only one end of the moving member 42 may be provided with the steering rod 43, and in this case, there is one steering rod 43; of course, the two ends of the moving member 42 may be provided with the steering levers 43, and in this case, the number of the steering levers 43 may be two. The other end of the steering rod 43 is rotatably connected to one running wheel 1. One end of the steering rod 43 is rotatably connected to one end of the moving member 42, and the other end of the steering rod 43 is rotatably connected to the running wheel 1 adjacent to the one end of the moving member 42. When the guide frame 3 rotates relative to the subframe 2, the transmission shaft 44 drives the moving member 42 and the steering rod 43 to move through the transmission device 41 so as to rotate at least one traveling wheel 1 in the vertical direction.

For example, in the example of fig. 1 to 5, the steering assembly 4 is located between the guide frame 3 and the two running wheels 1, and when the guide frame 3 rotates relative to the subframe 2, the guide frame 3 drives the two running wheels 1 to deflect a certain angle through the steering assembly 4, so as to achieve steering. Therefore, by adopting the guide frame 3 and the steering assembly 4, indirect guide can be realized, so that the stress of the guide wheel 31 is reduced, the abrasion of the guide wheel 31 is small, and the service life of the guide wheel 31 is prolonged. The moving member 42 and the steering rods 43 of the steering assembly 4 can be substantially horizontally arranged between the two traveling wheels 1, the moving member 42 can move left and right relative to the subframe 2, the transmission device 41 is positioned between the transmission shaft 44 and the moving member 42 to transmit the motion of the transmission shaft 44 to the moving member 42, the number of the steering rods 43 is two, the two steering rods 43 are respectively connected between two ends of the moving member 42 and the two traveling wheels 1, wherein two ends of the steering rods 43 can be rotatably connected in a ball hinge manner, but not limited to this. When the guide frame 3 rotates relative to the subframe 2, the guide frame 3 drives the transmission shaft 44 to synchronously rotate, the transmission shaft 44 drives the moving member 42 to move leftwards or rightwards through the transmission device 41, and the moving member 42 moves to drive the steering rods 43 at the two ends of the moving member to move, so that the two walking wheels 1 deflect by a certain angle to realize steering. Therefore, by adopting the guide frame 3 and the steering assembly 4, indirect guide can be realized, so that the stress of the guide wheel 31 is reduced, the abrasion of the guide wheel 31 is small, and the service life of the guide wheel 31 is prolonged.

Further, as shown in fig. 1 and 6, the moving member 42 includes a rack portion, and the transmission device 41 may include a transmission gear 411 engaged with the rack portion. For example, in the example of fig. 1, the portion of the moving member 42 engaged with the transmission device 41 is a rack portion, and the rack portion may be a cylindrical rack structure, so that the possibility of sliding teeth of the moving member 42 and the transmission gear 411 can be reduced, and the reliability of the turning of the rail vehicle can be effectively ensured. In the example of fig. 6, the rack portion may be a spur rack structure.

According to some embodiments of the present invention, referring to fig. 1-9 in combination with fig. 21 and 22, the guide frame 3 includes a first guide frame 32 and a second guide frame 33, the second guide frame 33 is disposed below the first guide frame 32, and at least four guide wheels 31 are disposed between the first guide frame 32 and the second guide frame 33, wherein the transmission shaft 44 is disposed through the first guide frame 32 and the second guide frame 33.

For example, in the example of fig. 1 to 9, the second guide frame 33 and the first guide frame 32 are spaced from each other up and down, the first guide frame 32 is located directly above the second guide frame 33, at least four guide wheels 31 and at least four guide wheel shafts 34 are disposed between the first guide frame 32 and the second guide frame 33, at least two guide wheels 31 and at least two guide wheel shafts 34 are in contact with the track beam 200 on each side, the at least four guide wheels 31 are rotatable relative to the first guide frame 32 and the second guide frame 33, the at least four guide wheels 31 are respectively sleeved on the at least four guide wheel shafts 34, and two ends of the at least four guide wheel shafts 34 can be respectively fixed on the first guide frame 32 and the second guide frame 33 by threaded fasteners such as bolts and the like. So set up, leading wheel 31 can transmit the effort that it received to first guide frame 32 and second guide frame 33 through leading wheel axle 34 to improve leading wheel axle 34 atress distribution, reduced the atress of bolt simultaneously, reduced the bolt and loosened or cracked risk, improved leading wheel 31's reliability. The lower end of the transmission shaft 44 is arranged on the second guide frame 33, and the upper end of the transmission shaft 44 is arranged on the first guide frame 32 in a penetrating way, so that the fixation firmness of the transmission shaft 44 is effectively ensured.

Further, as shown in fig. 1 and 6, each of the first guide frame 32 and the second guide frame 33 includes a rectangular frame 321 and four reinforcing ribs 322, one guide wheel 31 is disposed at each of four corners of the rectangular frame 321, and each guide wheel 31 may be rotatably disposed on the corresponding guide wheel shaft 34 through a bearing, so as to ensure that the four guide wheels 31 are uniformly stressed and reduce the wear of the guide wheels 31. Four strengthening ribs 322 and rectangle frame 321 are located the coplanar, and the one end of four strengthening ribs 322 all links to each other with transmission shaft 44, and four angles of the other end of four strengthening ribs 322 and rectangle frame 321 are the one-to-one respectively and link to each other, and the one end that four strengthening ribs 322 link to each other can be located the central authorities of rectangle frame 321, and from this, four strengthening ribs 322 symmetrical arrangement in first direction frame 32 and the second direction frame 33, and the atress is more even, and is convenient for process. Wherein the drive shaft 44 is located at the one end of the four reinforcing ribs 322. For example, referring to fig. 1, the transmission shaft 44 is provided at one end to which the four reinforcing ribs 322 of the first guide frame 32 are connected and at one end to which the four reinforcing ribs 322 of the second guide frame 33 are connected.

According to some embodiments of the utility model, every is walked the road wheel 1 and is connected with sub vehicle frame 2 through swing arm 9, and every is walked the road wheel 1 and can be around the rotation of upper and lower direction for swing arm 9. Referring to fig. 1 and 4 in combination with fig. 23 and 24, the traveling wheels 1 and the swing arms 9 may be connected by a ball joint, so that the traveling wheels 1 may rotate not only about the swing arms 9 in the vertical direction but also about the swing arms 9 in the front-rear direction, thereby avoiding stress concentration at the joints between the swing arms 9 and the traveling wheels 1. A buffer part 10 such as a buffer bush is arranged between the walking wheel 1 and the swing arm 9, the rotation of the walking wheel 1 is limited, the swing arm 9 and the auxiliary frame 2 can be connected through two spherical hinges, the swing arm 9 is effectively guaranteed to have certain freedom degree relative to the auxiliary frame 2, and stress concentration at the joint of the swing arm 9 and the auxiliary frame 2 is avoided. In addition, as the walking wheels 1 are connected with the swing arms 9 through spherical hinges, the walking wheels 1 can rotate around the front and back direction relative to the swing arms 9, and a certain degree of freedom of the walking wheels 1 in the front and back direction of the track beam 200 is ensured. The walking wheels 1 are connected with the auxiliary frame 2 through the swing arms 9, so that the walking wheels 1 and the auxiliary frame 2 are decoupled in the up-down direction, the auxiliary frame 2 belongs to sprung mass, the walking wheels 1 belong to unsprung mass, the unsprung mass of the spring damping device 5 is reduced, and the riding comfort is improved.

Further, the swing arm 9 is connected with the subframe 2 through two hinged ends 91, the rotation axis of one hinged end 91 extends horizontally, the rotation axis of the other hinged end 91 extends in the up-down direction, the two hinged ends 91 are fixedly connected with the swing arm 9, and a buffer 10 is arranged between the two hinged ends 91 and the subframe 2. Referring to fig. 1 and 4 in combination with fig. 25 and 26, the axis of rotation of the hinged end 91 of the swing arm 9 adjacent the middle of the subframe 2 is generally parallel to the plane of the subframe 2, and the axis of rotation of the swing arm 9 adjacent the edge of the subframe 2 is generally perpendicular to the plane of the subframe 2. Thus, by arranging the two hinge ends 91 with non-parallel rotation axes, the stability of the connection between the swing arm 9 and the subframe 2 is effectively ensured, and by arranging the buffer member 10 between the hinge end 91 and the subframe 2, the swing arm 9 is allowed to swing to a certain extent relative to the subframe 2, so that the overlarge stress between the swing arm 9 and the subframe 2 is avoided, and the service life of the swing arm 9 is prolonged. In addition, in some embodiments, the two hinged ends 91 are respectively arranged at an angle of less than 90 degrees with respect to the front-back direction and the left-right direction of the running wheels 1, so as to play a certain role in buffering and resisting the transverse force and the longitudinal force applied to the running wheels 1.

According to some embodiments of the present invention, the bogie 100 further comprises: and each spring damping device 5 is connected with the corresponding walking wheel 1 through the steering knuckle 8, the steering rod 43 is connected with the corresponding walking wheel 1 through the steering knuckle 8, and the walking wheel 1 is rotatably arranged on the steering knuckle 8 around the central axis of the walking wheel 1. As shown in fig. 1 and 4, two steering knuckles 8 are respectively installed on two traveling wheels 1, one end of a steering rod 43 is connected to the steering knuckle 8 through a spherical hinge, the other end of the steering rod 43 is connected to one end of a moving member 42, one end of a spring damping device 5 is connected to the traveling wheels 1 through the steering knuckle 8, one end of a swing arm 9 is also connected to the steering knuckle 8 through a spherical hinge, and the traveling wheels 1 are rotatably installed on the steering knuckle 8, so that the rotation of the traveling wheels 1 is effectively ensured.

According to some optional embodiments of the present invention, the transmission device 41 further comprises a first belt pulley 412, a second belt pulley 413 and a belt 414, the first belt pulley 412 is arranged on the transmission shaft 44, the second belt pulley 413 is coaxial and fixedly connected with the transmission gear 411, and the belt 414 is respectively matched with the first belt pulley 412 and the second belt pulley 413. For example, referring to fig. 1, a first pulley 412 may be provided at an upper end of the transmission shaft 44, and the first pulley 412 may be coaxially disposed with the transmission shaft 44, a second pulley 413 may be located between the first pulley 412 and the moving member 42, the second pulley 413 may be coaxially disposed with the transmission gear 411, and the transmission gear 411 may be located above the second pulley 413. The transmission gear 411 is engaged with the rack portion of the moving member 42. A belt 414 is wound around the outer circumferential surface of the first pulley 412 and the outer circumferential surface of the second pulley 413. In this arrangement, the belt drive has a certain hysteresis, that is, the transmission device 41 does not feed back a minute fluctuation to the running wheels 1, and the running wheels 1 are rocked left and right. For example, when the guide wheels 31 are subjected to a road surface convex force rather than a turning force during the running of the railway vehicle, the transmission device 41 does not directly feed back the force to the transmission gear 411 and the moving member 42 to turn the running wheels 1, so that frequent left-right swinging of the running wheels 1 can be avoided. In conclusion, the belt transmission has certain decoupling on the guide wheel 31 and the walking wheel 1, and reduces the abrasion of the walking wheel 1.

Alternatively, the first pulley 412 is integrally formed with the transmission shaft 44, and the transmission gear 411 is integrally formed with the second pulley 413. Therefore, the structural strength can be improved, and the processing is simple and the cost is low. But is not limited thereto.

When the rail vehicle turns, the guide wheel 31 transmits power to the transmission shaft 44 through the guide frame 3, the transmission shaft 44 rotates to drive the first belt pulley 412 to rotate together, the first belt pulley 412 transmits the power to the second belt pulley 413 through the belt 414 to drive the second belt pulley 413 to rotate, the transmission gear 411 rotates together with the second belt pulley 413, the transmission gear 411 is meshed with the moving element 42, so that the moving element 42 can move leftwards or rightwards, at the moment, the moving element 42 can pull the steering rod 43 connected to the end part of the moving element to move leftwards or rightwards, the traveling wheel 1 rotates for a certain angle, and the rail vehicle turns.

Of course, the present invention is not limited thereto, and in other alternative embodiments of the present invention, as shown in fig. 10 to 13, the moving member 42 includes a rack portion, the transmission device 41 includes a driving gear, the driving gear is disposed on the transmission shaft 44 and is coaxial with the transmission shaft 44, and the driving gear is in transmission connection with the rack portion. Therefore, power is transmitted to the transmission gear 411 in a gear transmission mode, transmission is stable and reliable, and the rail vehicle can turn well.

Further, the upper end of the transmission shaft 44 penetrates the subframe 2, and a first bearing 45 is disposed between the transmission shaft 44 and the subframe 2. For example, as shown in fig. 1 and 2, the transmission shaft 44 is rotatably provided on the subframe 2 via a first bearing 45, and specifically, as shown in fig. 7 and 8, the first bearing 45 may be a rolling bearing, but is not limited thereto. The rolling bearing can comprise an inner ring, an outer ring, a rolling body and a retainer, wherein the rolling body and the retainer are arranged between the inner ring and the outer ring, the inner ring of the rolling bearing can be sleeved outside the transmission shaft 44 and is in interference fit with the transmission shaft 44, so that the inner ring rotates along with the transmission shaft 44, and the outer ring of the rolling bearing can be fixed on the auxiliary frame 2. So set up, when rail vehicle turned to, the power that leading wheel 31 received feedbacks to transmission shaft 44 through guide frame 3 on, transmission shaft 44 can rotate for sub vehicle frame 2 through first bearing 45 to drive first belt pulley 412 and rotate, guarantee effectively and turn to the fluency of power transmission, reduced the wearing and tearing of leading wheel 31 simultaneously. In the above process, the subframe 2 does not rotate together with the propeller shaft 44.

Further, a transmission gear 411 is provided on the subframe 2, and a second bearing 46 is provided between the transmission gear 411 and the subframe 2. For example, as shown in fig. 1 and 2, the transmission gear 411 is located in the subframe 2, the second bearing 46 is located in the second pulley 413, and the transmission gear 411 is located on the side of the second pulley 413 away from the ground and is rotatably connected to the second bearing 46, and specifically, the second bearing 46 may be a rolling bearing, but is not limited thereto. The rolling bearing can comprise an inner ring, an outer ring, a rolling body and a retainer, wherein the rolling body and the retainer are arranged between the inner ring and the outer ring, the inner ring of the rolling bearing can be sleeved outside the transmission gear 411 and in interference fit with the transmission gear 411, so that the inner ring rotates along with the transmission gear 411, and the outer ring of the rolling bearing is fixed on the auxiliary frame 2. Therefore, the transmission gear 411 drives the second bearing 46 to rotate, and the smoothness of the transmission of the steering force is effectively ensured. In the above process, the subframe 2 does not rotate together with the transmission gear 411.

In some alternative embodiments, as shown in fig. 14 and 15, the moving member 42 is two, two moving members 42 are respectively disposed on the front and rear sides of the transmission shaft 44, and the transmission device 41 is in transmission connection between each moving member 42 and the transmission shaft 44. For example, two moving members 42 are both engaged with the transmission gear 411 (not shown), one of the two moving members 42 may be located at the front side of the transmission shaft 44, the other moving member 42 may be located at the rear side of the transmission shaft 44, and the two moving members 42 are in transmission connection with the transmission device 41, and the two moving members 42 may be parallel to each other. So set up, when transmission gear 411 rotates, can drive two moving member 42 and move left and right in step respectively. Here, it should be noted that the direction "front" is understood as the front in the traveling direction of the rail vehicle, and the opposite direction is defined as "rear", i.e., the rear in the traveling direction of the rail vehicle.

Further, the number of the steering levers 43 is four, the left end of each moving member 42 and the left running wheel 1 are connected through one steering lever 43, and the right end of each moving member 42 and the right running wheel 1 are connected through one steering lever 43. The bogie 100 comprises four steering rods 43, the four steering rods 43 are respectively connected to two ends of the two moving members 42, and two ends of each steering rod 43 are rotatably connected with the corresponding moving member 42 and the running wheels 1. So set up, can control two deflection angle of walking wheel 1 better to reliability when can effectively improve rail vehicle and turn.

Of course, the present invention is not limited to this, and the number of the steering levers 43 is two, the left end of one moving member 42 is connected to the left walking wheel 1 through one steering lever 43, and the right end of the other moving member 42 is connected to the right walking wheel 1 through one steering lever 43. The bogie 100 now comprises two steering levers 43, to each of which only one steering lever 43 is connected, one of the two steering levers 43 being connected between one of the moving members 42 and one of the running wheels 1 and the other of the two steering levers 43 being connected between the other moving member 42 and the other running wheel 1. Thereby, the rail vehicle can be turned well as well.

Alternatively, the two ends of the steering rod 43 are connected to the moving member 42 and the running wheels 1 by ball joints, respectively. The spherical hinge is adopted for connection, so that the rotation flexibility is high, the processing is simple, the installation is easy, but the method is not limited to the method.

According to the utility model discloses optional embodiment, as shown in fig. 17 and 18, bogie 100 further includes controller, torque sensor and motor, and torque sensor is connected with the controller communication, and torque sensor establishes on transmission shaft 44 to detect the moment of torsion size of transmission shaft 44, and the motor is connected with the controller communication, and the output shaft of motor links to each other with drive gear 411. During the running process of the railway vehicle, the torque sensor can detect the torque of the transmission shaft 44 in real time and send the torque value of the transmission shaft 44 to the controller, when the torque of the transmission shaft 44 is large, for example, when the railway vehicle turns greatly, the controller can control the motor to work so as to assist the transmission device 41 to drive the transmission gear 411 to rotate together, and at the moment, the power for rotating the transmission gear 411 is provided by the transmission device 41 and the motor together. Therefore, the power required by the rail vehicle during turning is increased through the motor, the stress of the guide wheel 31 is reduced, the abrasion of the guide wheel 31 is reduced, and the service life of the guide wheel 31 is prolonged.

In some alternative embodiments, referring to fig. 2 and 5, there are at least two steering levers 43, one end of one steering lever 43 is rotatably connected to the left end of the moving member 42, the other end of one steering lever 43 is rotatably connected to the running wheel 1 on the left side of the transmission shaft 44, one end of the other steering lever 43 is rotatably connected to the right end of the moving member 42, and the other end of the other steering lever 43 is rotatably connected to the running wheel 1 on the right side of the transmission shaft 44, in which case the moving member 42 may be one. From this, when moving member 42 removed, can drive two through two steering columns 43 at moving member 42 both ends and walk the synchronous rotation of taking turns 1 to the pivoted angle when can effectively guaranteeing two to walk the turns of taking turns 1 is the same, has promoted two and has walked the synchronism of taking turns 1 pivoted, and simple structure, easily realizes.

In other alternative embodiments, as shown in fig. 10 and 11, the steering rod unit 4 further includes a tie rod unit 48, both ends of the tie rod unit 48 are rotatably connected to the two running wheels 1, respectively, and the tie rod unit 48 and the moving member 42 are located on the same side or different sides of the front and rear sides of the transmission shaft 44. For example, one end of the steering rod 43 is rotatably connected to one end of the moving member 42, the other end of the steering rod 43 is rotatably connected to either one of the two running wheels 1, and both ends of the tie rod assembly 48 are rotatably connected to the two running wheels 1, respectively. The track rod assembly 48 and the moving member 42 may be located at the front side or the rear side of the transmission shaft 44 at the same time, and the track rod assembly 48 and the moving member 42 may be located at the front side of the transmission shaft 44 and the rear side of the transmission shaft 44. Here, it should be noted that the direction "front" is understood as the front in the traveling direction of the rail vehicle, and the opposite direction is defined as "rear", i.e., the rear in the traveling direction of the rail vehicle. The two ends of the tie rod assembly 48 may be rotatably connected by means of a spherical hinge, but is not limited thereto. When the rail vehicle turns, the moving member 42 drives the steering rod 43 to move, so as to drive the traveling wheels 1 connected with the steering rod 43 to rotate by a certain angle, and in the process, as the two ends of the tie rod assembly 48 are respectively and rotatably connected with the two traveling wheels 1, the other traveling wheel 1 can be driven to rotate by a corresponding angle under the action of the tie rod assembly 48, so as to realize the turning of the rail vehicle.

A rail vehicle according to an embodiment of the present invention includes a vehicle body (not shown) and a bogie 100. The bogie 100 is provided at the bottom of the vehicle body, the other ends of the two spring damper devices 5 are connected to the vehicle body, and the sub-frame 2 is connected to the vehicle body.

According to the utility model discloses rail vehicle, through adopting according to the utility model discloses the bogie 100 of above-mentioned first aspect embodiment has reduced rail vehicle unsprung mass effectively, has promoted the travelling comfort that rail vehicle traveled.

Further, the sub-frame 2 is connected with the vehicle body through a sub-frame mounting bracket, the upper end of the sub-frame mounting bracket is directly connected with the vehicle body, and the lower end of the sub-frame mounting bracket is connected with the sub-frame 2 through four sub-frame mounting seats 23 respectively. This ensures the fixing of the subframe 2 to the vehicle body.

According to the utility model discloses rail vehicle uses the operation that realizes rail vehicle through rail vehicle and track roof beam 200's cooperation. Specifically, as shown in fig. 1 and fig. 6, two rail protrusions 201 are arranged on the rail beam 200 at a left-right interval, the upper surfaces of the two rail protrusions 201 are walking surfaces 2011, two walking wheels 1 of the rail vehicle are suitable for walking on the walking surfaces 2011 of the two rail protrusions 201, a guide groove is defined between the two rail protrusions 201, and the rail beam 200 is substantially U-shaped. The sides facing each other in the guide groove are guide surfaces in which the guide frame 3 of the rail vehicle is located and on which at least four guide wheels 31 are adapted to roll. By the arrangement, the running stability of the rail vehicle is guaranteed.

Further, the top of each rail protrusion 201 is provided with a flange 2012 extending towards the other rail protrusion 201, as shown in fig. 1, the tops of the two rail protrusions 201 are respectively provided with flanges 2012, and the flanges 2012 extend towards the center of the rail beam 200. The width of the guide frame 3 in the left-right direction is larger than the distance between the two flanges 2012 of the two rail projections. From this, two flanges 2012 can play limiting displacement to guide frame 3, and guide frame 3 can directly regard as the mechanism of preventing turning on one's side this moment, and guide frame 2 can be died with flange 2012 cooperation card when rail vehicle takes place to turn on one's side, prevents rail vehicle further to turn on one's side, avoids taking place great incident.

Other constructions and operations of the bogie 100 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.

In the description of the present invention, it is to be understood that the terms "center", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are merely for convenience of description and simplicity of description, and do not indicate or imply that the device or element being 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.

In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like 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 present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.

While embodiments of the present 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 railway vehicle comprising a vehicle body and a bogie mounted at the bottom of the vehicle body, the bogie comprising:

two walking wheels which are arranged at left and right intervals;

the auxiliary frame is arranged between the two walking wheels and is connected with the vehicle body;

the guide frame is arranged on the auxiliary frame, is positioned below the auxiliary frame, can rotate relative to the auxiliary frame and is provided with at least four guide wheels;

and one ends of the two spring damping devices are respectively connected with the two walking wheels, and the other ends of the two spring damping devices are connected with the vehicle body.

2. The railway vehicle as claimed in claim 1, wherein a transmission shaft is fixedly connected to the guide frame, and the transmission shaft is rotatably inserted through the sub-frame.

3. The rail vehicle of claim 2, wherein the subframe comprises:

the auxiliary frame body is of a hollow frame-shaped structure;

the mounting bracket is U-shaped, two ends of the mounting bracket are respectively connected with the side part of the auxiliary frame body, a bearing mounting seat is arranged at the bottom of the mounting bracket, the upper end of the transmission shaft penetrates through the bearing mounting seat and the bottom wall of the mounting bracket, a first bearing is arranged between the transmission shaft and the auxiliary frame, and the first bearing is arranged in the bearing mounting seat.

4. The rail vehicle of claim 2, further comprising:

the steering assembly is arranged between the guide frame and the two walking wheels, when the guide frame rotates relative to the auxiliary frame, the guide frame enables the two walking wheels to steer through the steering assembly, the steering assembly comprises a transmission device, at least one moving part and at least one steering rod, the transmission shaft and the moving part are in transmission connection through the transmission device, the moving part is arranged on the auxiliary frame and can move left and right relative to the auxiliary frame, at least one end of the moving part is rotatably connected with one end of the steering rod, and the other end of the steering rod is rotatably connected with one walking wheel;

when the guide frame rotates relative to the auxiliary frame, the transmission shaft drives the moving piece and the steering rod to move through the transmission device so that at least one walking wheel rotates around the vertical direction.

5. The railway vehicle of claim 4, wherein the moving member includes a rack portion, and the transmission includes a transmission gear engaged with the rack portion.

6. The rail vehicle according to any one of claims 2-5, characterized in that the guide frame comprises:

a first guide frame;

the second guide frame is arranged below the first guide frame, at least four guide wheels are arranged between the first guide frame and the second guide frame, and the transmission shaft penetrates through the first guide frame and the second guide frame.

7. The rail vehicle of claim 6, wherein the first and second guide frames each include:

the four corners of the rectangular frame are provided with one guide wheel;

the four reinforcing ribs are located in the same plane with the rectangular frame, one ends of the four reinforcing ribs are connected with the transmission shaft, and the other ends of the four reinforcing ribs are connected with four corners of the rectangular frame in a one-to-one correspondence mode respectively.

8. The rail vehicle according to claim 4 or 5, wherein each of the running wheels is connected to the sub-frame via a swing arm, and each of the running wheels is rotatable in an up-down direction with respect to the swing arm.

9. The rail vehicle according to claim 8, wherein the swing arm is connected with the sub-frame by two hinge ends, the rotation axis of one of the hinge ends extending horizontally and the rotation axis of the other hinge end extending in the up-down direction; two the hinged end with swing arm fixed connection, and two the hinged end with all be equipped with the bolster between the sub vehicle frame.

10. The rail vehicle of claim 8, further comprising:

the spring damping devices are respectively connected with the corresponding walking wheels through the steering knuckles, the steering rod and the swing arm are connected with the corresponding walking wheels through the steering knuckles, and the walking wheels are rotatably arranged on the steering knuckles around the central axis of the walking wheels.