WO2018054006A1 - 牵引机构、转向架总成和跨座式单轨车辆 - Google Patents

牵引机构、转向架总成和跨座式单轨车辆 Download PDF

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Publication number
WO2018054006A1
WO2018054006A1 PCT/CN2017/075174 CN2017075174W WO2018054006A1 WO 2018054006 A1 WO2018054006 A1 WO 2018054006A1 CN 2017075174 W CN2017075174 W CN 2017075174W WO 2018054006 A1 WO2018054006 A1 WO 2018054006A1
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WO
WIPO (PCT)
Prior art keywords
traction
crank
link
traction mechanism
drive shaft
Prior art date
Application number
PCT/CN2017/075174
Other languages
English (en)
French (fr)
Inventor
任林
李道林
谭志成
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to US16/335,074 priority Critical patent/US11161530B2/en
Priority to KR1020197008245A priority patent/KR102174551B1/ko
Priority to EP17852085.4A priority patent/EP3501938A4/en
Priority to MX2019003216A priority patent/MX2019003216A/es
Priority to BR112019005493-6A priority patent/BR112019005493B1/pt
Priority to MYPI2019001405A priority patent/MY197111A/en
Publication of WO2018054006A1 publication Critical patent/WO2018054006A1/zh
Priority to PH12019500613A priority patent/PH12019500613A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/04—Monorail systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/04—Monorail systems
    • B61B13/06—Saddle or like balanced type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/14—Attaching or supporting vehicle body-structure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/48—Trailing or leading bogies for locomotives or motor- driven railcars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/50—Other details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16B—DEVICES FOR FASTENING OR SECURING CONSTRUCTIONAL ELEMENTS OR MACHINE PARTS TOGETHER, e.g. NAILS, BOLTS, CIRCLIPS, CLAMPS, CLIPS OR WEDGES; JOINTS OR JOINTING
    • F16B7/00—Connections of rods or tubes, e.g. of non-circular section, mutually, including resilient connections
    • F16B7/18—Connections of rods or tubes, e.g. of non-circular section, mutually, including resilient connections using screw-thread elements
    • F16B7/182—Connections of rods or tubes, e.g. of non-circular section, mutually, including resilient connections using screw-thread elements for coaxial connections of two rods or tubes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C11/00—Pivots; Pivotal connections
    • F16C11/04—Pivotal connections
    • F16C11/06—Ball-joints; Other joints having more than one degree of angular freedom, i.e. universal joints

Definitions

  • the present disclosure relates to the field of vehicle manufacturing technology, and in particular to a traction mechanism and a bogie assembly having the same, and a straddle monorail vehicle having the bogie assembly.
  • the cost of laying a straddle monorail system is much lower than that of a subway transportation system.
  • the traction mechanism between the vehicle body and the bogie frame is an important transmission component of the straddle monorail vehicle, and its performance directly affects the safety and ride comfort of the straddle monorail vehicle.
  • the traction connection between the bogie and the vehicle body is mainly realized by the central traction pin assembly.
  • the power of the running wheel is transmitted to the steering frame, and the traction force is transmitted to the vehicle through the central traction pin assembly.
  • the traction mechanism is only applicable to the two-axle bogie, and the tilting motion of the bogie cannot be suppressed, the structure is complicated, the installation space is occupied, and there is room for improvement.
  • the present disclosure aims to solve at least one of the technical problems in the related art to some extent. To this end, it is an object of the present disclosure to provide a traction mechanism that is widely applicable.
  • Another object of the present disclosure is to provide a bogie assembly having the above-described traction mechanism.
  • Yet another object of the present disclosure is to provide a straddle monorail vehicle having the bogie assembly described above.
  • a traction mechanism includes: a traction assembly including a transmission shaft and a traction link, the transmission shaft being coupled to the traction link, the transmission shaft being adapted to be coupled to a vehicle body Rotatablely coupled, and the traction link is adapted to articulate with the bogie frame; to pull the crank, the two ends of the traction crank being adapted to articulate with the bogie frame and the vehicle body, respectively.
  • the traction mechanism according to the embodiment of the first aspect of the present disclosure has a simple and compact structure, a short transmission path of the traction force, convenient disassembly and assembly of the traction mechanism, small occupied space, wide use range of the traction mechanism, and can be used for vehicles with low floor and high floor. It is also suitable for single-axle bogies, two-axle bogies and multi-axle bogies.
  • the traction mechanism according to the above-described embodiments of the present disclosure may also have the following additional technical features:
  • the traction assembly is at least two, the at least two traction assemblies are laterally spaced apart, and the projection of the traction crank on a horizontal plane is at a level of the at least two traction assemblies Between the projections.
  • each of the traction assemblies further includes: a first crank, a first end of the first crank being hinged with the traction link, a second end of the first crank and the transmission The shaft is fixedly coupled, wherein the first end of the first crank is near one end of the traction crank.
  • the traction assembly is two, each traction assembly further includes a second crank, and the first end of the second crank is fixedly coupled to the drive shaft, wherein the first end of the second crank is adjacent to
  • the steering frame further includes: a transverse link, the two ends of the transverse link being respectively hinged with the second ends of the two second cranks of the two traction assemblies.
  • the first crank is vertically arranged with the second crank, and the first crank is located below the second crank.
  • first end of the second crank and the second end of the first crank are respectively splined to both ends of the drive shaft.
  • the transverse links are arranged to be adjustable in length.
  • the transverse link comprises: a transverse link thread sleeve, the transverse link thread sleeve is provided with two segments of oppositely rotating thread segments; two sub-transverse links, each of the sub-transverse links One end is threadedly coupled to a section of the threaded sleeve of the transverse link thread sleeve, and the other end of each of the sub-transverse links is provided with an articulated joint.
  • the traction links are configured to be adjustable in length.
  • the traction link comprises: a traction link thread sleeve, the traction link thread sleeve is provided with two segments of oppositely rotating thread segments; two sub-traction links, each of the sub-traction links One end of the threaded rod is threadedly connected to a threaded section of the threaded sleeve of the traction link, and the other end of each of the sub-traction links is provided with an articulated joint.
  • the drive shaft is sleeved with a drive shaft body connecting seat, and the drive shaft body connecting seat is adapted to be coupled to the vehicle body.
  • each of the drive shaft casings is provided with a plurality of the transmission shaft body connecting seats spaced apart in the up and down direction.
  • the traction mechanism further includes: a crank body connecting seat, the crank body connecting seat being adapted to be coupled to the vehicle body and hinged to the first end of the traction crank a crank bogie mount adapted to be coupled to the bogie frame and hinged to the second end of the traction crank.
  • the first end of the traction crank is provided with a damping bushing.
  • both the traction link and the traction crank form a ball articulation with the bogie frame.
  • the bogie assembly has the same advantages as the above-mentioned traction mechanism with respect to the prior art, and details are not described herein again.
  • a straddle monorail vehicle according to an embodiment of the third aspect of the present disclosure is provided with the bogie assembly according to the second aspect.
  • the straddle monorail vehicle has the same advantages as the prior art bogie assembly, and is not here. Let me repeat.
  • FIG. 1 is a schematic structural view of a bogie assembly according to an embodiment of the present disclosure
  • FIG. 2 is a side view of a bogie assembly in accordance with an embodiment of the present disclosure
  • FIG. 3 is a schematic structural view of a traction mechanism according to an embodiment of the present disclosure.
  • FIG. 4 is a schematic structural view of a partial structure of a traction assembly according to an embodiment of the present disclosure
  • FIG. 5 is a schematic structural view of a traction link and a lateral link according to an embodiment of the present disclosure.
  • Traction mechanism 200 Traction mechanism 200, traction assembly 210, traction link 211, sub-traction link 211a, traction link threaded sleeve 211b, first crank 212, drive shaft 213, second crank 214, transverse link 215, sub-transverse link 215a , a transverse link thread sleeve 215b, a traction crank 220, a vibration damping bushing 221, a drive shaft body connecting seat 231, a crank body connecting seat 232, a crank bogie connecting seat 233,
  • the running wheel 300, the guide wheel 400, and the stabilizing wheel 500 are the running wheel 300, the guide wheel 400, and the stabilizing wheel 500.
  • the bogie assembly 1000 includes a bogie frame 100, a traction mechanism 200, a running wheel 300, a guide wheel 400, and a stabilizing wheel 500.
  • the bogie frame 100 may have a rail recess for straddle the rail beam, the running wheel 300, the guide wheel 400 and the stabilizing wheel 500 are all mounted on the bogie frame 100, and the traction mechanism 200 is coupled to the bogie frame 100 and the straddle mount Between monorails of a single-track vehicle.
  • the running wheel 300 rotates along the track, the power for driving the straddle monorail vehicle is transmitted to the bogie frame 100, and the bogie frame 100 transmits the traction force to the vehicle body through the traction mechanism 200.
  • a traction mechanism 200 in accordance with an embodiment of the present disclosure is described below with reference to FIGS. As shown in FIGS. 1-3, the traction mechanism 200 includes a traction assembly 210 and a traction crank 220.
  • the traction assembly 210 is adapted to be rotatably coupled to the vehicle body, and the traction link 211 of the traction assembly 210 is adapted to articulate with the bogie frame 100.
  • the traction assembly 210 may further include a first crank 212 and a transmission shaft 213, and an end (first end) of the first crank 212 near the traction crank 220 may be hinged with the traction link 211, the first crank One end (second end) of the 212 away from the traction crank 220 may be fixedly coupled to the drive shaft 213.
  • the second end of the first crank 212 may be splined to the lower end of the drive shaft 213. That is, the transmission shaft 213 is coupled to the traction link 211.
  • the transmission shaft 213 and the traction link 211 are rotatably rotated by the first crank 212. connection. Arranging the traction link 211 at one end of the first crank 212 near the traction crank 220 can reduce the lateral (Y-direction) dimension of the traction mechanism 200, preventing interference of other components with the traction link 211.
  • the drive shaft 213 is adapted to be rotatably coupled to the vehicle body.
  • the drive shaft 213 can be sleeved with a drive shaft body connecting seat 231, and the drive shaft body connecting seat 231 is adapted to be coupled to the vehicle body.
  • the drive shaft body connecting seat 231 may be provided with a plurality of mounting holes, and the drive shaft body connecting seat 231 may be coupled to the vehicle body through a threaded fastener extending through the mounting hole.
  • Each of the transmission shafts 213 may be provided with a plurality of transmission shaft body connecting seats 231 spaced apart in the up and down direction (Z direction).
  • each of the transmission shafts 213 in FIGS. 3 and 4 may correspond to two transmission axle vehicles.
  • the first end of the traction crank 220 is adapted to be hingedly coupled to the vehicle body, and the second end of the traction crank 220 is adapted to be hingedly coupled to the bogie frame 100.
  • the traction mechanism 200 may further include a crank body connector 232 and a crank bogie connector 233.
  • the crank body connector 232 is adapted to be coupled to the vehicle body, and the crank bogie connector 233 is adapted to be coupled to the bogie frame 100. Connected.
  • the crank body connecting seat 232 can be fixedly connected to the vehicle body by a threaded fastener, and the crank bogie connecting seat 233 can be fixedly connected to the bogie frame 100 by a threaded fastener, for example, the crank bogie connecting seat 233 can be combined with the bogie frame 100 welded joints.
  • the crank body connecting seat 232 can be hinged with the first end of the traction crank 220.
  • the crank bogie connecting seat 233 can be hinged with the second end of the traction crank 220.
  • the first end of the traction crank 220 can be provided with a damping bushing 221. In this way, the vibration shock of the X direction (the direction in which the rail beam extends) can be buffered, and the ride comfort can be improved.
  • the vibration damping bushing 221 can be a rubber sleeve or a nylon sleeve.
  • both the traction link 211 and the traction crank 220 may form a ball articulation with the bogie frame 100.
  • the vehicle body can be lifted or lowered relatively.
  • the traction link 211 can rotate downward around the ball joint joint between the traction link 211 and the bogie frame 100.
  • the traction crank 220 can rotate downward around the ball joint joint between the traction crank 220 and the bogie frame 100 to lower the entire vehicle body and lower the center of gravity.
  • the traction transmission path of the traction mechanism 200 of the embodiment of the present disclosure is that a part of the traction force is transmitted through the traction assembly 210, the traction force is transmitted from the bogie frame 100 to the traction link 211, and then transmitted to the transmission shaft 213 through the first crank 212, and finally through the transmission.
  • the axle body connecting seat 231 is transmitted to the vehicle body; another part of the traction force is transmitted through the traction crank 220, the traction force is transmitted from the bogie frame 100 to the crank bogie connecting seat 233, and then transmitted to the crank body connecting seat 232 through the traction crank 220, and finally Passed to the car body.
  • the traction link 211 rotates relative to the bogie
  • the first crank 212 rotates together with the transmission shaft 213 with respect to the traction link 211
  • the transmission axle body connecting seat 231 rotates relative to the transmission shaft 213, pulling
  • the crank 220 rotates relative to the crank bogie joint 233 and the crank body joint 232.
  • the traction mechanism 200 has a simple and compact structure, a short transmission path of the traction force, convenient disassembly and assembly of the traction mechanism 200, and small occupied space.
  • the traction mechanism 200 has a wide application range and can be used for vehicles with low floor and high floor. It is also suitable for single-axle bogies, two-axle bogies and multi-axle bogies.
  • the bogie assembly 1000 has a simple and compact structure, convenient assembly and disassembly, and high power transmission efficiency.
  • the traction mechanism 200 of some embodiments of the present disclosure is described below.
  • the traction assembly 210 is at least two. Referring to Figures 1 and 3, the two traction assemblies 210 can be spaced apart in the lateral direction (Y direction), and the projection of the traction crank 220 on the horizontal plane can be between the projections of the two traction assemblies 210 on a horizontal plane, optionally The distance between the traction crank 220 and the two traction links 211 is equal. In the up and down direction, the two traction links 211 are equal, and the traction crank 220 may be located above the two traction links 211.
  • the traction mechanism 200 of the embodiment of the present disclosure forms a three-bar linkage mechanism, and the traction crank 220 and the two traction links 211 form a stable three-point traction, and the traction stability is strong, so that the traction mechanism 200 has sufficient anti-roll capability. .
  • the traction mechanism 200 can also include a transverse link 215 having at least two traction assemblies 210.
  • each of the traction assemblies 210 includes a traction link 211, a first crank 212, a drive shaft 213, and a second crank 214, as in an alternative embodiment of the present disclosure, the first crank 212 is located Below the second crank 214.
  • the first end of the traction link 211 is hinged with the bogie frame 100, the second end of the traction link 211 is hinged with the first end of the first crank 212, and the second end of the first crank 212 can be fixed to the lower end of the drive shaft 213.
  • the transmission shaft 213 is rotatably connected to the vehicle body, and the upper end of the transmission shaft 213 can be fixedly connected with one end (first end) of the second crank 214 near the bogie frame, and two ends of the transverse link 215 are respectively
  • the second crank 214 is away from the bogie One end (second end) of the frame 100 is hinged.
  • the distance between the transverse link 215 and the bogie frame 100 is relatively large, facilitating the assembly of the traction mechanism 200.
  • the second crank 214, the drive shaft 213 and the first crank 212 do not rotate relative to each other.
  • the second crank 214 is connected to the upper end of the drive shaft 213 by a spline
  • the first crank 212 is connected to the lower end of the drive shaft 213 by a spline.
  • the second crank 214 is arranged perpendicular to the first crank 212.
  • the length direction of the second crank 214 is perpendicular to the longitudinal direction of the first crank 212, so that the arm of the traction assembly 210 is longer and the force transmission efficiency is high.
  • the connection may be fixed by other means, such as a keyway.
  • the interaction of the transverse link 215 and the two traction assemblies 210 can ensure that the two traction links 211 are deflected in the same direction, so that the vehicle body can smoothly pass the small curved curve.
  • the clamping force of the guide wheels 400 on both sides of the rail beam is different, and the traction assembly 210 on the side of the relatively larger clamping force can pass the force through the transverse link 215. It is transmitted to the traction assembly 210 on the other side, thereby balancing the clamping forces of the guide wheels 400 on both sides.
  • the bogie frame 100 has a tendency to roll forward or backward about the wheel axle due to inertia, and the traction mechanism 200 formed by the transverse link 215, the traction assembly 210 and the traction crank 220 can effectively constrain the steering.
  • the pitch motion of the shelf 100 In the case of emergency braking or rapid acceleration, the bogie frame 100 has a tendency to roll forward or backward about the wheel axle due to inertia, and the traction mechanism 200 formed by the transverse link 215, the traction assembly 210 and the traction crank 220 can effectively constrain the steering.
  • the pitch motion of the shelf 100 In the case of emergency braking or rapid acceleration, the bogie frame 100 has a tendency to roll forward or backward about the wheel axle due to inertia, and the traction mechanism 200 formed by the transverse link 215, the traction assembly 210 and the traction crank 220 can effectively constrain the steering.
  • the pitch motion of the shelf 100 In the case of emergency braking or rapid acceleration, the bogie frame 100 has a tendency to roll forward or back
  • the traction mechanism 200 has a function of assisting steering and suppressing the pitching motion of the bogie frame 100.
  • the traction link 211 can be configured to be adjustable in length.
  • the traction link 211 may include a traction link threaded sleeve 211b and two sub-traction links 211a.
  • the traction link thread sleeve 211b may be provided with two sections of threaded threads. The two sections of threaded sections have opposite directions of rotation, and one end of each of the sub-traction links 211a is screwed with a section of the threaded section of the traction link threaded sleeve 211b, and the traction link is rotated.
  • each sub-traction link 211a is provided with an articulated joint, wherein the hinge joint of one of the sub-traction links 211a is used for hinged connection with the bogie frame 100, and the joint joint can be a universal joint and another sub-traction link
  • the articulating joint of 211a is for articulatingly coupled to the first crank 212.
  • the transverse link 215 can be configured to be adjustable in length.
  • the transverse link 215 can include a transverse link threaded sleeve 215b and two sub-transverse links 215a.
  • the transverse link thread sleeve 215b may be provided with two thread segments, the two segments of which are opposite in rotation, and one end of each of the sub-transverse links 215a is screwed with a segment of the thread of the transverse link thread sleeve 215b, and the rotation is transversely connected.
  • the extension and/or shortening of the transverse link 215 can be conveniently achieved by the rod threaded sleeve 215b.
  • the other end of each sub-transverse link 215a is provided with an articulated joint, and the two articulated joints of the two sub-transverse links 215a are respectively hinged with the two second cranks 214.
  • the present disclosure also discloses a straddle monorail vehicle.
  • the straddle monorail vehicle of the embodiment of the present disclosure is provided with any of the bogie assemblies 1000 described in the above embodiments, which makes the power transmission efficiency of the straddle monorail vehicle High, assembly and maintenance are more convenient.
  • the terms “installation”, “connected”, “connected”, “fixed”, and the like, are to be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated or defined otherwise. , or integrated; can be mechanical or electrical connection; can be directly connected, or indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction of two elements, unless otherwise specified Limited.
  • the specific meanings of the above terms in the present disclosure can be understood by those skilled in the art on a case-by-case basis.

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  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
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  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
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Abstract

一种牵引机构，包括：牵引组件（210），该牵引组件（210）包括传动轴（213）和牵引连杆（211），该传动轴（213）和该牵引连杆（211）连接，该传动轴（213）适于与车体可转动地连接，且该牵引连杆（211）适于与转向架构架（100）铰接；牵引曲柄（220），该牵引曲柄（220）的两端适于分别与该转向架构架（100）和该车体铰接。该牵引机构，结构简单紧凑，牵引力的传递路径短，牵引机构的拆装方便，占用空间小，牵引机构的使用范围广，可以用于低地板、高地板的车辆，且同时适用于单轴转向架、双轴转向架及多轴转向架。同时设置有该牵引机构的转向架总成和跨座式单轨车辆被公开。

Description

牵引机构、转向架总成和跨座式单轨车辆 技术领域
本公开属于车辆制造技术领域，具体而言，涉及一种牵引机构和具有该牵引机构的转向架总成以及具有该转向架总成的跨座式单轨车辆。
背景技术
跨坐式单轨交通系统的铺设成本远低于地下铁交通系统，其适用范围更广。其中，车体与转向架构架之间的牵引机构是跨坐式单轨车辆的重要传动部件，其性能直接影响到跨坐式单轨车辆的安全性及乘坐舒适性等。相关技术中，转向架与车体之间的牵引连接主要通过中央牵引销总成来实现，行驶过程中，走行轮的动力传递到转向架构架，再通过中央牵引销总成将牵引力传递到车体，但是，该牵引机构仅适用于双轴转向架，且无法抑制转向架的俯仰运动，结构复杂，占用安装空间多，存在改进的空间。
发明内容
本公开旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本公开的一个目的在于提出一种适用范围广的牵引机构。
本公开的另一个目的在于提出一种具有上述牵引机构的转向架总成。
本公开的又一个目的在于提出一种具有上述转向架总成的跨座式单轨车辆。
根据本公开第一方面实施例的牵引机构，包括：牵引组件，所述牵引组件包括传动轴和牵引连杆，所述传动轴和所述牵引连杆连接，所述传动轴适于与车体可转动地连接，且所述牵引连杆适于与转向架构架铰接；牵引曲柄，所述牵引曲柄的两端适于分别与所述转向架构架和所述车体铰接。
根据本公开第一方面实施例的牵引机构，结构简单紧凑，牵引力的传递路径短，牵引机构的拆装方便，占用空间小，牵引机构的使用范围广，可以用于低地板、高地板的车辆，且同时适用于单轴转向架、双轴转向架及多轴转向架。
另外，根据本公开上述实施例的牵引机构还可以具有如下附加的技术特征：
在本公开的一些实施例中，所述牵引组件至少为两个，所述至少两个牵引组件沿横向间隔开，且所述牵引曲柄在水平面上的投影位于所述至少两个牵引组件在水平面上的投影之间。
在本公开的一些实施例中，每个牵引组件还包括：第一曲柄，所述第一曲柄的第一端与所述牵引连杆铰接，所述第一曲柄的第二端与所述传动轴固定相连，其中第一曲柄的第一端为靠近牵引曲柄的一端。
可选地，所述牵引组件为两个，每个牵引组件还包括第二曲柄，所述第二曲柄的第一端与所述传动轴固定相连，其中所述第二曲柄的第一端靠近所述转向架构架，所述牵引机构还包括：横向连杆，所述横向连杆的两端分别与所述两个牵引组件的两个第二曲柄的第二端铰接。
可选地，所述第一曲柄与所述第二曲柄垂直布置，且所述第一曲柄位于所述第二曲柄的下方。
可选地，所述第二曲柄的所述第一端以及所述第一曲柄的所述第二端分别与所述传动轴的两端通过花键相连。
可选地，所述横向连杆设置为长度可调。
进一步地，所述横向连杆包括：横向连杆螺纹套，所述横向连杆螺纹套内设有两段旋向相反的螺纹段；两个子横向连杆，每个所述子横向连杆的一端与所述横向连杆螺纹套的一段螺纹段螺纹连接，每个所述子横向连杆的另一端设有铰接接头。
在本公开的一些实施例中，所述牵引连杆设置为长度可调。
可选地，所述牵引连杆包括：牵引连杆螺纹套，所述牵引连杆螺纹套内设有两段旋向相反的螺纹段；两个子牵引连杆，每个所述子牵引连杆的一端与所述牵引连杆螺纹套的一段螺纹段螺纹连接，每个所述子牵引连杆的另一端设有铰接接头。
在本公开的一些实施例中，所述传动轴上套设有传动轴车体连接座，所述传动轴车体连接座适于与所述车体相连。
可选地，每个所述传动轴外套设有多个沿上下方向间隔开的所述传动轴车体连接座。
在本公开的一些实施例中，所述的牵引机构还包括：曲柄车体连接座，所述曲柄车体连接座适于与所述车体相连，且与所述牵引曲柄的第一端铰接；曲柄转向架连接座，所述曲柄转向架连接座适于与所述转向架构架相连，且与所述牵引曲柄的第二端铰接。
可选地，所述牵引曲柄的所述第一端设有减振衬套。
在本公开的一些实施例中，所述牵引连杆和所述牵引曲柄均与所述转向架构架形成球铰接。
根据本公开第二方面实施例的转向架总成，设置有如第一方面任一种所述的牵引机构。
所述转向架总成与上述的牵引机构相对于现有技术所具有的优势相同，在此不再赘述。
根据本公开第三方面实施例的跨座式单轨车辆，设置有如第二方面所述的转向架总成。
所述跨座式单轨车辆与上述的转向架总成相对于现有技术所具有的优势相同，在此不 再赘述。
附图说明
本公开的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本公开实施例的转向架总成的结构示意图；
图2是根据本公开实施例的转向架总成的侧视图；
图3是根据本公开实施例的牵引机构的结构示意图；
图4是根据本公开实施例的牵引组件的部分结构的结构示意图；
图5是根据本公开实施例的牵引连杆和横向连杆的结构示意图。
附图标记：
转向架总成1000，
转向架构架100，
牵引机构200，牵引组件210，牵引连杆211，子牵引连杆211a，牵引连杆螺纹套211b，第一曲柄212，传动轴213，第二曲柄214，横向连杆215，子横向连杆215a，横向连杆螺纹套215b，牵引曲柄220，减振衬套221，传动轴车体连接座231，曲柄车体连接座232，曲柄转向架连接座233，
走行轮300，导向轮400，稳定轮500。
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本公开，而不能理解为对本公开的限制。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
下面将参考附图并结合实施例来详细说明本公开。
参照附图详细描述根据本公开实施例的转向架总成1000。如图1-图2所示，转向架总成1000包括转向架构架100、牵引机构200、走行轮300、导向轮400和稳定轮500。
转向架构架100可以具有用于跨座在轨道梁上的轨道凹部，走行轮300、导向轮400和稳定轮500均安装于转向架构架100上，牵引机构200连接在转向架构架100与跨座式单轨车辆的车体之间。走行轮300沿轨道转动时，将驱动跨座式单轨车辆运动的动力传递给转向架构架100，转向架构架100再通过牵引机构200将牵引力传递给车体。
下面参考图1-图5描述根据本公开实施例的牵引机构200。如图1-图3所示，牵引机构200包括牵引组件210和牵引曲柄220。
其中，牵引组件210适于与车体可转动地连接，且牵引组件210的牵引连杆211适于与转向架构架100铰接。可选地，参考图3，牵引组件210还可以包括第一曲柄212和传动轴213，第一曲柄212的靠近牵引曲柄220的一端(第一端)可以与牵引连杆211铰接，第一曲柄212的远离牵引曲柄220的一端(第二端)可以与传动轴213固定相连，比如第一曲柄212的第二端可以与传动轴213的下端通过花键相连。也就是说，所述传动轴213和所述牵引连杆211连接，在本公开的一种可选实施方式中，所述传动轴213和所述牵引连杆211通过第一曲柄212可转动地连接。将牵引连杆211布置在第一曲柄212靠近牵引曲柄220的一端，可以缩小牵引机构200的横向(Y向)尺寸，防止其他部件与牵引连杆211的干涉。
传动轴213适于与车体可转动地连接，比如传动轴213上可以套设有传动轴车体连接座231，传动轴车体连接座231适于与车体相连。参考图3和图4，传动轴车体连接座231上可以设有多个安装孔，传动轴车体连接座231可以通过贯穿该安装孔的螺纹紧固件与车体相连。每个传动轴213外可以套设有多个沿上下方向(Z向)间隔开的传动轴车体连接座231，比如图3和图4中的每个传动轴213可以对应两个传动轴车体连接座231。
牵引曲柄220的第一端适于与车体铰接相连，牵引曲柄220的第二端适于与转向架构架100铰接相连。参考图3，牵引机构200还可以包括曲柄车体连接座232和曲柄转向架连接座233，曲柄车体连接座232适于与车体相连，曲柄转向架连接座233适于与转向架构架100相连。曲柄车体连接座232可以通过螺纹紧固件与车体固定连接，曲柄转向架连接座233可以通过螺纹紧固件与转向架构架100固定相连，例如曲柄转向架连接座233可以与转向架构架100焊接相连。曲柄车体连接座232可以与牵引曲柄220的第一端铰接，曲柄转向架连接座233可以与牵引曲柄220的第二端铰接，牵引曲柄220的第一端可以设有减振衬套221，这样，可以缓冲X向(轨道梁延伸方向)的振动冲击，提高乘坐的舒适性，减振衬套221可以为橡胶套或尼龙套等。
优选地，牵引连杆211和牵引曲柄220可以均与转向架构架100形成球铰接。这样在 车体上的载重量变化时，车体可以相对的抬升或下降，比如车体内的乘客较多时，牵引连杆211可以绕牵引连杆211与转向架构架100之间的球铰接接头向下转动，牵引曲柄220可以绕牵引曲柄220与转向架构架100之间的球铰接接头向下转动，使整个车体向下沉降，降低重心。
本公开实施例的牵引机构200的牵引力传递路径为：一部分牵引力通过牵引组件210传递，牵引力从转向架构架100传递给牵引连杆211，再通过第一曲柄212传递给传动轴213，最后通过传动轴车体连接座231传递给车体；另一部分牵引力通过牵引曲柄220传递，牵引力从转向架构架100传递给曲柄转向架连接座233，然后通过牵引曲柄220传递给曲柄车体连接座232，最后传递到车体。
在跨座式单轨车辆转弯时，牵引连杆211相对于转向架转动，第一曲柄212连同传动轴213相对于牵引连杆211转动，传动轴车体连接座231相对于传动轴213转动，牵引曲柄220相对于曲柄转向架连接座233和曲柄车体连接座232转动。
根据本公开实施例的牵引机构200，结构简单紧凑，牵引力的传递路径短，牵引机构200的拆装方便，占用空间小，牵引机构200的适用范围广，可以用于低地板、高地板的车辆，且同时适用于单轴转向架、双轴转向架及多轴转向架。
根据本公开实施例的转向架总成1000，通过设置上述结构形式的牵引机构200，转向架总成1000的结构简单紧凑，拆装方便，动力传递的效率高。
下面描述本公开一些实施例的牵引机构200。
在本公开的一些实施例中，牵引组件210至少为两个。参考图1和图3，两个牵引组件210可以沿横向(Y方向)间隔开，且牵引曲柄220在水平面上的投影可以位于两个牵引组件210在水平面上的投影之间，可选地，牵引曲柄220到两个牵引连杆211之间的距离相等，在上下方向上，两个牵引连杆211等高，牵引曲柄220可以位于两个牵引连杆211的上方。
由此，本公开实施例的牵引机构200形成三连杆机构，牵引曲柄220与两个牵引连杆211形成稳定的三点牵引，牵引稳定性强，使得牵引机构200具备足够的抗侧倾能力。
在本公开的一些实施例中，牵引机构200还可以包括横向连杆215，牵引组件210至少为两个。参考图1和图3，每个牵引组件210包括牵引连杆211、第一曲柄212、传动轴213和第二曲柄214，如本公开的一种可选实施方式，所述第一曲柄212位于所述第二曲柄214的下方。牵引连杆211的第一端与转向架构架100铰接，牵引连杆211的第二端与第一曲柄212的第一端铰接，第一曲柄212的第二端可以与传动轴213的下端固定相连，传动轴213与车体可转动地连接，传动轴213的上端可以与第二曲柄214的靠近转向架构架的一端(第一端)固定相连，横向连杆215的两端分别与两个第二曲柄214的远离转向架 构架100的一端(第二端)铰接。由此，横向连杆215与转向架构架100之间的距离相对较大，便于牵引机构200的装配。
第二曲柄214、传动轴213和第一曲柄212相对彼此不转动，比如第二曲柄214与传动轴213的上端通过花键相连，第一曲柄212与传动轴213的下端通过花键相连，这样在牵引机构200工作过程中，第二曲柄214的轴线与第一曲柄212的轴线始终保持不变。可选地，第二曲柄214与第一曲柄212垂直布置，换言之，第二曲柄214的长度方向与第一曲柄212的长度方向垂直，这样牵引组件210的力臂较长，力的传递效率高。当然，第一曲柄212与传动轴213之间、第二曲柄214与传动轴213之间还可以通过其他方式固定连接，比如键槽等形式。
可以理解的是，在拐弯时，横向连杆215与两个牵引组件210的共同作用可以保证两个牵引连杆211按同一方向偏转，使车体可以顺利地通过小曲线弯道。进一步地，在跨座式单轨车辆驶入弯道时，轨道梁两侧的导向轮400的夹紧力不同，夹紧力相对较大的一侧的牵引组件210可以将力通过横向连杆215传递给另一侧的牵引组件210，进而平衡两侧导向轮400的夹紧力。
在紧急制动或急加速情况下，转向架构架100由于惯性有绕车轮轴前倾或后仰的趋势，横向连杆215、牵引组件210和牵引曲柄220形成的牵引机构200可以有效地约束转向架构架100的俯仰运动。
也就是说，根据本公开实施例的牵引机构200具有辅助转向、抑制转向架构架100俯仰运动的功能。
在本公开的一些实施例中，参考图5，牵引连杆211可以设置为长度可调。可选地，牵引连杆211可以包括牵引连杆螺纹套211b和两个子牵引连杆211a。牵引连杆螺纹套211b内可以设有两段螺纹段，两段螺纹段的旋向相反，每个子牵引连杆211a的一端与牵引连杆螺纹套211b的一段螺纹段螺纹连接，转动牵引连杆螺纹套211b即可方便地实现牵引连杆211的伸长与或缩短。每个子牵引连杆211a的另一端设有铰接接头，其中一个子牵引连杆211a的铰接接头用于与转向架构架100铰接相连，该铰接接头可以为万向球铰，另一个子牵引连杆211a的铰接接头用于与第一曲柄212铰接相连。
在本公开的一些实施例中，参考图5，横向连杆215可以设置为长度可调。可选地，横向连杆215可以包括横向连杆螺纹套215b和两个子横向连杆215a。横向连杆螺纹套215b内可以设有两段螺纹段，这两段螺纹段的旋向相反，每个子横向连杆215a的一端与横向连杆螺纹套215b的一段螺纹段螺纹连接，转动横向连杆螺纹套215b即可方便地实现横向连杆215的伸长与或缩短。每个子横向连杆215a的另一端设有铰接接头，两个子横向连杆215a的两个铰接接头分别与两个第二曲柄214铰接。
本公开还公开了一种跨座式单轨车辆，本公开实施例的跨座式单轨车辆设置有上述实施例描述的任一种转向架总成1000，这使得跨座式单轨车辆的动力传递效率高、装配及维修更方便。
在本公开的描述中，需要理解的是，术语“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“轴向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本公开和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本公开的限制。
在本公开中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本公开中的具体含义。
尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (17)

  1. 一种牵引机构，其特征在于，包括：
    牵引组件，所述牵引组件包括传动轴和牵引连杆，所述传动轴和所述牵引连杆连接，所述传动轴适于与车体可转动地连接，且所述牵引连杆适于与转向架构架铰接；
    牵引曲柄，所述牵引曲柄的两端适于分别与所述转向架构架和所述车体铰接。
  2. 根据权利要求1所述的牵引机构，其特征在于，所述牵引组件至少为两个，所述至少两个牵引组件沿横向间隔开，且所述牵引曲柄在水平面上的投影位于所述至少两个牵引组件在水平面上的投影之间。
  3. 根据权利要求1所述的牵引机构，其特征在于，每个牵引组件还包括：
    第一曲柄，所述第一曲柄的第一端与所述牵引连杆铰接，所述第一曲柄的第二端与所述传动轴固定相连，其中第一曲柄的第一端为靠近牵引曲柄的一端。
  4. 根据权利要求3所述的牵引机构，其特征在于，所述牵引组件为两个，每个牵引组件还包括第二曲柄，所述第二曲柄的第一端与所述传动轴固定相连，其中所述第二曲柄的第一端靠近所述转向架构架，所述牵引机构还包括：
    横向连杆，所述横向连杆的两端分别与所述两个牵引组件的两个第二曲柄的第二端铰接。
  5. 根据权利要求4所述的牵引机构，其特征在于，所述第一曲柄与所述第二曲柄垂直布置，且所述第一曲柄位于所述第二曲柄的下方。
  6. 根据权利要求4所述的牵引机构，其特征在于，所述第二曲柄的所述第一端以及所述第一曲柄的所述第二端分别与所述传动轴的两端通过花键相连。
  7. 根据权利要求4所述的牵引机构，其特征在于，所述横向连杆设置为长度可调。
  8. 根据权利要求7所述的牵引机构，其特征在于，所述横向连杆包括：
    横向连杆螺纹套，所述横向连杆螺纹套内设有两段旋向相反的螺纹段；
    两个子横向连杆，每个所述子横向连杆的一端与所述横向连杆螺纹套的一段螺纹段螺纹连接，每个所述子横向连杆的另一端设有铰接接头。
  9. 根据权利要求1所述的牵引机构，其特征在于，所述牵引连杆设置为长度可调。
  10. 根据权利要求9所述的牵引机构，其特征在于，所述牵引连杆包括：
    牵引连杆螺纹套，所述牵引连杆螺纹套内设有两段旋向相反的螺纹段；
    两个子牵引连杆，每个所述子牵引连杆的一端与所述牵引连杆螺纹套的一段螺纹段螺纹连接，每个所述子牵引连杆的另一端设有铰接接头。
  11. 根据权利要求1所述的牵引机构，其特征在于，所述传动轴上套设有传动轴车体 连接座，所述传动轴车体连接座适于与所述车体相连。
  12. 根据权利要求11所述的牵引机构，其特征在于，每个所述传动轴外套设有多个沿上下方向间隔开的所述传动轴车体连接座。
  13. 根据权利要求1所述的牵引机构，其特征在于，还包括：
    曲柄车体连接座，所述曲柄车体连接座适于与所述车体相连，且与所述牵引曲柄的第一端铰接；
    曲柄转向架连接座，所述曲柄转向架连接座适于与所述转向架构架相连，且与所述牵引曲柄的第二端铰接。
  14. 根据权利要求13所述的牵引机构，其特征在于，所述牵引曲柄的所述第一端设有减振衬套。
  15. 根据权利要求1所述的牵引机构，其特征在于，所述牵引连杆和所述牵引曲柄均与所述转向架构架形成球铰接。
  16. 一种转向架总成，其特征在于，设置有如权利要求1-15中任一项所述的牵引机构。
  17. 一种跨座式单轨车辆，其特征在于，设置有如权利要求16所述的转向架总成。
PCT/CN2017/075174 2016-09-21 2017-02-28 牵引机构、转向架总成和跨座式单轨车辆 WO2018054006A1 (zh)

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EP17852085.4A EP3501938A4 (en) 2016-09-21 2017-02-28 TRAINING MECHANISM, TURNING FRAME AND GRASS SEAT ONE-VEHICLE
MX2019003216A MX2019003216A (es) 2016-09-21 2017-02-28 Estructura de un bogie, conjunto de un bogie y vehículo ferroviario.
BR112019005493-6A BR112019005493B1 (pt) 2016-09-21 2017-02-28 Mecanismo de tração, montagem de truque e veículo de monotrilho do tipo para montar sobre trilhos
MYPI2019001405A MY197111A (en) 2016-09-21 2017-02-28 Traction mechanism, bogie assembly, and straddle-type monorail vehicle
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