CN219635210U - Bogie, rail vehicle and rail traffic system - Google Patents

Abstract

The utility model provides a bogie, a railway vehicle and a rail transit system, wherein the bogie comprises a steering assembly, an elastic vibration damping piece and a decoupling assembly, and the lower part of the elastic vibration damping piece is connected with the steering assembly; the decoupling assembly comprises a first member, a second member, a first connecting member and a second connecting member, wherein the first member is suitable for being connected with a vehicle body of the railway vehicle; the second member is connected to the upper portion of the elastic vibration damper; one end of the first connecting member is pivotably connected to the first member about a first axis, and the other end of the first connecting member is pivotably connected to the second member about a second axis; one end of the second connecting member is pivotally connected to the first member about a third axis, the other end of the second connecting member is pivotally connected to the second member about a fourth axis, and the first, second, third and fourth axes are located at the four vertices of the parallelogram. The decoupling assembly is beneficial to improving the stability of the railway vehicle in the transverse direction.

Description

Bogie, rail vehicle and rail traffic system

Technical Field

The present utility model relates generally to the technical field of rail transit, and more particularly to a bogie, a rail vehicle and a rail transit system.

Background

The bogie in the related art is directly connected with the vehicle body through a vibration reduction spring. Moreover, there is a lateral constraint between the bogie and the vehicle body. However, the rails inevitably have an error in the lateral direction perpendicular to the extending direction of the rails, so that the bogie is displaced laterally during running of the rail vehicle, which after being transferred to the vehicle body, results in deterioration of the stability of the vehicle during running.

Disclosure of Invention

In the summary, a series of concepts in a simplified form are introduced, which will be further described in detail in the detailed description. The summary of the utility model is not intended to define the key features and essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

To at least partially solve the above problems, a first aspect of the present utility model provides a bogie comprising:

a steering assembly;

the lower part of the elastic vibration damper is connected with the steering assembly; and

a decoupling assembly, the decoupling assembly comprising:

a first member adapted to be connected to a body of a rail vehicle;

a second member connected to an upper portion of the elastic vibration damper;

a first connecting member having one end pivotally connected to the first member about a first axis and the other end pivotally connected to the second member about a second axis, the first axis being located below the second axis; and

a second connecting member disposed laterally spaced apart from the first connecting member, one end of the second connecting member being pivotally connected to the first member about a third axis, the other end of the second connecting member being pivotally connected to the second member about a fourth axis, the third axis being located below the fourth axis,

wherein the first axis, the second axis, the third axis, and the fourth axis are located at four vertices of a parallelogram.

According to the bogie of the first aspect of the present utility model, the decoupling assembly is provided at the upper portion of the elastic vibration damper to be connected to the vehicle body via the decoupling assembly. The decoupling assembly is arranged to release the transverse movement between the vehicle body and the bogie, so that the bogie and the vehicle body are decoupled transversely, and the running stability of the vehicle is improved. Because the decoupling assembly utilizes the principle of parallel four connecting rods, the decoupling assembly has more stress parts and more balanced stress, and can effectively reduce the failure rate of the decoupling assembly.

Optionally, the second member is provided with a guide hole extending in the transverse direction;

the first member includes a bearing portion slidably penetrating the guide hole and a swinging portion located below the second member and connected to the bearing portion.

Optionally, the swing portion is pivotably connected to the first connecting member about the first axis, and the swing portion is pivotably connected to the second connecting member about the third axis.

Optionally, the first member includes two bearing portions, and the two bearing portions are disposed at intervals along the lateral direction.

Optionally, the bogie comprises two decoupling assemblies, and the two decoupling assemblies are respectively located at two sides of the steering assembly along the longitudinal direction, and the longitudinal direction is perpendicular to the transverse direction;

the bogie further comprises a traction assembly connected between the second member of one of the decoupling assemblies and the steering assembly to transfer forces in the longitudinal direction between the second member and the steering assembly.

Optionally, the traction assembly includes:

a first fifth wheel, an upper portion of the first fifth wheel being connected to the second member;

two first traction rods which are arranged at intervals along the transverse direction, the length directions of the two first traction rods are intersected with each other, the same ends of the two first traction rods are pivotally connected to the lower part of the first traction seat, the same ends of the two first traction rods are pivotally connected to the steering assembly,

the distance between the two first traction rods in the longitudinal direction and towards the steering assembly gradually increases in the transverse direction.

Optionally, one of the two first drawbars is pivotally connected to the first drawbar about a fifth axis, the other of the two first drawbars is pivotally connected to the first drawbar about a sixth axis, the fifth axis intersecting the sixth axis.

Optionally, the traction assembly further comprises:

a second fifth wheel, an upper portion of the second fifth wheel being connected to the second member; and

two second drawbars spaced apart in the lateral direction and parallel to each other, the same one end of the two second drawbars being pivotally connected to the lower portion of the second drawbar, the same other end of the two second drawbars being pivotally connected to the steering assembly,

wherein two of the first drawbars are located between two of the second drawbars in the lateral direction.

Optionally, the bogie further comprises a pair of buffer members located at one of the two decoupling assemblies connected to the traction assembly, and located at both sides of the bearing portion in the longitudinal direction, respectively, the buffer members being fixedly disposed with respect to the second member, and the buffer members being configured to contact the bearing portion in the longitudinal direction to transmit a force in the longitudinal direction.

Optionally, the cushioning member includes:

a vibration damping portion configured as an elastic structure, the vibration damping portion being fixed to the second member; and

a wear-resistant portion; the wear-resistant portion is located at a side of the vibration-reduction portion facing the bearing portion in the longitudinal direction, and is connected to the vibration-reduction portion, and the wear-resistant portion is used for contacting the bearing portion.

Optionally, the bogie further comprises a stabilizer bar connected to the second member of the decoupling assembly and the steering assembly connected to the traction assembly.

A second aspect of the present utility model provides a rail vehicle comprising:

a vehicle body;

as with the truck described above, the truck is connected to the lower portion of the vehicle body by a first member of a decoupling assembly to carry the vehicle body.

According to the railway vehicle of the second aspect of the utility model, by applying the bogie according to the first aspect of the utility model, the bogie and the vehicle body can be decoupled transversely, so that the running stability of the vehicle is prevented from being influenced after the transverse excitation of the bogie is transmitted to the vehicle body, and the running stability of the vehicle is improved.

A third aspect of the present utility model provides a rail transit system comprising:

the track beam comprises a running surface and a guide surface;

a bogie as described above or a rail vehicle as described above, the bogie comprising:

a running wheel rollably contacting the running surface to run on the running surface; and

and the guide wheel can be in rolling contact with the guide surface so as to guide the movement of the running wheel on the running surface.

According to the rail transit system of the third aspect of the utility model, by applying the bogie according to the first aspect of the utility model or the rail vehicle according to the second aspect of the utility model, decoupling of the bogie and the vehicle body in the transverse direction can be achieved, so that the influence on the running stability of the vehicle after the transverse excitation of the bogie is transmitted to the vehicle body is prevented, and the running stability of the vehicle is improved.

Drawings

The following drawings of embodiments of the present utility model are included as part of the utility model. Embodiments of the present utility model and their description are shown in the drawings to explain the principles of the utility model. In the drawings of which there are shown,

FIG. 1 is a perspective view of a bogie traveling on a track beam according to a preferred embodiment of the present utility model;

FIG. 2 is a front view of the truck shown in FIG. 1 traveling on a track beam;

FIG. 3 is a top view of the truck shown in FIG. 1 traveling on a track beam;

FIG. 4 is a perspective view of a decoupling assembly coupled to a steering assembly by a traction assembly in accordance with a preferred embodiment of the present utility model;

FIG. 5 is a top view of the decoupling assembly of FIG. 4 coupled to a steering assembly via a traction assembly;

FIG. 6 is a perspective view of a decoupling assembly according to a preferred embodiment of the present utility model;

FIG. 7 is a front view of the decoupling assembly shown in FIG. 6;

FIG. 8 is a perspective view of a decoupling assembly according to a preferred embodiment of the present utility model coupled to a first fifth wheel and a second fifth wheel;

FIG. 9 is a front view of the decoupling assembly of FIG. 8 coupled to a first fifth wheel and a second fifth wheel, wherein the decoupling assembly is in a normal condition;

FIG. 10 is a cross-sectional view taken along line A-A of FIG. 9;

FIG. 11 is another front view of the decoupling assembly of FIG. 8 coupled to a first fifth wheel and a second fifth wheel, wherein the decoupling assembly is in a decoupled state;

FIG. 12 is a perspective view of a decoupling assembly in accordance with a preferred embodiment of the present utility model in connection with a first fifth wheel, a second fifth wheel, a stabilizer bar, and a vibration canceling boom; and

fig. 13 is another perspective view of the decoupling assembly of fig. 12 coupled to a first fifth wheel, a second fifth wheel, a stabilizer bar, and a vibration dampening boom.

Reference numerals illustrate:

100: bogie 110: steering assembly

121: elastic vibration damper 122: vibration damping cantilever

130: decoupling assembly 131: first component

131a: the bearing portion 131b: swing part

132: the second member 132a: guide hole

133: first connecting member 134: second connecting member

140: traction assembly 141: first traction seat

142: first drawbar 143: second traction seat

144: second drawbar 151: stabilizer bar

161: the buffer member 161a: vibration damping part

161b: wear-resistant portion 171: walking wheel

181: guide wheel 191: transverse vibration damper

192: vertical damper 200: rail beam

200a: running surface 200b: guide surface

AX1: the first axis AX2: a second axis

AX3: third axis AX4: fourth axis

AX5: fifth axis AX6: sixth axis

D1: transverse direction D2: longitudinal direction

D3: vertical direction

Detailed Description

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present utility model. It will be apparent, however, to one skilled in the art that embodiments of the utility model may be practiced without one or more of these details. In other instances, well-known features have not been described in detail in order to avoid obscuring the embodiments of the utility model.

In the following description, a detailed structure will be presented for a thorough understanding of embodiments of the present utility model. It will be apparent that embodiments of the utility model may be practiced without limitation to the specific details that are set forth by those skilled in the art.

It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model, as the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises," "comprising," and/or "including," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

Ordinal numbers such as "first" and "second" cited in the present utility model are merely identifiers and do not have any other meaning, such as a particular order or the like. Also, for example, the term "first component" does not itself connote the presence of "second component" and the term "second component" does not itself connote the presence of "first component". It is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "inner", "outer" and the like are used herein for illustrative purposes only and are not limiting.

Hereinafter, specific embodiments of the present utility model will be described in more detail with reference to the accompanying drawings, which illustrate representative embodiments of the present utility model and not limit the present utility model.

In the related art, the bogie 100 is directly connected to the vehicle body through a damper spring, so that the bogie 100 and the vehicle body are restrained from each other laterally D1. The displacement of the bogie 100 in the transverse direction D1 is transmitted to the vehicle body in real time, and the bogie 100 is excited by the transverse direction D1 due to the track error, so that stability and safety of the railway vehicle are deteriorated in the high-speed driving process after the excitation of the transverse direction D1 is transmitted to the vehicle body, and the riding experience of passengers can be affected.

In order to solve the problems in the related art, the present utility model provides a bogie 100, a rail vehicle, and a rail transit system. Bogie 100 includes running wheels 171 and guide wheels 181. The rail vehicle may be a tram employing double running rail rubber wheels. The running wheels 171 and the guide wheels 181 of the tram may be rubber tires. The rail vehicle includes a body and a bogie 100. The bogie 100 is connected to the vehicle body. The rail transit system includes rail vehicles and rail beams 200. Track beam 200 includes a running surface 200a and a guide surface 200b. The rail vehicle can travel on the travel surface 200a by the travel wheels 171. The rail vehicle can be guided by the cooperation of the guide wheels 181 with the guide surfaces 200b.

The bogie 100 according to the present utility model will be described in detail with reference to fig. 1 to 13.

The bogie 100 according to the present utility model can include a steering assembly 110, an elastic shock absorbing member 121, and a decoupling assembly 130. The lower portion of the elastic damping member 121 is directly or indirectly connected to the steering assembly 110. The decoupling assembly 130 may include a first member 131, a second member 132, a first connecting member 133, and a second connecting member 134. The first member 131 is adapted to be connected to the body of a rail vehicle. The second member 132 is connected to an upper portion of the elastic vibration damper 121. One end of the first connecting member 133 is pivotably connected to the first member 131 about the first axis AX 1. The other end of the first connecting member 133 is pivotably connected to the second member 132 about the second axis AX 2. The second connecting member 134 and the first connecting member 133 are disposed at a distance in the lateral direction D1. One end of the second connecting member 134 is pivotably connected to the first member 131 about a third axis AX 3. The other end of the second connecting member 134 is pivotably connected to the second member 132 about a fourth axis AX 4.

Wherein the first axis AX1 is located below the second axis AX 2. The third axis AX3 is located below the fourth axis AX 4. The first axis AX1, the second axis AX2, the third axis AX3, and the fourth axis AX4 are located at four vertices of the parallelogram. In other words, the plane in which the second axis AX2 and the fourth axis AX4 are located is parallel to the plane in which the first axis AX1 and the third axis AX3 are located. The plane in which the first axis AX1 and the second axis AX2 are located is parallel to the plane in which the third axis AX3 and the fourth axis AX4 are located. The plane in which the second axis AX2 and the fourth axis AX4 lie may be perpendicular to the vertical direction D3.

According to the bogie 100 of the present utility model, the decoupling assembly 130 is provided at the upper portion of the elastic vibration absorbing member 121 to be connected to the vehicle body via the decoupling assembly 130. By arranging the decoupling assembly 130, the transverse D1 movement between the vehicle body and the bogie 100 can be released, so that the bogie 100 and the vehicle body can be decoupled along the transverse D1, and the running stability of the vehicle can be improved. The decoupling assembly 130 utilizes the principle of parallel four-bar linkage, so that the decoupling assembly 130 has more stress parts and more balanced stress, and the failure rate of the decoupling assembly 130 can be effectively reduced. The decoupling assembly 130 is mainly used for releasing the constraint of the transverse direction D1 of the bogie 100 and the vehicle body, and preventing the transverse direction D1 of the bogie 100 from shaking and being transmitted to the vehicle body due to track errors, thereby improving the running stability of the vehicle.

Referring to fig. 1, 3 to 13, for example, the second member 132 is provided with a guide hole 132a extending in the lateral direction D1. The first member 131 may include a bearing portion 131a and a swing portion 131b. The bearing portion 131a slidably penetrates the guide hole 132a. The bearing 131a here may slide in the guide hole 132a with respect to the second member 132 in the lateral and vertical directions. The upper end of the bearing portion 131a protrudes from the second member 132 for connection to the vehicle body. This ensures that the vehicle body is not directly connected to the elastic damper member 121. The swing portion 131b is located below the second member 132 and is connected to a lower portion of the bearing portion 131a. The swinging portion 131b is pivotably connected to the first connecting member 133 about the first axis AX 1. The swinging portion 131b is pivotably connected to the second connecting member 134 about the third axis AX 3. When the steering assembly 110 receives a force in the transverse direction D1 relative to the vehicle body, the second member 132 is driven to shift in the transverse direction D1 relative to the swinging portion 131b, so that the force in the transverse direction D1 is not transmitted to the bearing portion 131a, and the stability of the vehicle body is ensured.

Further, the first member 131 may include two bearing parts 131a. The two bearing portions 131a are disposed at intervals in the lateral direction D1. By arranging the two bearing parts 131a at intervals, on one hand, the balance of stress of each part of the first member 131 along the transverse direction D1 can be improved, and on the other hand, the occupation of the first member 131 on the space can be reduced, and the weight reduction is facilitated.

Referring to fig. 1-3, further, the bogie 100 can include two decoupling assemblies 130. The two decoupling assemblies 130 are located on both sides of the steering assembly 110 in the longitudinal direction D2, respectively. The longitudinal direction D2 is perpendicular to the transverse direction D1. The truck 100 may also include a traction assembly 140. The traction assembly 140 is located between one of the two decoupling assemblies 130 and the steering assembly 110. The traction assembly 140 is connected to the second member 132 of the decoupling assembly 130 and the steering assembly 110. The traction assembly 140 serves to transfer forces in the longitudinal direction D2 between the second member 132 and the steering assembly 110.

Referring to fig. 1, 4, and 8-13, for example, the traction assembly 140 may include a first traction seat 141 and two first traction rods 142. An upper portion of the first fifth wheel 141 is connected to the second member 132. The two first traction rods 142 are disposed at intervals in the lateral direction D1. The length directions of the two first traction rods 142 intersect each other. The same ends of the two first traction rods 142 are pivotally connected to the lower portion of the first traction seat 141. The same other end of the two first traction rods 142 is pivotally connected to the steering assembly 110. In the longitudinal direction D2 and toward the steering assembly 110, the distance between the two first traction rods 142 in the lateral direction D1 increases gradually.

Optionally, one first drawbar 142 of the two first drawbars 142 is pivotally connected to the first drawbar 141 about a fifth axis AX 5. The other one of the two first traction rods 142 is pivotally connected to the first traction seat 141 about a sixth axis AX6. The fifth axis AX5 intersects the sixth axis AX6. The fifth axis AX5 and the sixth axis AX6 are both perpendicular to the vertical direction D3.

In addition, the tow assembly 140 may further include a second tow seat 143 and two second tow bars 144. An upper portion of the second fifth wheel 143 is connected to the second member 132. The two second traction rods 144 are spaced apart along the transverse direction D1 and parallel to each other. The same end of the two second drawbars 144 is pivotally connected to the lower portion of the second drawbar 143. The same other end of the two second traction rods 144 is pivotally connected to the steering assembly 110. Wherein the two first drawbars 142 are located between the two second drawbars 144 in the lateral direction D1. The length of the second drawbar 144 may be substantially parallel to the longitudinal direction D2.

Alternatively, two first traction seats 141 are provided, and the two first traction seats 141 are spaced apart in the lateral direction D1. The second traction seats 143 may be provided in two, and the two second traction seats 143 may be spaced apart in the lateral direction D1. The two first fifth brackets 141 may be located between the two second fifth brackets 143 in the lateral direction D1.

Referring to fig. 8 to 10, the bogie 100 may further include a pair of buffer members 161. The buffer member 161 is located at one decoupling assembly 130 connected to the traction assembly 140 among the two decoupling assemblies 130. And a pair of buffer members 161 are respectively located at both sides of the bearing part 131a in the longitudinal direction D2. The buffer member 161 is fixedly disposed with respect to the second member 132. The cushioning member 161 may be directly or indirectly connected to the second member 132. The buffer member 161 is for contacting the bearing 131a in the longitudinal direction D2 to transmit a force in the longitudinal direction D2. For example, traction and braking forces are transmitted between the second member 132 and the bearing 131a.

Illustratively, the cushioning member 161 may be secured to the second fifth wheel 143.

Further, the buffer member 161 may include a vibration absorbing portion 161a and a wear-resistant portion 161b. The vibration reducing portion 161a is constructed in an elastic structure. The vibration reducing portion 161a is fixed to the second member 132. The wear-resistant portion 161b is located on a side of the vibration-absorbing portion 161a toward the bearing portion 131a in the longitudinal direction D2. And the wear-resistant portion 161b is connected to the vibration-absorbing portion 161a. The wear-resistant portion 161b is for contacting the bearing portion 131a. The vibration damping portion 161a can damp the force in the longitudinal direction D2. The wear-resistant portion 161b is configured to directly contact the bearing portion 131a, and to prevent the wear of the vibration-absorbing portion 161a when the bearing portion 131a moves in the lateral direction D1 with respect to the second member 132, thereby improving the life of the buffer member 161.

Alternatively, the vibration damping portion 161a may employ vibration damping rubber. The vibration damping rubber can cushion longitudinal D2 vibration and shock between the vehicle body and the bogie 100. The abrasion-resistant portion 161b may be made of stainless steel. The contact surface between the wear-resistant portion 161b and the bearing portion 131a may be configured as a smooth surface to reduce the resistance of the bearing portion 131a to traversing, thereby improving the decoupling effect of the decoupling assembly 130. The traction force and braking force in the longitudinal direction D2 are transmitted between the wear-resistant portion 161b and the bearing portion 131a through the buffer member 161.

Referring to fig. 12 and 13, the bogie 100 may further include a stabilizer bar 151. The stabilizer bar 151 is connected to the second member 132 of the decoupling assembly 130 and the steering assembly 110, which are connected to the traction assembly 140. The stabilizer bar 151 can promote stability against roll.

Alternatively, the stabilizer bar 151 may be configured as a U-shaped bent bar. The middle part of the stabilizer bar 151 is connected to two second fifth brackets 143. Both ends of the stabilizer bar 151 are connected to the steering assembly 110. The steering assembly 110 herein may include an axle.

Referring to fig. 1 to 3, further, the bogie 100 may further include a running wheel 171 and a guide wheel 181. The running wheel 171 rollably contacts the running surface 200a to run on the running surface 200 a. The guide wheel 181 rollably contacts the guide surface 200b to guide the movement of the running wheel 171 on the running surface 200 a.

Alternatively, the elastic vibration absorbing member 121 may be an air spring or a coil spring. In addition, the truck 100 may also include a vibration-damped cantilever 122, as shown in fig. 1, 2, 12 and 13. The vibration damping cantilever 122 has one end connected to the steering assembly 110 and the other end connected to the lower portion of the elastic vibration damping member 121.

Referring to fig. 1 to 3, the bogie 100 can further include two lateral shock absorbers 191 and two vertical shock absorbers 192. Two transverse shock absorbers 191 are diagonally offset in the bogie 100. Two vertical dampers 192 are diagonally offset in the bogie 100. The lateral damper 191 serves to absorb vibrations in the lateral direction D1. The vertical damper 192 serves to absorb vibrations in the vertical direction D3.

The principle of operation of the bogie 100 according to the present utility model can be: the normal state of the decoupling assembly 130 is shown in fig. 9, and the decoupled state of the decoupling assembly 130 is shown in fig. 10. The decoupling assembly 130 functions when the bogie 100 is excited by the track beam 200 to produce a lateral D1 swing. Specifically, the first member 131 and the second member 132 move relative to each other in the lateral direction D1 by the first connecting member 133 and the second connecting member 134, thereby decoupling the vehicle body from the bogie 100 in the lateral direction D1. The lateral D1 swing of the bogie 100 is not transmitted to the car body, and the running smoothness of the railway car is improved.

The utility model further provides a railway vehicle. The rail vehicle may include a body and the bogie 100 described above. The bogie 100 is connected to a lower portion of the vehicle body by a first member 131 of the decoupling assembly 130 to carry the vehicle body.

According to the railway vehicle, the bogie 100 can be decoupled from the vehicle body along the transverse direction D1 by applying the bogie 100, so that the influence on the running stability of the vehicle after the transverse direction D1 excitation of the bogie 100 is transmitted to the vehicle body is prevented, and the running stability of the vehicle is improved.

The utility model also provides a rail transit system. The rail transit system may include a rail beam 200, such as the truck 100 described above, or a rail vehicle described above. Track beam 200 may include a running surface 200a and a guiding surface 200b. Bogie 100 can include running wheels 171 and guide wheels 181. The running wheel 171 rollably contacts the running surface 200a to run on the running surface 200 a. The guide wheel 181 rollably contacts the guide surface 200b to guide the movement of the running wheel 171 on the running surface 200 a.

According to the rail transit system, the bogie 100 or the rail vehicle can be decoupled from the vehicle body along the transverse direction D1, so that the influence on the running stability of the vehicle after the transverse direction D1 excitation of the bogie 100 is transmitted to the vehicle body is prevented, and the running stability of the vehicle is improved.

Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this utility model pertains. The terminology used herein is for the purpose of describing particular implementations only and is not intended to be limiting of the utility model. Terms such as "disposed" or the like as used herein may refer to either one element being directly attached to another element or one element being attached to another element through an intermediate member. Features described herein in one embodiment may be applied to another embodiment alone or in combination with other features unless the features are not applicable or otherwise indicated in the other embodiment.

The present utility model has been described in terms of the above embodiments, but it should be understood that the above embodiments are for purposes of illustration and description only and are not intended to limit the utility model to the embodiments described. Those skilled in the art will appreciate that many variations and modifications are possible in light of the teachings of the utility model, which variations and modifications are within the scope of the utility model as claimed.

Claims (13)

1. A bogie, the bogie comprising:

a steering assembly;

the lower part of the elastic vibration damper is connected with the steering assembly; and

a decoupling assembly, the decoupling assembly comprising:

a first member adapted to be connected to a body of a rail vehicle;

a second member connected to an upper portion of the elastic vibration damper;

a first connecting member having one end pivotally connected to the first member about a first axis and the other end pivotally connected to the second member about a second axis, the first axis being located below the second axis; and

a second connecting member disposed laterally spaced apart from the first connecting member, one end of the second connecting member being pivotally connected to the first member about a third axis, the other end of the second connecting member being pivotally connected to the second member about a fourth axis, the third axis being located below the fourth axis,

wherein the first axis, the second axis, the third axis, and the fourth axis are located at four vertices of a parallelogram.

2. The bogie as claimed in claim 1, wherein,

the second component is provided with a guide hole extending along the transverse direction;

the first member includes a bearing portion slidably penetrating the guide hole and a swinging portion located below the second member and connected to the bearing portion.

3. The bogie as claimed in claim 2, wherein,

the swing portion is pivotably connected to the first connecting member about the first axis, and the swing portion is pivotably connected to the second connecting member about the third axis.

4. A bogie as claimed in claim 2 or 3, wherein,

the first member comprises two bearing parts which are arranged at intervals along the transverse direction.

5. A bogie as claimed in claim 2 or 3, wherein,

the bogie comprises two decoupling assemblies, the two decoupling assemblies are respectively positioned at two sides of the steering assembly along the longitudinal direction, and the longitudinal direction is perpendicular to the transverse direction;

the bogie further comprises a traction assembly connected between the second member of one of the decoupling assemblies and the steering assembly to transfer forces in the longitudinal direction between the second member and the steering assembly.

6. The bogie as claimed in claim 5, wherein,

the traction assembly includes:

a first fifth wheel, an upper portion of the first fifth wheel being connected to the second member;

two first traction rods which are arranged at intervals along the transverse direction, the length directions of the two first traction rods are intersected with each other, the same ends of the two first traction rods are pivotally connected to the lower part of the first traction seat, the same ends of the two first traction rods are pivotally connected to the steering assembly,

the distance between the two first traction rods in the longitudinal direction and towards the steering assembly gradually increases in the transverse direction.

7. The bogie as claimed in claim 6, wherein,

one of the two first drawbars is pivotally connected to the first drawbar about a fifth axis, the other of the two first drawbars is pivotally connected to the first drawbar about a sixth axis, the fifth axis intersecting the sixth axis.

8. The bogie as claimed in claim 6, wherein,

the traction assembly further includes:

a second fifth wheel, an upper portion of the second fifth wheel being connected to the second member; and

two second drawbars spaced apart in the lateral direction and parallel to each other, the same one end of the two second drawbars being pivotally connected to the lower portion of the second drawbar, the same other end of the two second drawbars being pivotally connected to the steering assembly,

wherein two of the first drawbars are located between two of the second drawbars in the lateral direction.

9. The bogie as claimed in claim 5, wherein,

the bogie further includes a pair of buffer members located at one of the two decoupling assemblies connected to the traction assembly, and located at both sides of the bearing portion in the longitudinal direction, respectively, the buffer members being fixedly disposed with respect to the second member, the buffer members being for contacting the bearing portion in the longitudinal direction to transmit a force in the longitudinal direction.

10. The bogie as claimed in claim 9, wherein,

the cushioning member includes:

a vibration damping portion configured as an elastic structure, the vibration damping portion being fixed to the second member; and

a wear-resistant portion; the wear-resistant portion is located at a side of the vibration-reduction portion facing the bearing portion in the longitudinal direction, and is connected to the vibration-reduction portion, and the wear-resistant portion is used for contacting the bearing portion.

11. The bogie as claimed in claim 5, wherein,

the bogie further comprises a stabilizer bar connected to the second member of the decoupling assembly and the steering assembly connected to the traction assembly.

12. A rail vehicle, the rail vehicle comprising:

a vehicle body;

a bogie as claimed in any one of claims 1 to 11 connected to a lower portion of the vehicle body by a first member of a decoupling assembly to carry the vehicle body.

13. A rail transit system, the rail transit system comprising:

the track beam comprises a running surface and a guide surface;

the bogie as claimed in any one of claims 1 to 11 or the rail vehicle of claim 12, the bogie comprising:

a running wheel rollably contacting the running surface to run on the running surface; and

and the guide wheel can be in rolling contact with the guide surface so as to guide the movement of the running wheel on the running surface.