CN219635212U - Guide wheel adjusting device, bogie and railway vehicle - Google Patents

Abstract

The utility model discloses a guide wheel adjusting device, a bogie and a railway vehicle. The guide wheel adjusting device is used for the bogie. The guide wheel adjusting device comprises a guide frame, a first guide wheel assembly, a second guide wheel assembly and a driving unit. The first guide wheel assembly and/or the second guide wheel assembly are movably mounted on the guide frame and are disposed at spaced intervals along the lateral direction of the rail vehicle. The driving unit is used for driving the first guide wheel assembly and/or the second guide wheel assembly to move towards or away from each other along the transverse direction of the railway vehicle. Among the above-mentioned leading wheel adjusting device, the distance between first leading wheel subassembly and the second leading wheel subassembly can be driven to the drive unit, makes first leading wheel subassembly and the second leading wheel subassembly can the automatic adaptation have different guide interval's track to make rail vehicle can move on the track of track gauge difference, improve rail vehicle's adaptability.

Description

Guide wheel adjusting device, bogie and railway vehicle

Technical Field

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

Background

In the related art, the rail vehicle drives the vehicle to guide and turn through the guide device, but the left wheel track and the right wheel track of the guide device cannot be automatically adjusted, so that different guide devices are required to be designed aiming at the rails with different guide intervals, and the adaptability of the guide device is not strong.

Disclosure of Invention

The utility model provides a guide wheel adjusting device, a bogie and a railway vehicle.

The embodiment of the utility model provides a guide wheel adjusting device for a bogie, which comprises:

a guide frame;

a first guide wheel assembly;

the first guide wheel assembly and/or the second guide wheel assembly is/are movably arranged on the guide frame and are arranged at intervals along the transverse direction of the rail vehicle; and

and the driving unit is used for driving the first guide wheel assembly and/or the second guide wheel assembly to move along the transverse direction of the railway vehicle in a direction approaching or separating from each other.

Among the above-mentioned leading wheel adjusting device, the distance between first leading wheel subassembly and the second leading wheel subassembly can be driven to the drive unit, makes first leading wheel subassembly and the second leading wheel subassembly can the automatic adaptation have different guide interval's track to make rail vehicle can move on the track of track gauge difference, improve rail vehicle's adaptability.

In certain embodiments, the driving unit includes:

a driving member; and

the transmission assembly is connected with the first guide wheel assembly and the second guide wheel assembly, the driving piece is in driving connection with the transmission assembly, and the transmission assembly drives the first guide wheel assembly and the second guide wheel assembly to move in parallel and opposite directions. In this way, the effect of changing the distance between the first and second guide wheel assemblies can be simply achieved.

In certain embodiments, the transmission assembly comprises:

the first guide wheel assembly and the second guide wheel assembly are respectively connected with one gear rack mechanism; and

the crank sliding mechanisms are respectively connected with one gear rack mechanism,

the driving piece is connected with the crank sliding mechanism, and is used for driving the crank sliding mechanism to drive the gear rack mechanism to move, so that the first guide wheel assembly and the second guide wheel assembly are driven to move respectively. In this way, the flexibility of the transmission can be increased.

In certain embodiments, the crank slide mechanism comprises:

the driving rod is connected with the driving piece;

the driving rod is connected with one end of the connecting rod; and

the crank is connected with the other end of the connecting rod;

the rack and pinion mechanism includes:

one end of the sector gear is fixedly connected with the crank;

the fixed shaft is fixedly connected to the guide frame;

a guide rail; and

the two racks are respectively and fixedly connected with the first guide wheel assembly and the second guide wheel assembly and can slide along the guide rail to respectively drive the first guide wheel assembly and the second guide wheel assembly to move;

the crank can be driven to rotate around the fixed shaft, so that the sector gear rotates around the fixed shaft, one side, away from the fixed shaft, of the sector gear is meshed with the rack, so that the sector gear drives the rack to slide along the guide rail under the condition of rotating around the fixed shaft, and further the two sector gears drive the first guide wheel assembly and the second guide wheel assembly to move respectively, and the sliding direction of the rack corresponds to the rotating direction of the sector gear. In this way, the smoothness of the force transmission can be improved.

In some embodiments, the two crank sliding mechanisms share one driving rod, two ends of the driving rod are respectively connected with a connecting rod of the crank sliding mechanism, and the connection position of the driving piece and the driving rod is located between two ends of the driving rod. Thus, driving stability is improved.

In some embodiments, one end of the connecting rod is rotatably connected to an end of the drive rod, and the crank is rotatably connected to the other end of the connecting rod. In this way, the transmission space can be reduced.

In certain embodiments, the guide rail comprises:

a convex edge, along the length direction of the guide rail, the convex edge is arranged on the side surface of the bottom of the guide rail,

the rack is formed with a chute, which surrounds the ledge, such that the rack slides along the guide rail through the chute. In this way, the guiding sliding and supporting effect is improved.

In certain embodiments, the first and second guide wheel assemblies comprise:

the connecting piece is fixedly connected with the rack; and

and the guide wheel rotates to be connected with the connecting piece. In this way, the guiding action of the first and second guide wheel assemblies can be simply achieved.

The embodiment of the utility model provides a bogie, which comprises the guide wheel adjusting device in any one of the embodiments.

In the bogie, the driving unit can drive and adjust the distance between the first guide wheel assembly and the second guide wheel assembly, so that the first guide wheel assembly and the second guide wheel assembly can be automatically adapted to the tracks with different guide distances, the railway vehicle can run on the tracks with different gauges, and the adaptability of the railway vehicle is improved.

In some embodiments, the bogie comprises two said guide wheel adjustment devices arranged at intervals in the transverse direction of the rail vehicle, the two guide wheel adjustment devices sharing a single drive member. In this way, the structure of the bogie can be simplified.

The embodiment of the utility model provides a railway vehicle, which comprises the bogie according to any one of the embodiments.

In the rail vehicle, the driving unit can drive and adjust the distance between the first guide wheel assembly and the second guide wheel assembly, so that the first guide wheel assembly and the second guide wheel assembly can be automatically adapted to rails with different guide distances, the rail vehicle can run on rails with different gauges, and the adaptability of the rail vehicle is improved.

Additional aspects and advantages of the utility model 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 utility model.

Drawings

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

fig. 1 and 2 are schematic views of a rail vehicle according to an embodiment of the present utility model in different states;

fig. 3 and fig. 4 are schematic views of a part of a guide wheel adjusting device according to an embodiment of the present utility model in different states;

FIG. 5 is a schematic view of another part of the guide wheel adjusting device according to the embodiment of the present utility model;

FIG. 6 is an enlarged schematic view of portion A of FIG. 5;

FIG. 7 is a schematic view of a bogie according to an embodiment of the present utility model; and

fig. 8 is another structural schematic view of a bogie according to an embodiment of the present utility model.

Description of main reference numerals:

rail vehicle-100; a guide wheel adjusting device-10; a first guide wheel assembly-11; a guide wheel-111; a connector-112; a second guide wheel assembly-12; a drive unit-13; a driving member 14; a transmission assembly-15; a crank slide mechanism-151; a drive rod-1511; link-1512; crank-1513; a rack and pinion mechanism-152; sector gear-1521; a first tooth-1525; a stationary shaft-1522; rack-1523; a second tooth-1526; chute-1527; rail-1524; convex edge-1528; a guide frame-16; steering tie rod-20; knuckle-30; a shape wheel-40; a bogie-50; track-60.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only for explaining the present utility model and are not to be construed as limiting the present utility model.

The following disclosure provides many different embodiments, or examples, for implementing different features of the utility model. In order to simplify the present disclosure, components and arrangements of specific examples are described below. They are, of course, merely examples and are not intended to limit the utility model. Furthermore, the present utility model may repeat reference numerals and/or letters in the various examples, which are for the purpose of brevity and clarity, and which do not themselves indicate the relationship between the various embodiments and/or arrangements discussed. In addition, the present utility model provides examples of various specific processes and materials, but one of ordinary skill in the art will recognize the application of other processes and/or the use of other materials.

Referring to fig. 1 and 2, a steering wheel adjustment device 10 according to an embodiment of the present utility model is used for a bogie 50. The guide wheel adjusting device 10 includes a guide frame 16, a first guide wheel assembly 11, a second guide wheel assembly 12, and a driving unit 13. The first guide wheel assembly 11 and/or the second guide wheel assembly 12 are movably mounted on the guide frame 16 and are disposed at spaced intervals along the lateral direction of the rail vehicle 100. The driving unit 13 is used to drive the first guide wheel assembly 11 and/or the second guide wheel assembly 12 to move in a direction approaching or moving away from each other in the lateral direction of the rail vehicle 100.

In the guide wheel adjusting device 10, the driving unit 13 can drive and adjust the distance between the first guide wheel assembly 11 and the second guide wheel assembly 12, so that the first guide wheel assembly 11 and the second guide wheel assembly 12 can be automatically adapted to the rails 60 with different guide distances, and the rail vehicle 100 can run on the rails 60 with different gauges, thereby improving the adaptability of the rail vehicle 100.

In one embodiment, the guide wheel adjustment device 10 may change the traveling direction of the rail vehicle 100 by the first guide wheel assembly 11 and the second guide wheel assembly 12 abutting the rail 60. In case that the track gauge of the same track 60 is changed or in case that the rail vehicle 100 is placed on the track 60 having different track gauges, the driving unit 13 of the guide wheel adjusting device 10 may drive the first guide wheel assembly 11 and the second guide wheel assembly 12 to move away from or toward each other at the same time, thereby changing the distance between the first guide wheel assembly 11 and the second guide wheel assembly 12 to match the track gauge of the track 60. The gauge of the rail 60 corresponds to the distance between the two sidewalls of the rail 60. Thus, the guide wheel adjusting device 10 can adjust the distance between the first guide wheel assembly 11 and the second guide wheel assembly 12 according to the gauge of the rail 60, thereby improving the versatility and guiding efficiency of the guide wheel adjusting device 10.

In addition, in some embodiments, both the first and second guide wheel assemblies 11, 12 may be movably mounted on the guide frame 16, or one of the first and second guide wheel assemblies 11, 12 may be movably mounted on the guide frame 16, and the other may be fixedly mounted on the guide frame 16. For example, in the case where the first guide wheel assembly 11 is fixedly mounted on the guide frame 16, the driving unit 13 may drive the second guide wheel assembly 12 closer to the first guide wheel assembly 11, or farther from the first guide wheel assembly 11, thereby changing the distance between the first guide wheel assembly 11 and the second guide wheel assembly 12.

In another embodiment, the left-right direction of the rail vehicle 100 is the lateral direction of the rail vehicle 100. As shown in fig. 1, the first guide wheel assembly 11 and the second guide wheel assembly 12 are disposed at intervals in the lateral direction of the rail vehicle 100, the first guide wheel assembly 11 is disposed at the left side of the rail vehicle 100, and the second guide wheel assembly 12 is disposed at the right side of the rail vehicle 100.

As shown in fig. 1, the guide wheel adjusting device 10 is in a short track state, where the distance between the first guide wheel assembly 11 and the second guide wheel assembly 12 is D1, and the railway vehicle 100 may pass through the narrow gauge track 60. As shown in fig. 2, the guide wheel adjusting device 10 is in a long track state, where the distance between the first guide wheel assembly 11 and the second guide wheel assembly 12 is D2, and D2 is greater than D1, and the railway vehicle 100 may pass through the wide track 60.

Referring to fig. 3 and 4, in some embodiments, the drive unit 13 includes a drive member 14 and a transmission assembly 15. The transmission assembly 15 connects the first guide wheel assembly 11 and the second guide wheel assembly 12. The driving unit 13 is in driving connection with the transmission assembly 15, and the transmission assembly 15 drives the first guide wheel assembly 11 and the second guide wheel assembly 12 to move in parallel and opposite directions.

In this way, the effect of changing the distance between the first guide wheel assembly 11 and the second guide wheel assembly 12 can be simply achieved.

Specifically, referring to FIG. 3, in one embodiment, first guide wheel assembly 11 is positioned on the left side of rail vehicle 100 and second guide wheel assembly 12 is positioned on the right side of rail vehicle 100. As rail vehicle 100 enters wider gauge track 60, drive unit 13 may drive first guide wheel assembly 11 to the left and second guide wheel assembly 12 to the right to increase the distance between first guide wheel assembly 11 and second guide wheel assembly 12. In the case where the first guide wheel assembly 11 moves to abut the left side rail 60 and the second guide wheel assembly 12 moves to abut the right side rail 60, the driving of the first guide wheel assembly 11 and the second guide wheel assembly 12 may be stopped, thereby allowing the railway vehicle 100 to travel on the wider gauge rail 60. It will be appreciated that as rail vehicle 100 enters a narrower gauge track 60, drive unit 13 may also drive first guide wheel assembly 11 and second guide wheel assembly 12 in opposite directions to reduce the distance therebetween. Thereby allowing rail vehicle 100 to travel on narrower gauge rails 60.

Referring to fig. 3-5, in some embodiments, the transmission assembly 15 includes a rack and pinion mechanism 152 and a crank slide mechanism 151. A rack and pinion mechanism 152 is connected to each of the first guide wheel assembly 11 and the second guide wheel assembly 12. The two crank slide mechanisms 151 are respectively connected to one rack and pinion mechanism 152. The driving piece 14 is connected with the crank sliding mechanism 151, and the driving piece 14 is used for driving the crank sliding mechanism 151 to drive the gear rack mechanism 152 to move, so as to respectively drive the first guide wheel assembly 11 and the second guide wheel assembly 12 to move.

In this way, the flexibility of the transmission can be increased.

Referring specifically to fig. 3-5, in one embodiment, a drive member 14 is used to power the adjustment of the distance between the first guide wheel assembly 11 and the second guide wheel assembly 12. The driving unit 13 may be provided with one driving piece 14, and one driving piece 14 may be simultaneously connected to the driving rods 1511 of the two crank sliding mechanisms 151. The drive unit 13 may also be provided with two drive elements 14 fixed relative to the rail vehicle 100. The two driving members 14 are respectively connected to a crank sliding mechanism 151.

It will be appreciated that by movably providing the driving member 14 and connecting the crank sliding mechanism 151, it is possible to avoid limiting the manner in which the driving unit 13 transmits the first and second guide wheel assemblies 11 and 12 due to the fixed position of the driving member 14, thereby increasing the flexibility of the driving unit 13. In another embodiment, the driving member 14 can have the same effect of changing the distance between the first guide wheel assembly 11 and the second guide wheel assembly 12 with the same driving force, and can have different effects of changing the distance with different driving forces.

Referring to fig. 3-5, in some embodiments, the crank slide mechanism 151 includes a drive rod 1511, a connecting rod 1512, and a crank 1513. The driving lever 1511 is connected to the driving member 14. The driving rod 1511 is connected to one end of the link 1512. A crank 1513 is connected to the other end of the link 1512. The rack and pinion mechanism 152 includes a sector gear 1521, a stationary shaft 1522, a rail 1524, and a rack 1523. One end of the sector gear 1521 is fixedly connected to the crank 1513. The fixed shaft 1522 is fixedly coupled to the guide frame 16. The two racks 1523 are respectively fixedly connected to the first guide wheel assembly 11 and the second guide wheel assembly 12 and are capable of sliding along the guide rail 1524 to respectively drive the first guide wheel assembly 11 and the second guide wheel assembly 12 to move. The crank 1513 can be drivingly rotated about the fixed shaft 1522 such that the sector gear 1521 rotates about the fixed shaft 1522. One side of the sector gear 1521 away from the fixed shaft 1522 is engaged with the rack 1523, so that the sector gear 1521 drives the rack 1523 to slide along the guide rail 1524 under the condition of rotating around the fixed shaft 1522, and further, the two sector gears 1521 respectively drive the first guide wheel assembly 11 and the second guide wheel assembly 12 to move. The sliding direction of the rack 1523 corresponds to the rotational direction of the sector gear 1521.

In this way, the smoothness of the force transmission can be improved.

Specifically, referring to fig. 3 to 5, in one embodiment, the crank sliding mechanism 151 sequentially transmits the driving force of the driver 14 to the sector gear 1521 through the driving rod 1511, the connecting rod 1512, and the crank 1513. By providing the crank sliding mechanism 151 for transmission, the driving means of the driving unit 13 and the first and second guide wheel assemblies 11 and 12 can be made more diverse. The rotation of the sector gear 1521 about the fixed shaft 1522 may be defined by the provision of the fixed shaft 1522.

Additionally, in some embodiments, the sector gear 1521 may include a toggle lever (not shown), and the first and second guide wheel assemblies 11, 12 may include a toggle member (not shown) that may be engaged by the toggle lever to toggle the first and second guide wheel assemblies 11, 12 in the event the sector gear 1521 rotates. The toggle member may include a toggle post or a receiving slot.

In yet another embodiment, the transmission assembly 15 includes two crank slide mechanisms 151 and two rack and pinion mechanisms 152. For the transmission assembly 15, the first guide wheel assembly 11 at one end of the railway vehicle 100 may be connected by one of the crank slide mechanisms 151 and one of the rack and pinion mechanisms 152, and the second guide wheel assembly 12 at the other end of the railway vehicle 100 may be connected by the other of the crank slide mechanisms 151 and the other of the rack and pinion mechanisms 152. The two cranks 1513 of the crank sliding mechanism 151 may drive the two sector gears 1521 to rotate in opposite directions, so that the first guide wheel assembly 11 and the second guide wheel assembly 12 may move toward or away from each other.

In some embodiments, the rail 1524 is used to define the sliding direction of the rack 1523. In the case where the rail vehicle 100 travels in the front-rear direction, the guide rail 1524 extends in the left-right direction, thereby defining the rack 1523 to move the first and second guide wheel assemblies 11 and 12 left-right. A first tooth portion 1525 is formed on a side of the sector gear 1521 away from the fixed shaft 1522, and a second tooth portion 1526 is formed on a side of the rack 1523 facing the sector gear 1521. The first tooth portion 1525 and the second tooth portion 1526 are in meshed connection, and when the sector gear 1521 rotates around the fixed shaft 1522, the sector gear 1521 is meshed with the second tooth portion 1526 of the rack 1523 through the first tooth portion 1525, so that the rack 1523 is driven to translate along the guide rail 1524, and the distance between the first guide wheel assembly 11 and the second guide wheel assembly 12 is adjusted. By the meshing transmission of the first tooth 1525 and the second tooth 1526, the space required for the transmission of the sector gear 1521 and the rack 1523 can be reduced. In one embodiment, one rack 1523 may be fixedly coupled to a plurality of first guide wheel assemblies 11 at the same time. The plurality of first guide wheel assemblies 11 are arranged along the extending direction of the guide rail 1524 while abutting the same side wall of the rail 60. In another embodiment, the transmission assembly 15 includes two rack and pinion mechanisms 152, and the guide rails 1524 of the two rack and pinion mechanisms 152 are integrally formed, so that the structure can be simplified. Of course, the guide rails 1524 of the two rack and pinion mechanisms 152 may be provided separately.

Referring to fig. 3 to 5, in some embodiments, two crank sliding mechanisms 151 share a driving rod 1511, two ends of the driving rod 1511 are respectively connected to a connecting rod 1512 of one crank sliding mechanism 151, and a connection position between the driving member 14 and the driving rod 1511 is located between two ends of the driving rod 1511, for example, in the center of the driving rod 1511.

Thus, driving stability is improved.

Specifically, referring to fig. 3 to 5, in one embodiment, the driving rods 1511 of the two crank sliding mechanisms 151 extend in the left-right direction to form the own longitudinal direction, respectively. The two drive rods 1511 may have the same length or different lengths. It is understood that the two crank sliding mechanisms 151 may share one driving lever 1511, or the driving levers 1511 of the two crank sliding mechanisms 151 may be integrally formed. The driving piece 14 is connected with the shared driving rod 1511, and drives the driving rod 1511 to translate along the front-back direction, the same driving force can be applied to the two crank sliding mechanisms 151, the two crank sliding mechanisms 151 are respectively connected with the first guide wheel assembly 11 and the second guide wheel assembly 12 through the two gear rack mechanisms 152, and the first guide wheel assembly 11 and the second guide wheel assembly 12 can be ensured to move left and right relatively with the same amplitude so as to change the distance between the two guide wheel assemblies. In addition, in some embodiments, the driving member 14 may be connected to the center of the driving rod 1511, so that the driving member 14 applies a driving force to the connecting rods 1512 of the two crank sliding mechanisms 151 with equal length, thereby avoiding the wear of the driving member 14 caused by unbalanced moment applied to the connecting rods 1512, and further prolonging the service life of the driving unit 13.

Referring to fig. 3-5, in some embodiments, one end of the link 1512 is rotatably coupled to an end of the drive rod 1511 and the crank 1513 is rotatably coupled to the other end of the link 1512.

In this way, the transmission space can be reduced.

In particular, referring to fig. 3-5, in some embodiments, the link 1512 may rotate about one end of the connecting drive rod 1511 or about one end of the connecting crank 1513. With the link 1512 coupled to one end of the crank 1513 to move the crank 1513, the other end of the crank 1513 is fixedly coupled to the sector gear 1521 about the fixed shaft 1522 to rotate the sector gear 1521 about the fixed shaft 1522. In the case of rotationally connecting the driver 14 and the sector gear 1521 by the link 1512, the driver 14 can drive the drive rod 1511 in the front-rear direction, thereby rotating the sector gear 1521.

Referring to fig. 6, in some embodiments, rail 1524 includes a ledge 1528. Along the length of rail 1524, ledge 1528 is located on the side of the bottom of rail 1524. The rack 1523 is formed with a runner 1527. A runner 1527 is disposed about the ledge 1528 such that the rack 1523 slides along the rail 1524 via the runner 1527.

In this way, the guiding sliding and supporting effect is improved.

Specifically, referring to fig. 6, in one embodiment, a protruding edge 1528 is provided at both sides of the bottom of the rail 1524, the rack 1523 is formed with a sliding groove 1527, and the sliding groove 1527 surrounds the protruding edge 1528 from one side of the rail 1524 to the other side of the rail 1524 at the bottom of the rail 1524, so that the rack 1523 may be limited to the bottom of the rail 1524 by the protruding edge 1528 and may slide along the extending direction of the rail 1524, and the extending direction of the rail 1524 corresponds to the left-right direction of the rail vehicle 100. A second tooth portion 1526 is disposed on one side of the rack 1523, and the sector gear 1521 may drive the rack 1523 to slide on the rail 1524 via the second tooth portion 1526.

Referring to fig. 5, in some embodiments, the first and second guide wheel assemblies 11 and 12 include a connector 112 and a guide wheel 111. The connecting member 112 is fixedly connected to the rack 1523. The guide wheel 111 rotates the connection link 112.

In this way, the guiding action of the first and second guide wheel assemblies 11 and 12 can be simply achieved.

Specifically, referring to fig. 5, in one embodiment, the guide wheel 111 of the first guide wheel assembly 11 is connected to and rotatable about one end of the connecting member 112 such that the guide wheel 111 can abut the track 60 and roll along the track 60. A first guide wheel assembly 11 may be coupled to a plurality of guide wheels 111 on a coupling 112. In the case of a guide wheel 111 connected to the connecting member 112, the guide wheel adjusting device 10 is more flexible to guide, less prone to jamming, and suitable for passing through the curved track 60. In the case that a plurality of guide wheels 111 are connected to the connection member 112, the guide wheel adjusting device 10 is smoothly guided to be adapted to pass through the linear rail 60. Likewise, the second guide wheel assembly 12 may also include one or more guide wheels 111. In some embodiments, the guide wheel 111 is a rubber tire that can be deformed to better adapt the guide wheel 111 to the compression of the rail 60. The distance between the first guide wheel assembly 11 and the second guide wheel assembly 12 corresponds to the track of the guide wheels 11 of the rail vehicle 100. The wheel distance may be the distance between the closest points of the closest two guide wheels 11 of the first guide wheel assembly 11 and the second guide wheel assembly 12, the distance between the center points of the center two guide wheels 11 of the first guide wheel assembly 11 and the second guide wheel assembly 12, or the distance between the farthest points of the farthest two guide wheels 11 of the first guide wheel assembly 11 and the second guide wheel assembly 12.

Referring to fig. 7 and 8, a bogie 50 according to an embodiment of the present utility model for a railway vehicle 100 includes the guide wheel adjusting apparatus 10 according to any one of the above embodiments.

In the bogie 50, the driving unit 13 can drive and adjust the distance between the first guide wheel assembly 11 and the second guide wheel assembly 12, so that the first guide wheel assembly 11 and the second guide wheel assembly 12 can be automatically adapted to the rails 60 with different guide pitches, and the rail vehicle 100 can run on the rails 60 with different gauges, thereby improving the adaptability of the rail vehicle 100.

Referring specifically to fig. 7 and 8, in one embodiment, the bogie 50 includes a tie rod 20 and a knuckle 30, the tie rod 20 connecting the knuckle 30 and the bogie 16. Knuckle 30 is connected to a road wheel 40. The running wheels 40 are used for supporting and driving the railway vehicle 100. In the case of a curve steering, the bogie 50 will transmit the steering trend to the road wheels 40 through the guide frame 16, the steering linkage 20 and the knuckle 30 in order to achieve steering of the railway vehicle 100.

In some embodiments, the bogie 50 includes two steering wheel adjustment devices 10, the two steering wheel adjustment devices 10 being spaced apart along the longitudinal direction of the rail vehicle 100, the two steering wheel adjustment devices 10 sharing a single drive 14.

In this way, the structure of the bogie 50 can be simplified.

Specifically, in one embodiment, two guide wheel adjustment devices 10 are respectively arranged along the longitudinal direction of the rail vehicle 100, and one guide wheel adjustment device 10 is located at the front side of the rail vehicle 100. The other guide wheel adjusting device 10 is located at the rear side of the rail vehicle 100. Compared with the arrangement of the driving piece 14 on the front side and the rear side of the railway vehicle 100 and the connection of the first guide wheel assembly 11 and the second guide wheel assembly 12, the arrangement of only one driving piece 14 in the middle of the railway vehicle 100 and the connection of the first guide wheel assembly 11 and the second guide wheel assembly 12 can reduce the space occupied by the guide wheel adjusting device 10.

A rail vehicle 100 according to an embodiment of the present utility model includes the bogie 50 according to any of the above embodiments.

In the above-mentioned rail vehicle 100, the driving unit 13 may drive and adjust the distance between the first guide wheel assembly 11 and the second guide wheel assembly 12, so that the first guide wheel assembly 11 and the second guide wheel assembly 12 may be automatically adapted to the rails 60 having different guide pitches, so that the rail vehicle 100 may run on the rails 60 having different gauges, and the adaptability of the rail vehicle 100 is improved.

Specifically, in one embodiment, the guide wheel adjusting device 10 may adjust the orientation of the rail vehicle 100 following a change in the extending direction of the rail 60, so that the rail vehicle 100 may travel along the extending direction of the rail 60. When the track gauge of the track 60 is changed, the guide wheel adjusting device 10 can correspondingly adjust the distance between the first guide wheel assembly 11 and the second guide wheel assembly 12 to match the changed track gauge of the track 60, so that the railway vehicle 100 can run on the tracks 60 with different track gauges.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more features. In the description of the present utility model, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means 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 utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present utility model.

In the present utility model, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.

In the description of the present utility model, it should be noted that the terms "mounted," "connected," and "coupled" are to be construed broadly, as well as, for example, fixedly coupled, detachably coupled, or integrally coupled, unless otherwise specifically indicated and defined. Either mechanically or electrically. Can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

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

Claims (11)

1. A guide wheel adjustment device for a bogie, the guide wheel adjustment device comprising:

a guide frame;

a first guide wheel assembly;

the first guide wheel assembly and/or the second guide wheel assembly is/are movably arranged on the guide frame and are arranged at intervals along the transverse direction of the rail vehicle; and

and the driving unit is used for driving the first guide wheel assembly and/or the second guide wheel assembly to move along the transverse direction of the railway vehicle in a direction approaching or separating from each other.

2. The guide wheel adjustment device according to claim 1, characterized in that the drive unit comprises:

a driving member; and

the transmission assembly is connected with the first guide wheel assembly and the second guide wheel assembly, the driving piece is in driving connection with the transmission assembly, and the transmission assembly drives the first guide wheel assembly and the second guide wheel assembly to move in parallel and opposite directions.

3. The guide wheel adjustment device of claim 2, wherein the transmission assembly comprises:

the first guide wheel assembly and the second guide wheel assembly are respectively connected with one gear rack mechanism; and

the crank sliding mechanisms are respectively connected with one gear rack mechanism,

the driving piece is connected with the crank sliding mechanism, and is used for driving the crank sliding mechanism to drive the gear rack mechanism to move, so that the first guide wheel assembly and the second guide wheel assembly are driven to move respectively.

4. A guide wheel adjustment device according to claim 3, wherein the transmission assembly comprises:

the driving rod is connected with the driving piece;

the driving rod is connected with one end of the connecting rod; and

the crank is connected with the other end of the connecting rod;

the rack and pinion mechanism includes:

one end of the sector gear is fixedly connected with the crank;

the fixed shaft is fixedly connected to the guide frame;

a guide rail; and

the two racks are respectively and fixedly connected with the first guide wheel assembly and the second guide wheel assembly and can slide along the guide rail to respectively drive the first guide wheel assembly and the second guide wheel assembly to move;

the crank can be driven to rotate around the fixed shaft, so that the sector gear rotates around the fixed shaft, one side, away from the fixed shaft, of the sector gear is meshed with the rack, so that the sector gear drives the rack to slide along the guide rail under the condition of rotating around the fixed shaft, and further the two sector gears drive the first guide wheel assembly and the second guide wheel assembly to move respectively, and the sliding direction of the rack corresponds to the rotating direction of the sector gear.

5. The guide wheel adjusting device according to claim 4, wherein the two crank sliding mechanisms share one driving rod, two ends of the driving rod are respectively connected with a connecting rod of the crank sliding mechanism, and the connection position of the driving piece and the driving rod is located between two ends of the driving rod.

6. The guide wheel adjustment device of claim 4, wherein one end of the link is rotatably connected to an end of the drive rod and the crank is rotatably connected to the other end of the link.

7. The guide wheel adjustment device of claim 4, wherein the guide rail comprises:

a convex edge, along the length direction of the guide rail, the convex edge is arranged on the side surface of the bottom of the guide rail,

the rack is formed with a chute, which surrounds the ledge, such that the rack slides along the guide rail through the chute.

8. The guide wheel adjustment device of claim 6, wherein the first guide wheel assembly and the second guide wheel assembly comprise:

the connecting piece is fixedly connected with the rack; and

and the guide wheel rotates to be connected with the connecting piece.

9. Bogie for a railway vehicle, characterized by comprising a guide wheel adjustment device according to any of claims 1-8.

10. A bogie as claimed in claim 9 comprising two said guide wheel adjustment means spaced longitudinally of the rail vehicle, the two guide wheel adjustment means sharing a single drive member.

11. A rail vehicle comprising a bogie as claimed in any one of claims 9 to 10.