WO2021072856A1 - 无轨电车走行系统及无轨电车 - Google Patents

无轨电车走行系统及无轨电车 Download PDF

Info

Publication number
WO2021072856A1
WO2021072856A1 PCT/CN2019/117476 CN2019117476W WO2021072856A1 WO 2021072856 A1 WO2021072856 A1 WO 2021072856A1 CN 2019117476 W CN2019117476 W CN 2019117476W WO 2021072856 A1 WO2021072856 A1 WO 2021072856A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering
reed
shaft
axle bridge
vehicle body
Prior art date
Application number
PCT/CN2019/117476
Other languages
English (en)
French (fr)
Inventor
陈经纬
张蕊姣
刘坤
吴瑞梅
姜茹佳
Original Assignee
中车唐山机车车辆有限公司
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 中车唐山机车车辆有限公司 filed Critical 中车唐山机车车辆有限公司
Publication of WO2021072856A1 publication Critical patent/WO2021072856A1/zh

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/02—Dead axles, i.e. not transmitting torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
    • B60G11/10—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only characterised by means specially adapted for attaching the spring to axle or sprung part of the vehicle
    • B60G11/113—Mountings on the axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/32—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds
    • B60G11/34—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds including leaf springs
    • B60G11/46—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds including leaf springs and also fluid springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D3/00—Steering gears
    • B62D3/02—Steering gears mechanical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/18—Steering knuckles; King pins

Definitions

  • This application relates to the running technology of trolleybuses, in particular to a trolleybus running system and trolleybuses.
  • Public transportation means include: subways, light rails, buses, trolleybuses, etc. Among them, trolleybuses have been put into use in many cities due to their environmental protection, no emissions, large passenger capacity, easier infrastructure construction, and lower construction costs. .
  • Trolleybuses mainly include: carriages and running systems.
  • the running systems are used to realize the functions of running and steering.
  • the traveling system is usually set under the carriage. Due to the high height of the traditional traveling system, the height of the floor of the carriage is raised, so that the center of gravity of the carriage is higher and the stability is poor.
  • trolleybuses include at least two carriages. When trolleybuses are running on urban roads, there are more bends and a small turning radius. Therefore, the traction and buffer structure between the carriages determines the turning process of the trolleybus.
  • the current common trolley buses have problems such as poor stability and large vibration during the turning process.
  • a trolleybus running system and a trolleybus are provided in the embodiments of the present application.
  • An embodiment of the first aspect of the present application provides a trolleybus running system, which is configured to be installed under the body of the trolleybus; the running system includes:
  • Axle bridge which extends in the transverse direction; both ends of the axle bridge are connected to the wheels through steering shafts;
  • the traction suspension device is arranged on the axle bridge; the traction suspension device includes: a leaf spring and a suspension assembly.
  • the car body is connected;
  • the steering device is connected with the steering shaft and is used to drive the steering shaft and wheels to rotate relative to the axle bridge.
  • An embodiment of the second aspect of the present application provides a trolleybus, including: a car body and the traveling system as described above;
  • the vehicle body is respectively connected with the vehicle body connector and the suspension assembly in the traveling system.
  • the running system provided by the technical solution provided by the embodiments of the present application is used to be installed under the car body in a trolleybus.
  • the running system includes: an axle bridge extending in the transverse direction, and both ends of the axle bridge pass through the steering shaft and the wheels.
  • the traveling system also includes a reed and a suspension assembly, one end of the reed passes through the car body connector It is connected with the car body to realize the transmission of traction or braking force with the car body; the other end of the reed is connected with the car body through a suspension component to buffer the force between the axle bridge and the car body to reduce the transmission to the car body.
  • the vibration of the car body improves the ride comfort.
  • FIG. 1 is a schematic diagram of the structure of the traveling system provided in the first embodiment of the application;
  • FIG. 2 is a schematic structural diagram of the axle bridge of the traveling system provided in the second embodiment of the application.
  • FIG. 3 is a schematic structural diagram of a traction suspension device provided on the axle bridge of the traveling system provided in the second embodiment of the application;
  • FIG. 4 is a schematic diagram of the structure of the traction suspension device in the walking system provided in the second embodiment of the application;
  • FIG. 5 is a schematic diagram of the structure of the reed in the traveling system provided by the second embodiment of the application.
  • FIG. 6 is a schematic structural diagram of the reed connected to the vehicle body through the vehicle body connector in the traveling system provided in the second embodiment of the application;
  • Fig. 7 is a schematic structural diagram of a shock absorber connecting seat provided on the reed in the traveling system provided in the second embodiment of the application;
  • FIG. 8 is a two-dimensional cross-sectional view of the end of the axle bridge in the traveling system provided by the third embodiment of the application connected to the wheels through the steering shaft;
  • FIG. 9 is a perspective cross-sectional view of the end of the axle bridge in the traveling system provided by the third embodiment of the application connected to the wheels through the steering shaft;
  • FIG. 10 is an exploded view of the end of the axle bridge in the traveling system provided by the third embodiment of the application connected to the wheels through the steering shaft;
  • FIG. 11 is a partial schematic diagram of a brake disc provided in the traveling system provided in the third embodiment of the application.
  • FIG. 12 is a schematic diagram of the structure of the cooperation between the brake disc and the brake device in the traveling system provided by the third embodiment of the application;
  • FIG. 13 is a partial schematic diagram of a braking device provided in the traveling system provided in the third embodiment of the application.
  • FIG. 14 is a schematic diagram of the structure of the anti-rolling device connected with the axle bridge in the traveling system provided by the fourth embodiment of the application;
  • FIG. 15 is a schematic structural diagram of a steering device in a traveling system provided by Embodiment 5 of the application.
  • 8-Steering device 81-steering wheel; 82-steering shaft; 83-universal joint; 84-steering transmission shaft; 85-steering gear; 851-output connecting rod; 86-steering push rod; 871-steering connecting rod ; 872-Steering connector.
  • This embodiment provides a traveling system, which can be applied to a trolley bus.
  • Trolleybus is a kind of road public transportation that is driven by electric motors and does not rely on fixed tracks.
  • the trolleybus includes a car body and a running system.
  • the running system provided in this embodiment is arranged under the car body to support the car body and has a running function.
  • the traveling direction of the trolleybus is referred to as the longitudinal direction
  • the direction perpendicular to the traveling direction is referred to as the lateral direction
  • the vertical direction is referred to as the vertical direction.
  • FIG. 1 is a schematic structural diagram of a traveling system provided in Embodiment 1 of this application.
  • the traveling system provided by this embodiment includes: axle bridge 1, wheels 2, traction suspension device, and steering device 8.
  • the axle bridge 1 serves as the main component of the traveling system, which serves to connect the remaining components.
  • the axle bridge 1 extends in the transverse direction, and its two ends are connected to the wheels 2 through a steering shaft 12.
  • the steering shaft 12 can rotate at a certain angle relative to the axle bridge 1, and the wheels 2 and the steering shaft 12 rotate synchronously to realize the steering function.
  • the wheel 2 itself can also rotate relative to the steering shaft 12 in the axial direction of the wheel 2.
  • the traction suspension device is arranged on the axle bridge 1 for connecting the vehicle body and can buffer the vibration between the wheel 2 and the vehicle body.
  • the traction suspension device includes: the reed 3 and the suspension assembly. Wherein, the reed 3 extends substantially in the horizontal direction, and one end of the reed 3 is connected to the vehicle body through the vehicle body connector 4 for transmitting traction or braking force. The other end of the reed 3 is connected to the suspension assembly, and the top of the suspension assembly is connected to the car body.
  • the suspension assembly is used to buffer the vibration between the axle bridge 1 and the car body to reduce the vibration transmitted to the car body and improve riding comfort degree.
  • the reed 3 itself can also absorb part of the vibration through bending deformation, and has a certain buffer capacity.
  • the steering device 8 is connected to the steering shaft 12 for driving the steering shaft 12 to rotate relative to the axle axle 1, and the wheels 2 follow the steering shaft 12 to rotate relative to the axle axle 1.
  • the longitudinal force transmission path of the above-mentioned traveling system is: the vibration between the wheels and the ground is transmitted to the vehicle body along the steering shaft 12, axle bridge 1, reed 3, and vehicle body connector 4 in turn, or along the steering shaft 12 in turn. , Axle bridge 1, reed 3, suspension components are transmitted to the car body.
  • the running system provided by the technical solution provided in this embodiment is used to be installed below the car body in a trolleybus.
  • the running system includes: an axle bridge extending in the transverse direction, and both ends of the axle bridge are connected to the wheels through steering shafts. , The wheel can rotate relative to the steering shaft, and the wheel and the steering shaft are also driven by the steering device to deflect a certain angle relative to the axle bridge; the running system also includes a reed and a suspension assembly, one end of the reed is connected to the axle through the car body connector
  • the car body is connected to realize the transmission of traction or braking force with the car body; the other end of the reed is connected to the car body through a suspension assembly to buffer the force between the axle bridge and the car body to reduce the transmission to the car body.
  • the vibration of the body improves the ride comfort.
  • This embodiment provides a specific implementation of the walking system on the basis of the foregoing embodiments, and in particular, provides a detailed description of the specific implementation of the above-mentioned traction suspension device.
  • FIG. 2 is a schematic structural diagram of the axle bridge of the traveling system provided in the second embodiment of the application
  • FIG. 3 is a schematic structural diagram of the traction suspension device provided on the axle bridge of the traveling system provided in the second embodiment of the application.
  • the middle portion of the axle bridge 1 is recessed downward to form a space for accommodating the traction suspension device, that is, the axle bridge 1 has a shape with two ends high and the middle low.
  • the number of traction suspension devices is two, which are symmetrically arranged on the axle bridge 1, specifically at a lower position in the middle.
  • the axle bridge 1 is arranged in a shape with high ends and low middle, and the traction suspension device is installed in the lower middle part of the axle bridge 1, which can reduce the overall height of the traction suspension device, thereby reducing the height and center of gravity of the vehicle body, and increasing Driving stability.
  • Two traction suspension devices are sequentially arranged on the axle bridge 1 along the transverse direction, and are symmetrically distributed.
  • the two traction suspension devices are respectively connected with the car body to support and buffer the lateral sides of the car body, so that the force in the lateral direction of the car body is balanced, which is beneficial to improve the stability.
  • FIG. 4 is a schematic diagram of the structure of the traction suspension device in the traveling system provided in the second embodiment of the application
  • FIG. 5 is a schematic diagram of the reed in the traveling system provided in the second embodiment of the application.
  • the reed 3 is the main structure of the traction suspension device, which is a long strip structure, extends in the longitudinal direction, and is arranged on the upper surface of the axle bridge 1. Arranging the reed 3 in the longitudinal direction can utilize the recessed space in the middle of the axle bridge, which is beneficial to reduce the height of the vehicle body.
  • the longitudinal arrangement is also conducive to its own positioning and installation, it also facilitates the positioning and installation of suspension components and other components, simplifies the installation structure, effectively uses the space under the vehicle body, and improves the space utilization rate.
  • the reed 3 is approximately in a "Z" shape, and has a high section 301, a middle section 302, and a low section 303 that decrease in height.
  • the high section 301 and the low section 303 extend in the horizontal direction, and the middle section 302 is located at the high position.
  • the section 301 and the lower section 303 extend approximately in the vertical direction. There is a circular arc transition between the middle section 302, the high position section 301, and the low position section 303.
  • the end of the above-mentioned high section 301 is connected to the vehicle body through the vehicle body connector 4.
  • a ring-shaped first mounting portion 31 is provided at the end of the high section 301, and a center line is inserted into the first mounting portion 31
  • the first connecting shaft 32 extends in the transverse direction.
  • the lower part of the vehicle body connecting member 4 has a reed shaft seat 42, and the first connecting shaft 32 can also be inserted into the reed shaft seat 42 to connect the reed 3 and the vehicle body connecting seat 4.
  • a buffer structure may be provided between the first connecting shaft 32 and the first mounting portion 31 to reduce the force between the two and achieve a buffering effect.
  • FIG. 6 is a schematic diagram of the structure of the reed connected with the vehicle body through the vehicle body connector in the traveling system provided in the second embodiment of the application.
  • the vehicle body mounting portion 41 has a mounting surface extending in the vertical direction, and the mounting surface is attached to the vertical mounting surface of the vehicle body underframe 100.
  • the vehicle body installation portion 41 is provided with an installation hole whose center line is perpendicular to the installation surface, so that the vehicle body connector 4 is fixed to the vehicle body underframe 100 through the bolt through the installation hole.
  • the middle section 302 of the leaf spring 3 is connected to the axle bridge 1, and can be directly perforated and connected by bolts, or can be connected to the axle bridge 1 through other leaf connection components.
  • the reed connection component includes: a U-shaped bolt 33 and a nut 34. Among them, the two ends of the U-shaped bolt 33 pass through the two sides of the reed 3 respectively, and then pass through the axle bridge 1 and are connected to the nut 34.
  • the axle bridge 1 is provided with two leaf spring mounting parts 13, and each leaf spring mounting part 13 is provided with a bolt hole for passing a U-shaped bolt 33.
  • a vertical stop component is provided on the middle section 302 of the reed 3 to limit the vertical minimum displacement of the vehicle body or the vertical maximum displacement of the traveling system.
  • the vertical blocking assembly includes: a stop seat 35 and a stop member 36.
  • the stop seat 35 is provided on the reed 3
  • the stop seat 35 is provided with a stop member positioning hole for fixing the stop member 36, and the stop seat 35 can be fixed by a bolt passing through the stop member positioning hole On the reed 3.
  • the shape of the stopper 36 is shown in the figure, and its bottom end is accommodated in the stopper positioning hole.
  • the stop seat 35 can also be fixed on the reed 3 by the above-mentioned U-shaped bolt 33.
  • U-shaped bolt accommodating grooves are respectively provided at the longitudinal ends of the stop seat 35, the U-shaped bolt 33 can be accommodated and confined in the U-shaped bolt accommodating groove, and the bottom end of the U-shaped bolt 33 passes through the axle bridge 1.
  • Connect with nut 34 With the above U-shaped bolts, the stop seat 35 and the reed 3 can be fixed to the axle bridge 1 together, which reduces the number of connecting parts and simplifies the installation structure.
  • the low section 103 in the reed 3 is connected to the suspension assembly.
  • the suspension assembly includes an air spring 51, the bottom end of the air spring 51 is connected to the low section 103 by bolts, and the top end is connected to the vehicle body underframe by bolts.
  • Arranging the reed 3 into an approximate "Z"-shaped bending structure and installing the suspension assembly in the low section can utilize the space above the low section to reduce the height of the suspension assembly, thereby reducing the height of the vehicle body.
  • the suspension assembly further includes: a vertical shock absorber 52, which extends in the vertical direction.
  • the top end of the vertical shock absorber 52 is connected with the underframe of the vehicle body, and the bottom end is connected with the reed 3.
  • the bottom end of the vertical damper 52 may be directly connected to the reed 3, or may be connected to the reed 3 through other components.
  • the shock absorber connecting seat 37 is fixedly connected to the reed 3, and the bottom end of the vertical shock absorber 52 is connected to the shock absorber connecting seat 37.
  • FIG. 7 is a schematic structural diagram of a shock absorber connection seat provided on the reed in the traveling system provided by the second embodiment of the application.
  • a shock absorber connecting seat 37 is used to be arranged below the reed 3, and the U-shaped bolt 33 passes downward through the shock absorber connecting seat 37 and then passes through the axle bridge 1.
  • the end of the shock absorber connecting seat 37 is provided with a shock absorber connecting shaft seat, and a shaft hole is provided on the shock absorber connecting shaft seat.
  • the second connecting shaft 38 is used to pass through the bolt hole at the bottom end of the vertical shock absorber 52 and the shaft hole on the shock absorber connecting shaft seat to connect the vertical shock absorber 52 and the shock absorber connecting seat 37.
  • the shock absorber connecting seat 37 can not only connect the vertical shock absorber 52 and the reed 3, but also can adjust the distance between the middle of the reed 3 and the axle bridge 1, and can also improve the reed 3 Connection strength in the middle.
  • This embodiment further optimizes the running system on the basis of the above-mentioned embodiments, and in particular provides a way in which the axle bridge 1 and the wheels 2 are connected.
  • Fig. 8 is a two-dimensional cross-sectional view of the axle bridge end of the traveling system provided in the third embodiment of the application connected to the wheels through the steering shaft
  • Fig. 9 is a two-dimensional cross-sectional view of the axle bridge end of the traveling system provided in the third embodiment of the application through the steering shaft
  • Fig. 10 is an exploded view in which the end of the axle bridge in the traveling system provided in the third embodiment of the application is connected to the wheel through the steering shaft.
  • one end of the steering shaft 12 is connected to the end of the axle bridge 1 through a pin 14 so that the steering shaft 12 can be in a plane perpendicular to the center line of the pin shaft 14 relative to the axle bridge 1. Rotate a certain angle.
  • the other end of the steering shaft 12 passes through the hub 21 of the wheel and is connected to the hub 21 through a rolling bearing, so that the hub 21 can rotate relative to the steering shaft 12.
  • the end of the axle bridge 1 is provided with a shaft hole 11 for the pin shaft 14 to pass through.
  • One end of the steering shaft 12 is provided with two upper and lower connecting shafts 121, and there is a space between the two connecting shafts 121 that can accommodate the end of the axle bridge 1.
  • Each coupling portion 121 is provided with a coupling hole 1211 for the pin shaft 14 to pass through.
  • the pin shaft 14 can pass through the upper coupling hole 1211, the shaft hole 11, and the lower coupling hole 1211 in sequence.
  • a coupling cover 122 is used to cover the coupling hole 1211 from the outside, and the coupling cover 122 can be fixedly connected to the coupling portion 121 by bolts to realize the assembly of the axle bridge 1, the pin 14 and the steering shaft 12.
  • the inner surface of the shaft cover 122 is provided with a positioning groove 1221, and the end of the pin shaft 14 can be accommodated in the positioning groove 1221 for positioning.
  • the other end of the steering shaft 12 is provided with a transmission shaft 123, the transmission shaft 123 is matched with the inner ring of the bearing 15, and the outer ring of the bearing 15 is matched with the hub 21, so that the hub 21 can rotate relative to the transmission shaft 123.
  • the traveling system further includes a brake disc and a braking device, wherein the brake disc is connected to the hub 21 of the wheel 2 and rotates synchronously with the wheel 2.
  • the braking device is arranged on the steering shaft 12 and is used to clamp the brake disc in the braking state to inhibit the rotation of the wheels 2.
  • FIG. 11 is a partial schematic diagram of the brake disc provided in the traveling system provided in the third embodiment of the application
  • FIG. 12 is a schematic structural diagram of the brake disc and the braking device in the traveling system provided in the third embodiment of the application
  • FIG. 13 is A partial schematic diagram of a braking device provided in the traveling system provided in the third embodiment of the present application.
  • the brake disc 61 is connected to the outside of the hub 21 and rotates synchronously with the hub 21.
  • the brake device 62 is installed on the steering shaft 12, and the caliper structure in the brake device 62 extends to both sides of the brake disc 61.
  • the braking device 62 can be driven by a hydraulic or pneumatic system.
  • the structures of the aforementioned wheel hub 21, brake disc 61 and braking device 62 can be implemented with reference to related structures in related automobiles.
  • the structures of the wheel hub 21, the brake disc 61 and the brake device 62 are adaptively adjusted so that they can be assembled at the end of the axle axle 1.
  • a steering rod is used to connect between the two steering shafts 12, so that the two wheels 2 connected to the two ends of the axle bridge 1 can rotate relative to the axle bridge 1 synchronously.
  • the steering rod can also be connected with the steering device to control the steering of the wheels through the steering device.
  • the traveling system is further optimized.
  • the walking system provided in this embodiment further includes: an anti-rolling device 7, which is used to limit the height of the wheels on both sides, so as to prevent the height of one wheel from being too high and causing rollover.
  • the anti-rolling device 7 extends in the transverse direction, the middle part is fixed on the axle bridge 1, and the two ends are connected with the vehicle body.
  • the anti-rolling device 7 specifically includes: an anti-rolling torsion rod 71 and an anti-rolling connecting arm 72.
  • the anti-rolling torsion rod 71 extends in the transverse direction, and is connected to the axle bridge 1 through the anti-rolling connecting member 73.
  • the anti-rolling torsion rod 71 is a cylindrical long rod shape.
  • the anti-rolling connecting member 73 includes two pipe clamps with a semi-circular arc surface. The two pipe clamps are connected by bolts to clamp the anti-rolling torsion rod 71. Then fix it to the axle bridge 1 by bolts.
  • the middle part of the anti-side-rolling torsion rod 71 is in the shape of a straight rod, and both ends are bent in a direction away from the axle bridge 1.
  • a connecting hole is provided at each end of the anti-rolling torsion rod 71.
  • the number of anti-rolling connecting arms 72 is two, which are respectively connected to the ends of the anti-rolling torsion rod 71.
  • the top end of the anti-rolling connecting arm 72 is connected to the vehicle body.
  • the anti-rolling connecting arm 72 specifically includes a connecting arm main body and a rubber node.
  • the connecting arm main body extends in a vertical direction, and the bottom end of the connecting arm main body is provided with a fork joint.
  • the rubber node is installed in the connecting hole at the end of the anti-side-rolling torsion rod 71, and the two ends of the rubber node are connected with the fork joint.
  • the middle part of the rubber node is made of metal and rubber vulcanized, and both ends of the rubber node are made of metal with bolt holes.
  • the top of the anti-rolling connecting arm 72 is connected to the vehicle body.
  • the top end of the anti-rolling connecting arm 72 is provided with a connecting hole, and a connecting piece can be used to pass through the connecting hole to connect with the vehicle body.
  • the connecting piece may be a bolt, a rubber node may be used to connect with the vehicle body, or other connecting pieces may also be used for connection.
  • FIG. 15 is a schematic structural diagram of a steering device in a traveling system provided by Embodiment 5 of the application.
  • the steering device 8 includes a steering wheel 81, a steering shaft 82, a universal joint 83, a steering transmission shaft 84, a steering gear 85, a steering push rod 86 and a steering connection assembly connected in sequence.
  • the steering wheel 81 and the steering shaft 82 are arranged in the cab of the trolleybus
  • the universal joint 83, the steering transmission shaft 84, the steering gear 85, the steering push rod 86 and the steering connection assembly are arranged under the vehicle body.
  • the steering connection components are respectively connected with the steering shafts 12 on both sides.
  • the rotation of the steering wheel 81 drives the steering shaft 82 to rotate.
  • the universal joint 83 drives the steering transmission shaft 84 and the steering gear 85 to move.
  • the steering gear 85 drives the steering push rod 86 to move through the output link 851 to drive the steering connection assembly to the left or to the left. Move right.
  • the number of steering connection components is two, which are connected to the lateral sides of the steering push rod 86, respectively connected to the steering shafts 12 on both sides, and are used to drive the steering shafts 12 on the same side to rotate.
  • the steering connecting assembly specifically includes a steering connecting rod 871 and a steering connecting piece 872, the steering connecting rod 871 is connected between the steering push rod 86 and the steering connecting piece 872, and the steering connecting piece 872 is connected to the steering shaft 12.
  • the aforementioned steering push rod 86 drives the steering shaft 12 to rotate relative to the axle axle 1 through the steering link 871 and the steering connecting member 872, and then drives the wheels 2 to rotate relative to the axle axle 1 to realize steering.
  • the specific implementation of the above-mentioned steering device can also be implemented with reference to the structure in the automobile, and the structure can be adaptively adjusted to meet the requirements of the trolleybus.
  • This embodiment provides a trolleybus, including: a car body and a running system, and the running system adopts the implementation mode provided by any of the foregoing contents.
  • the running system is arranged under the car body.
  • the car body is respectively connected with the car body connector and the suspension assembly in the running system.
  • the car body connector plays the role of transmitting traction and braking force between the car body and the running system.
  • the suspension The components play a role in buffering the force between the car body and the running system.
  • the trolleybus provided in this embodiment adopts the traveling system provided by any one of the foregoing contents.
  • the traveling system includes: an axle bridge extending in a transverse direction. The two ends of the axle bridge are connected to wheels through a steering shaft, and the wheels can be relative to the steering shaft. The wheel rotates together with the steering shaft and deflects to a certain angle relative to the axle bridge under the drive of the steering device; the running system also includes a reed and a suspension assembly. One end of the reed is connected to the car body through a car body connector to realize the connection with the car body.
  • the traction or braking force is transmitted between the bodies; the other end of the reed is connected to the car body through the suspension assembly to realize the buffering of the force between the axle bridge and the car body, so as to reduce the vibration transmitted to the car body and improve the ride comfort degree.
  • first and second are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with “first” and “second” may explicitly or implicitly include one or more of these features.
  • a plurality of means at least two, such as two, three, etc., unless specifically defined otherwise.
  • the terms “installed”, “connected”, “connected”, “fixed” and other terms should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection , Or integrated; it can be mechanically connected, or electrically connected, or can communicate with each other; it can be directly connected, or indirectly connected through an intermediate medium, it can be the internal communication of two components or the interaction between two components.
  • installed can be a fixed connection or a detachable connection , Or integrated; it can be mechanically connected, or electrically connected, or can communicate with each other; it can be directly connected, or indirectly connected through an intermediate medium, it can be the internal communication of two components or the interaction between two components.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

一种无轨电车走行系统及无轨电车，其中，走行系统用于设置在无轨电车中车体的下方；走行系统包括：轴桥（1），沿横向方向延伸；轴桥的两端通过转向轴（12）与车轮（2）相连；牵引悬挂装置，设置在轴桥上；牵引悬挂装置包括：簧片（3）和悬挂组件，簧片的一端通过车体连接件（4）与车体相连，簧片的另一端通过悬挂组件与车体相连；转向装置（8），与转向轴相连，用于驱动转向轴和车轮相对于轴桥转动。无轨电车走行系统及无轨电车具有较好的减振效果。

Description

无轨电车走行系统及无轨电车 技术领域
本申请涉及无轨电车走行技术，尤其涉及一种无轨电车走行系统及无轨电车。
背景技术
随着各大城市汽车保有量的逐年增长，交通拥堵的现象越来越多严重，于是乘坐公共交通工具出行成为人们提倡的首选出行方式。公共交通工具包括：地铁、轻轨、公共汽车、无轨电车等，其中，无轨电车以其环保无排放、载客量大、基础设施建造较容易、建造成本较低等优点，已经在许多城市投入应用。
无轨电车主要包括：车厢和走行系统，走行系统用于实现走行和转向的功能。走行系统通常设置在车厢的下方，由于传统的走行系统高度较高，抬高了车厢地板的高度，使得车厢的重心较高，稳定性较差。而且，无轨电车包括至少两节车厢，而无轨电车在城市道路中行驶的过程中，弯道较多，且转弯半径较小，因此各车厢之间的牵引和缓冲结构决定了无轨电车在转弯过程中的性能，目前常见的无轨电车在转弯过程中均存在稳定性较差、振动较大等问题。
发明内容
为解决上述技术缺陷之一，本申请实施例中提供了一种无轨电车走行系统及无轨电车。
本申请第一方面实施例提供一种无轨电车走行系统，用于设置在无轨电车中车体的下方；所述走行系统包括：
轴桥，沿横向方向延伸；所述轴桥的两端通过转向轴与车轮相连；
牵引悬挂装置，设置在所述轴桥上；所述牵引悬挂装置包括：簧片和悬挂组件，所述簧片的一端通过车体连接件与车体相连，簧片的另一端通过悬挂组 件与车体相连；
转向装置，与所述转向轴相连，用于驱动所述转向轴和车轮相对于轴桥转动。
本申请第二方面实施例提供一种无轨电车，包括：车体及如上所述的走行系统；
所述车体分别与所述走行系统中的车体连接件和悬挂组件相连。
本申请实施例所提供的技术方案所提供的走行系统，用于设置在无轨电车中车体的下方，该走行系统包括：沿横向方向延伸的轴桥，轴桥的两端通过转向轴与车轮相连，车轮能够相对于转向轴转动，且车轮还与转向轴一起在转向装置的驱动下相对于轴桥偏转一定角度；走行系统还包括簧片和悬挂组件，簧片的一端通过车体连接件与车体相连，实现与车体之间传递牵引力或制动力；簧片的另一端通过悬挂组件与车体相连，实现对轴桥与车体之间的作用力进行缓冲，以减小传递给车体的振动，提高乘坐舒适度。
附图说明
此处所说明的附图用来提供对本申请的进一步理解，构成本申请的一部分，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1为本申请实施例一提供的走行系统的结构示意图；
图2为本申请实施例二提供的走行系统中轴桥的结构示意图；
图3为本申请实施例二提供的走行系统中轴桥上设置有牵引悬挂装置的结构示意图；
图4为本申请实施例二提供的走行系统中牵引悬挂装置的结构示意图；
图5为本申请实施例二提供的走行系统中簧片的结构示意图；
图6为本申请实施例二提供的走行系统中簧片通过车体连接件与车体相连的结构示意图；
图7为本申请实施例二提供的走行系统中簧片上设置有减振器连接座的结 构示意图；
图8为本申请实施例三提供的走行系统中轴桥端部通过转向轴与车轮相连的二维剖视图；
图9为本申请实施例三提供的走行系统中轴桥端部通过转向轴与车轮相连的立体剖视图；
图10为本申请实施例三提供的走行系统中轴桥端部通过转向轴与车轮相连的爆炸视图；
图11为本申请实施例三提供的走行系统中设置有制动盘的局部示意图；
图12为本申请实施例三提供的走行系统中制动盘与制动装置配合的结构示意图；
图13为本申请实施例三提供的走行系统中设置有制动装置的局部示意图；
图14为本申请实施例四提供的走行系统中抗侧滚装置与轴桥相连的结构示意图；
图15为本申请实施例五提供的走行系统中的转向装置的结构示意图。
附图标记：
100-车体底架；
1-轴桥；11-轴孔；12-转向轴；121-连轴部；1211-连轴孔；122-连轴盖；1221-定位槽；123-传动轴；13-簧片安装部；14-销轴；15-轴承；
2-车轮；21-轮毂；
3-簧片；301-高位段；302-中间段；303-低位段；31-第一安装部；32-第一连接轴；33-U形螺栓；34-螺母；35-止档座；36-止档件；37-减振器连接座；38-第二连接轴；
4-车体连接件；41-车体安装部；42-簧片轴座；
51-空气弹簧；52-垂向减振器；
61-制动盘；62-制动装置；
7-抗侧滚装置；71-抗侧滚扭杆；72-抗侧滚连接臂；73-抗侧滚连接件；74- 橡胶节点；
8-转向装置；81-转向盘；82-转向轴杆；83-万向节；84-转向传动轴；85-转向器；851-输出连杆；86-转向推杆；871-转向连杆；872-转向连接件。
具体实施方式
为了使本申请实施例中的技术方案及优点更加清楚明白，以下结合附图对本申请的示例性实施例进行进一步详细的说明，显然，所描述的实施例仅是本申请的一部分实施例，而不是所有实施例的穷举。需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
实施例一
本实施例提供一种走行系统，能够应用于无轨电车中。无轨电车是一种由电机驱动且不依赖固定轨道行驶的道路公共交通工具。无轨电车包括：车体及走行系统，本实施例所提供的走行系统设置在车体下方，用于对车体进行支撑，并具备走行的功能。
本实施例中，将与无轨电车行进方向称为纵向，将与行进方向垂直的方向称为横向，将竖直方向称为垂向。
图1为本申请实施例一提供的走行系统的结构示意图。如图1所示，本实施例提供的走行系统包括：轴桥1、车轮2、牵引悬挂装置和转向装置8。其中，轴桥1作为走行系统的主体部件，起到连接其余各部件的作用。轴桥1沿横向方向延伸，其两端通过转向轴12与车轮2相连，转向轴12可相对于轴桥1转动一定角度，车轮2与转向轴12同步转动，实现转向的功能。车轮2自身还可以相对于转向轴12沿车轮2的轴线方向转动。
牵引悬挂装置设置在轴桥1上，用于连接车体，并能够对车轮2与车体之间的振动进行缓冲。牵引悬挂装置包括：簧片3和悬挂组件。其中，簧片3大致沿水平方向延伸，其一端通过车体连接件4与车体相连，用于传递牵引力或制动力。簧片3的另一端与悬挂组件相连，悬挂组件的顶部与车体相连，悬挂 组件用于对轴桥1与车体之间的振动进行缓冲，以减弱传递给车体的振动，提高乘坐舒适度。而且，簧片3自身也能通过弯曲变形吸收一部分振动，具有一定的缓冲能力。
转向装置8与转向轴12相连，用于驱动转向轴12相对于轴桥1转动，车轮2跟随转向轴12一同相对于轴桥1转动。
上述走行系统的纵向力传递路径为：车轮与地面之间的振动依次沿着转向轴12、轴桥1、簧片3、车体连接件4传递给车体，或者，依次沿着转向轴12、轴桥1、簧片3、悬挂组件传递给车体。
本实施例所提供的技术方案所提供的走行系统，用于设置在无轨电车中车体的下方，该走行系统包括：沿横向方向延伸的轴桥，轴桥的两端通过转向轴与车轮相连，车轮能够相对于转向轴转动，且车轮还与转向轴一起在转向装置的驱动下相对于轴桥偏转一定角度；走行系统还包括簧片和悬挂组件，簧片的一端通过车体连接件与车体相连，实现与车体之间传递牵引力或制动力；簧片的另一端通过悬挂组件与车体相连，实现对轴桥与车体之间的作用力进行缓冲，以减小传递给车体的振动，提高乘坐舒适度。
实施例二
本实施例是在上述实施例的基础上，提供一种走行系统的具体实现方式，尤其是对上述牵引悬挂装置的具体实现方式进行详细说明。
图2为本申请实施例二提供的走行系统中轴桥的结构示意图，图3为本申请实施例二提供的走行系统中轴桥上设置有牵引悬挂装置的结构示意图。如图1至图3所示，轴桥1的中部向下凹陷形成用于容纳牵引悬挂装置的空间，即：轴桥1呈两端高中间低的形状。牵引悬挂装置的数量为两个，对称设置在轴桥1上，具体是设置在中间较低的位置处。
将轴桥1设置成两端高中间低的形状，将牵引悬挂装置安装在轴桥1的中 间较低的部分，能够降低牵引悬挂装置的整体高度，进而能够降低车体的高度及重心，提高行驶稳定性。
将两个牵引悬挂装置沿横向方向依次设置在轴桥1上，且对称分布。两个牵引悬挂装置分别与车体相连，对车体的横向两侧进行支撑和缓冲，使得车体的横向方向受力均衡，有利于提高稳定性。
本实施例还提供一种牵引悬挂装置的具体实现方式：
图4为本申请实施例二提供的走行系统中牵引悬挂装置的结构示意图，图5为本申请实施例二提供的走行系统中簧片的结构示意。如图3至图5所示，簧片3为牵引悬挂装置中的主体结构，呈长条形结构，沿纵向方向延伸，设置在轴桥1的上表面。将簧片3沿纵向方向布置，能够利用轴桥中部的凹陷空间，有利于降低车体高度。而且纵向布置也有利于自身的定位和安装，还方便悬挂组件等部件的定位和安装，简化安装结构，有效利用车体下方的空间，提高空间利用率。
本实施例中，簧片3近似呈“Z”字形，具有沿高度依次降低的高位段301、中间段302和低位段303，高位段301和低位段303沿水平方向延伸，中间段302位于高位段301和低位段303之间且近似沿垂向方向延伸。中间段302与高位段301、低位段303之间为圆弧过渡。
上述高位段301的端部通过车体连接件4与车体相连，具体的，在高位段301的端部设置有环状的第一安装部31，第一安装部31内插设有中心线沿横向方向延伸的第一连接轴32。对应的，车体连接件4的下部具有簧片轴座42，第一连接轴32还可以插入簧片轴座42内，以连接簧片3与车体连接座4。第一连接轴32与第一安装部31之间可设置有缓冲结构，以减弱二者之间的作用力，达到缓冲的效果。
车体连接座件4的上部设有车体安装部41，用于通过螺栓与车体相连。图6为本申请实施例二提供的走行系统中簧片通过车体连接件与车体相连的结构示意图。如图4和图6所示，车体安装部41上具有沿垂向方向延伸的安装面， 该安装面与车体底架100的垂向安装面贴合。车体安装部41上设有中心线垂直于安装面的安装孔，以通过螺栓穿过安装孔将车体连接件4固定至车体底架100上。
簧片3的中间段302与轴桥1相连，可通过螺栓直接穿孔连接，也可以通过其他的簧片连接组件与轴桥1相连。例如：簧片连接组件包括：U形螺栓33和螺母34。其中，U形螺栓33的两端分别从簧片3的两侧穿过，再穿过轴桥1后与螺母34相连。
如图2所示，轴桥1上设置有两个簧片安装部13，每个簧片安装部13上均设置有用于穿过U形螺栓33的螺栓孔。
另外，在簧片3的中间段302上设置有垂向止档组件，用于限制车体的垂向最低位移或走行系统的垂向最大位移。具体的，垂向阻挡组件包括：止档座35和止档件36。其中，止档座35设置在簧片3上，止档座35上设有用于固定止档件36的止档件定位孔，可采用螺栓穿过该止档件定位孔将止档座35固定在簧片3上。止档件36的形状如图所示，其底端容纳于止档件定位孔内。
进一步的，还可以通过上述U形螺栓33将止档座35固定在簧片3上。例如：在止档座35的纵向两端分别设有U形螺栓容纳槽，U形螺栓33可容纳并被限位于U形螺栓容纳槽内，U形螺栓33的底端穿过轴桥1后与螺母34相连。采用上述U形螺栓，能够将止档座35和簧片3一同固定至轴桥1上，减少连接件的数量，简化安装结构。
另外，簧片3中的低位段103与悬挂组件相连。具体的，悬挂组件包括空气弹簧51，空气弹簧51的底端通过螺栓与低位段103相连，顶端通过螺栓与车体底架相连。将簧片3设置成近似“Z”字形的折弯结构，且将悬挂组件安装在低位段，能够利用低位段的上方空间，降低悬挂组件的高度，进而能够降低车体的高度。
进一步的，悬挂组件还包括：垂向减振器52，沿垂向方向延伸。垂向减振器52的顶端与车体底架相连，底端与簧片3相连。垂向减振器52的底端可以 直接与簧片3相连，也可以通过其他部件与簧片3相连。本实施例中，采用减振器连接座37与簧片3固定连接，垂向减振器52的底端与减振器连接座37相连。
图7为本申请实施例二提供的走行系统中簧片上设置有减振器连接座的结构示意图。如图7所示，具体的，采用减振器连接座37设置在簧片3的下方，U形螺栓33向下穿过减振器连接座37后再穿过轴桥1。减振器连接座37的端部设有减振器连接轴座，其上设置有轴孔。采用第二连接轴38穿过垂向减振器52底端的螺栓孔及减振器连接轴座上的轴孔，用于连接垂向减振器52与减振器连接座37。
采用减振器连接座37不但能够连接垂向减振器52与簧片3，还能够起到对簧片3中部与轴桥1之间的距离进行适应性调节的作用，还能够提高簧片3中部的连接强度。
实施例三
本实施例是在上述实施例的基础上，对走行系统进行进一步的优化，尤其提供一种轴桥1与车轮2相连的方式。
图8为本申请实施例三提供的走行系统中轴桥端部通过转向轴与车轮相连的二维剖视图，图9为本申请实施例三提供的走行系统中轴桥端部通过转向轴与车轮相连的立体剖视图，图10为本申请实施例三提供的走行系统中轴桥端部通过转向轴与车轮相连的爆炸视图。
如图2、8-10所示，转向轴12的一端通过销轴14与轴桥1的端部相连，以使转向轴12能够相对于轴桥1在垂直于销轴14中心线的平面内转动一定角度。转向轴12的另一端穿设在车轮的轮毂21内且与轮毂21之间通过滚动轴承相连，以使轮毂21能够相对于转向轴12转动。
具体的，轴桥1的端部设有供销轴14穿过的轴孔11。转向轴12的一端设有上下两个连轴部121，两个连轴部121之间具有可容纳轴桥1端部的空间。 每个连轴部121上设有供销轴14穿过的连轴孔1211。销轴14可以依次穿过上方的连轴孔1211、轴孔11和下方的连轴孔1211。另外，采用连轴盖122从外侧盖设在连轴孔1211，连轴盖122可通过螺栓与连轴部121固定连接，实现将轴桥1、销轴14和转向轴12的装配。
进一步的，连轴盖122的内表面设有定位槽1221，销轴14的端部可容纳于定位槽1221内进行定位。
转向轴12的另一端设有传动轴123，传动轴123与轴承15的内圈配合，轴承15的外圈与轮毂21配合，以实现轮毂21可相对于传动轴123转动。
在上述技术方案的基础上，走行系统还包括：制动盘和制动装置，其中，制动盘与车轮2的轮毂21相连，与车轮2同步转动。制动装置设置在转向轴12上，用于在制动状态下夹紧制动盘以抑制车轮2转动。
图11为本申请实施例三提供的走行系统中设置有制动盘的局部示意图，图12为本申请实施例三提供的走行系统中制动盘与制动装置配合的结构示意图，图13为本申请实施例三提供的走行系统中设置有制动装置的局部示意图。如图11至图13所示，制动盘61连接在轮毂21的外侧，与轮毂21同步转动。制动装置62安装在转向轴12上，制动装置62中的夹钳结构延伸至制动盘61的两侧，在制动状态下，夹钳结构压紧在制动盘61的两侧，抑制制动盘61转动，进而抑制轮毂21转动进行制动。制动装置62可通过液压或气动系统进行驱动。
上述轮毂21、制动盘61和制动装置62的结构可参照相关汽车中的相关结构来实现。本实施例中，对轮毂21、制动盘61和制动装置62的结构进行适应性调整，使其可装配在轴桥1的端部。
进一步的，采用转向杆连接在两个转向轴12之间，以使连接在轴桥1两端的两个车轮2可以同步相对于轴桥1转动。转向杆还可以与转向装置相连以通过转向装置控制车轮转向。
实施例四
本实施例是在上述实施例的基础上，对走行系统进行进一步的优化。
如图1所示，本实施例提供的走行系统还包括：抗侧滚装置7，用于限制两侧车轮的高度，避免一侧车轮的高度过大而发生侧翻。抗侧滚装置7沿横向方向延伸，其中部固定在轴桥1上，两端与车体相连。
图14为本申请实施例四提供的走行系统中抗侧滚装置与轴桥相连的结构示意图。如图1和图14所示，抗侧滚装置7具体包括：抗侧滚扭杆71和抗侧滚连接臂72。
其中，抗侧滚扭杆71沿横向方向延伸，通过抗侧滚连接件73与轴桥1相连。抗侧滚扭杆71为圆柱形长杆状，抗侧滚连接件73包括两个具有半圆弧面的管夹，两个管夹之间通过螺栓相连以夹紧抗侧滚扭杆71，再通过螺栓固定至轴桥1。
抗侧滚扭杆71的中部呈直杆状，两端朝向远离轴桥1的方向弯折。抗侧滚扭杆71的两端各设有一个连接孔。抗侧滚连接臂72的数量为两个，分别与抗侧滚扭杆71的端部相连。抗侧滚连接臂72的顶端与车体相连。
抗侧滚连接臂72具体包括：连接臂主体和橡胶节点，连接臂主体沿垂向方向延伸，其底端设有叉接部。橡胶节点安装于抗侧滚扭杆71端部的连接孔内，橡胶节点的两端与叉接部相连。橡胶节点的中部采用金属与橡胶硫化而成，橡胶节点的两端为金属开设螺栓孔。
抗侧滚连接臂72的顶部与车体相连。具体的，抗侧滚连接臂72的顶端设置有连接孔，可采用连接件穿过该连接孔与车体相连。该连接件可以为螺栓，也可以采用橡胶节点与车体相连，或者还可以采用其他连接件进行连接。
采用橡胶节点连接抗侧滚扭杆71与抗侧滚连接臂72，能够对二者之间的作用力进行缓冲，减弱传递给车体的振动量。
实施例五
本实施例是在上述技术方案的基础上，提供一种转向装置的实现方式：
图15为本申请实施例五提供的走行系统中的转向装置的结构示意图。如图15所示，转向装置8包括：依次连接的转向盘81、转向轴杆82、万向节83、转向传动轴84、转向器85、转向推杆86和转向连接组件。其中，转向盘81和转向轴杆82设置在无轨电车的司机室内，万向节83、转向传动轴84、转向器85、转向推杆86和转向连接组件设置在车体下方。转向连接组件分别与两侧的转向轴12相连。
转向盘81转动带动转向轴杆82转动，通过万向节83带动转向传动轴84和转向器85动作，转向器85通过输出连杆851带动转向推杆86动作，驱动转向连接组件向左或向右移动。
转向连接组件的数量为两个，连接在转向推杆86的横向两侧，分别与两侧的转向轴12相连，用于驱动同侧的转向轴12转动。转向连接组件具体包括转向连杆871和转向连接件872，转向连杆871连接在转向推杆86和转向连接件872之间，转向连接件872与转向轴12相连。上述转向推杆86通过转向连杆871和转向连接件872驱动转向轴12相对于轴桥1转动，进而驱动车轮2相对于轴桥1转动，实现转向。上述转向装置的具体实现方式也可参照汽车中的结构来实现，对结构进行适应性调整以满足无轨电车的需求即可。
实施例六
本实施例提供一种无轨电车，包括：车体及走行系统，走行系统采用上述任一内容所提供的实现方式。该走行系统设置在车体的下方，车体分别与走行系统中的车体连接件和悬挂组件相连，车体连接件起到了在车体和走行系统之间传递牵引力和制动力的作用，悬挂组件起到了对车体和走行系统之间的作用力进行缓冲的作用。
本实施例提供的无轨电车，采用上述任一内容所提供的走行系统，该走行系统包括：沿横向方向延伸的轴桥，轴桥的两端通过转向轴与车轮相连，车轮 能够相对于转向轴转动，且车轮还与转向轴一起在转向装置的驱动下相对于轴桥偏转一定角度；走行系统还包括簧片和悬挂组件，簧片的一端通过车体连接件与车体相连，实现与车体之间传递牵引力或制动力；簧片的另一端通过悬挂组件与车体相连，实现对轴桥与车体之间的作用力进行缓冲，以减小传递给车体的振动，提高乘坐舒适度。
在本申请的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”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申请和简化描述，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申请的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本申请的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本申请中，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，也可以是电连接或可以互相通讯；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。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申请中的具体含义。
尽管已描述了本申请的一些可选的实施例，但本领域内的技术人员一旦得知了基本创造性概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括一些可选的实施例以及落入本申请范围的所有变更 和修改。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的精神和范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (24)

  1. 一种无轨电车走行系统，其特征在于，用于设置在无轨电车中车体的下方；所述走行系统包括：
    轴桥，沿横向方向延伸；所述轴桥的两端通过转向轴与车轮相连；
    牵引悬挂装置，设置在所述轴桥上；所述牵引悬挂装置包括：簧片和悬挂组件，所述簧片的一端通过车体连接件与车体相连，簧片的另一端通过悬挂组件与车体相连；
    转向装置，与所述转向轴相连，用于驱动所述转向轴和车轮相对于轴桥转动。
  2. 根据权利要求1所述的走行系统，其特征在于，还包括：
    制动盘，与所述车轮的轮毂相连，以与车轮同步转动；
    制动装置，设置在所述转向轴上；所述制动装置用于在制动状态下夹紧所述制动盘以抑制所述车轮转动。
  3. 根据权利要求1所述的走行系统，其特征在于，还包括：
    抗侧滚装置，沿横向方向延伸；所述抗侧滚装置的中部固定在轴桥上，两端与车体相连。
  4. 根据权利要求1所述的走行系统，其特征在于，所述转向装置包括：依次连接的转向盘、转向轴杆、万向节、转向传动轴、转向器、转向推杆和转向连接组件；所述转向盘、转向轴杆设置在无轨电车的司机室内；万向节、转向传动轴、转向器、转向推杆和转向连接组件设置在车体下方；
    所述转向连接组件分别与两侧的转向轴相连。
  5. 根据权利要求4所述的走行系统，其特征在于，所述转向连接组件的数量为两个，设置在所述转向推杆的横向两侧；
    所述转向连接组件包括：转向连杆和转向连接件，所述转向连杆连接在转向推杆与转向连接件之间，所述转向连接件与转向轴相连。
  6. 根据权利要求1所述的走行系统，其特征在于，所述牵引悬挂装置的数 量为两个，对称设置在所述轴桥上。
  7. 根据权利要求6所述的走行系统，其特征在于，所述簧片呈长条形结构，沿纵向方向延伸，设置在所述轴桥的上表面。
  8. 根据权利要求7所述的走行系统，其特征在于，所述簧片呈“Z”字形，包括：高位段、低位段和位于高位段和低位段之间的中间段；所述中间段与轴桥相连，所述高位段与车体连接件相连，所述低位段与悬挂组件相连。
  9. 根据权利要求1、6、7、8所述的走行系统，其特征在于，所述悬挂组件包括：空气弹簧，其顶部与车体相连，底部与簧片相连。
  10. 根据权利要求9所述的走行系统，其特征在于，所述悬挂组件还包括：垂向减振器，沿垂向方向延伸；所述垂向减振器的顶端与车体相连，底端与簧片相连。
  11. 根据权利要求1、6、7、8所述的走行系统，其特征在于，还包括：簧片连接组件，用于将簧片固定至轴桥上。
  12. 根据权利要求11所述的走行系统，其特征在于，所述簧片连接组件包括：U形螺栓和螺母；所述U形螺栓的两端分别从簧片的两侧穿过再穿过轴桥与螺母相连。
  13. 根据权利要求11所述的走行系统，其特征在于，还包括：垂向止档组件，设置在所述簧片上。
  14. 根据权利要求13所述的走行系统，其特征在于，所述垂向止档组件包括：
    止档座，设置在所述簧片上；所述止档座的上表面设有止档件定位孔；
    止档件，其底端容纳于所述止档件定位孔内。
  15. 根据权利要求14所述的走行系统，其特征在于，所述止档座的纵向两端设有U形螺栓容纳槽，以通过U形螺栓将所述止档座和簧片固定在轴桥上。
  16. 权利要求1所述的走行系统，其特征在于，所述车体连接件具有沿垂向方向延伸的车体安装部，用于向上与车体相连；所述车体连接件还具有簧片 轴座，用于向下与簧片相连。
  17. 根据权利要求1所述的走行系统，其特征在于，所述轴桥的中部向下凹陷形成用于容纳牵引悬挂装置的空间。
  18. 根据权利要求1所述的走行系统，其特征在于，所述转向轴的一端通过销轴与轴桥的端部相连，以使所述转向轴能够相对于轴桥在垂直于销轴中心线的平面内转动；所述转向轴的另一端穿设在车轮的轮毂内且与轮毂之间通过滚动轴承相连。
  19. 根据权利要求18所述的走行系统，其特征在于，所述轴桥的端部设有供销轴穿过的轴孔；
    所述转向轴的一端设有两个连轴部，两个连轴部之间具有可容纳轴桥端部的空间；所述连轴部上设有供销轴穿过的连轴孔；所述连轴部的外侧设有用于盖设在所述连轴孔上的连轴盖，所述连轴盖的内表面设有可容纳销轴端部的定位槽。
  20. 根据权利要求19所述的走行系统，其特征在于，所述转向轴的另一端设有传动轴，用于与轴承的内圈配合。
  21. 根据权利要求3所述的走行系统，其特征在于，所述抗侧滚装置包括：
    抗侧滚扭杆，沿横向方向延伸；所述抗侧滚扭杆与轴桥相连；
    抗侧滚连接臂，沿垂向方向延伸；所述抗侧滚连接臂的数量为两个，分别连接在抗侧滚扭杆的端部，所述抗侧滚连接臂的顶端与车体相连。
  22. 根据权利要求21所述的走行系统，其特征在于，所述抗侧滚扭杆的中部呈直杆状，两端朝向远离轴桥的方向弯折。
  23. 根据权利要求21或22所述的走行系统，其特征在于，所述抗侧滚连接臂包括：
    连接臂主体；所述连接臂主体的一端设有叉接部；
    橡胶节点，设置在所述抗侧滚扭杆端部的连接孔内；所述橡胶节点的两端与所述叉接部相连。
  24. 一种无轨电车，其特征在于，包括：车体及权利要求1-23任一项所述的走行系统；
    所述车体分别与所述走行系统中的车体连接件和悬挂组件相连。
PCT/CN2019/117476 2019-10-15 2019-11-12 无轨电车走行系统及无轨电车 WO2021072856A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201910976082.6A CN112659815A (zh) 2019-10-15 2019-10-15 无轨电车走行系统及无轨电车
CN201910976082.6 2019-10-15

Publications (1)

Publication Number Publication Date
WO2021072856A1 true WO2021072856A1 (zh) 2021-04-22

Family

ID=75399752

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2019/117476 WO2021072856A1 (zh) 2019-10-15 2019-11-12 无轨电车走行系统及无轨电车

Country Status (2)

Country Link
CN (1) CN112659815A (zh)
WO (1) WO2021072856A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115257913B (zh) * 2022-06-16 2023-06-23 中车唐山机车车辆有限公司 一种无轨电车迫导向系统及无轨电车

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1986311A (zh) * 2006-11-24 2007-06-27 株洲时代新材料科技股份有限公司 一种轨道车辆用抗侧滚扭杆弹簧
CN200992196Y (zh) * 2006-12-31 2007-12-19 上海中上汽车科技有限公司 无轨无线电车制动装置
US20140117640A1 (en) * 2012-10-30 2014-05-01 SuperSprings International, Inc. Vehicular suspension enhancement
CN106004313A (zh) * 2016-05-26 2016-10-12 石家庄奥通机械设备制造有限公司 一种半挂车用中部提升的空气悬挂系统
CN107813657A (zh) * 2017-11-29 2018-03-20 青岛海通车桥有限公司 一种卡车盘式制动器顶置前桥总成
CN108438045A (zh) * 2018-03-08 2018-08-24 南京威尔瑞智能科技有限公司 一种电传控制非梯形机构转向装置
CN109334346A (zh) * 2018-09-30 2019-02-15 苏州安耐驰汽车科技有限公司 一种下沉式后桥

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19957628B4 (de) * 1999-11-30 2008-06-26 ZF Lemförder GmbH Achsaufhängung für Starrachsen von Fahrzeugen
KR20110065201A (ko) * 2009-12-09 2011-06-15 한국철도기술연구원 버스용 전면 현가장치
JP6482110B2 (ja) * 2014-09-22 2019-03-13 株式会社Ｓｕｂａｒｕ サスペンション装置
CN104228506B (zh) * 2014-10-09 2016-06-08 安徽江淮汽车股份有限公司 一种空气悬架
CN104309686A (zh) * 2014-10-27 2015-01-28 中国重汽集团济南动力有限公司 转向桥总成
DE102017106826B4 (de) * 2017-02-09 2020-07-23 Schaeffler Technologies AG & Co. KG Federbein für ein Kraftfahrzeug
CN107651005A (zh) * 2017-09-30 2018-02-02 江苏大学 一种四轮行走机械的电液混合助力转向系统及其控制方法
CN207579490U (zh) * 2017-12-11 2018-07-06 广东富华重工制造有限公司 车辆用空气悬挂
CN108819649A (zh) * 2018-06-25 2018-11-16 浙江吉利控股集团有限公司 横置板簧结构及双横臂后独立悬架
CN109178010A (zh) * 2018-09-04 2019-01-11 中车株洲电力机车有限公司 一种跨座式单轨列车及其牵引悬挂系统

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1986311A (zh) * 2006-11-24 2007-06-27 株洲时代新材料科技股份有限公司 一种轨道车辆用抗侧滚扭杆弹簧
CN200992196Y (zh) * 2006-12-31 2007-12-19 上海中上汽车科技有限公司 无轨无线电车制动装置
US20140117640A1 (en) * 2012-10-30 2014-05-01 SuperSprings International, Inc. Vehicular suspension enhancement
CN106004313A (zh) * 2016-05-26 2016-10-12 石家庄奥通机械设备制造有限公司 一种半挂车用中部提升的空气悬挂系统
CN107813657A (zh) * 2017-11-29 2018-03-20 青岛海通车桥有限公司 一种卡车盘式制动器顶置前桥总成
CN108438045A (zh) * 2018-03-08 2018-08-24 南京威尔瑞智能科技有限公司 一种电传控制非梯形机构转向装置
CN109334346A (zh) * 2018-09-30 2019-02-15 苏州安耐驰汽车科技有限公司 一种下沉式后桥

Also Published As

Publication number Publication date
CN112659815A (zh) 2021-04-16

Similar Documents

Publication Publication Date Title
WO2019128615A1 (zh) 一种悬挂式单轨列车及其转向架、驱动制动装置
CN109720370B (zh) 一种转向架与具有其的轨道交通系统
US6871598B2 (en) Arrangement of radial bogie
JP4979374B2 (ja) 低床式鉄道車両用台車
CN100482483C (zh) 框架一体化的后悬架系统
WO2022032807A1 (zh) 构架、转向架及轨道车辆
CN111661094A (zh) 一种跨座式单轨车辆的牵引悬挂装置及工作方法
CN210971081U (zh) 轨道车辆的非动力转向架系统及轨道车辆
WO2021072856A1 (zh) 无轨电车走行系统及无轨电车
CN112550337B (zh) 一种具有抗点头与抗侧滚的单轴转向架及具有其的轨道车辆
WO2024093632A1 (zh) 一种新型数字轨道胶轮电车用拖车转向架
CN112009515B (zh) 用于轨道车辆的转向架、轨道车辆和轨道交通系统
WO2021072854A1 (zh) 无轨电车走行系统及无轨电车
CN112659833A (zh) 无轨电车走行系统及无轨电车
JP2000038132A (ja) 鉄道車両用台車
CN210971259U (zh) 无轨电车轴桥组成及无轨电车
CN112298248B (zh) 用于轨道车辆的转向架、轨道车辆和轨道交通系统
WO2021047018A1 (zh) 无轨电车走行系统及无轨电车
WO2021047013A1 (zh) 无轨电车动力走行系统及无轨电车
CN112659832A (zh) 无轨电车悬挂装置及无轨电车
CN112455489B (zh) 应用于无轨电车的轴箱
CN112455242B (zh) 应用于无轨电车的走行系统及无轨电车
CN217099984U (zh) 一种120t矿用隧道牵引机车转向构架
CN220500474U (zh) 车辆及底盘
CN114954542B (zh) 一种轮毂直驱双轨胶轮单轴走行系统

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 19949511

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 19949511

Country of ref document: EP

Kind code of ref document: A1