CN112141153B - Bogie and railway vehicle with same - Google Patents
Bogie and railway vehicle with same Download PDFInfo
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- CN112141153B CN112141153B CN201910562613.7A CN201910562613A CN112141153B CN 112141153 B CN112141153 B CN 112141153B CN 201910562613 A CN201910562613 A CN 201910562613A CN 112141153 B CN112141153 B CN 112141153B
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- bogie
- vehicle body
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- 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
- B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
- B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
- B61F5/301—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating metal springs
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- 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
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- Vibration Prevention Devices (AREA)
Abstract
The invention discloses a bogie for a railway vehicle and a railway vehicle with the same, wherein the bogie comprises: a guide assembly, a resilient shock absorber, and a decoupling mechanism. The lower end of the elastic damping part is connected with the steering component; the decoupling mechanism comprises a first part and a second part which are connected in a rotating mode, the top wall of the first part is located above the top wall of the second part, the first part is suitable for being connected with the body of the railway vehicle, and the upper end of the elastic shock absorption piece is connected with the second part. According to the bogie for the railway vehicle, disclosed by the embodiment of the invention, the coupling between the bogie and the vehicle body can be reduced through the decoupling device, so that the influence on the vehicle body due to the inconsistent track height is reduced, and the riding comfort is improved.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a bogie and a rail vehicle with the same.
Background
In the related art, the bogie is directly connected to the car body through the damper spring, however, the rail inevitably has a certain error in the height direction, and the height of the rail is not uniform in the direction perpendicular to the extending direction of the rail. When rail vehicle walked on the track, the orbital high nonconformity led to the vibrations of bogie can directly pass through the spring and transmit the automobile body, from this, led to rail vehicle at the in-process stationarity variation of traveling, influenced passenger's the experience of taking.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides the bogie, which can reduce the coupling between the bogie and the vehicle body through the decoupling device arranged in the bogie, further reduce the influence of the height inconsistency of the track on the vehicle body and improve the riding comfort.
The invention also provides a railway vehicle with the bogie.
According to an embodiment of the first aspect of the invention, a bogie for a railway vehicle comprises: the lower end of the elastic damping piece is connected with the steering assembly; the decoupling mechanism comprises a first part and a second part which are connected in a rotating mode, the top wall of the first part is located above the top wall of the second part, the first part is suitable for being connected with the body of the railway vehicle, and the upper end of the elastic shock absorption piece is connected with the second part.
According to the bogie for the railway vehicle, disclosed by the embodiment of the invention, the coupling between the bogie and the vehicle body can be reduced through the decoupling device, so that the influence of the inconsistent height of the track on the vehicle body is reduced, and the riding comfort is improved.
In addition, the bogie of the railway vehicle according to the above embodiment of the present invention may further have the following additional technical features:
in some embodiments, the first portion includes two connecting portions spaced apart from each other, the two connecting portions are respectively located on both sides of the second portion in an extending direction parallel to the rotation axis of the second portion, and each connecting portion is rotatably connected to the second portion, and each connecting portion is adapted to be fixed to the vehicle body.
According to one embodiment of the present invention, each of the connection portions includes a first top plate and a first connection portion, the first connection portion extending downward from a middle portion of the first top plate, the first connection portion being rotatably connected to the second portion, the first top plate being adapted to be fixed to the vehicle body.
In some embodiments, the width of the first connecting portion gradually decreases in a downward direction in a direction parallel to the width direction of the vehicle body.
In some embodiments, a weight-reducing structure is provided on each of the connecting portions.
In some embodiments, the weight-reducing structure is a weight-reducing hole extending from a top wall of the first top plate to the first connecting portion.
In some embodiments, the width of the lightening hole is gradually reduced in a downward direction in a direction parallel to a width direction of the vehicle body.
In some embodiments, the two connecting portions and the second portion are pivotally connected by a common pivot axis.
In some embodiments, the resilient cushioning member is a spring.
In some embodiments, the number of the elastic damping members is multiple, the second portion includes two second top plates and two connecting members, lower ends of the two connecting members are connected, a joint of the two connecting members is rotatably connected to the first portion, the two second top plates are correspondingly connected to upper ends of the two connecting members, respectively, and each of the two second top plates is connected to at least one of the elastic damping members.
In some embodiments, each of the connection members is formed in a plate shape extending obliquely, and a thickness of each of the connection members gradually increases in a downward direction.
In some embodiments, the two top plates and the two connecting members are integrally formed, and the upper end of the elastic damping member is welded to the second top plate.
In some embodiments, a cushioning structure is provided on the first portion and/or the second portion, the cushioning structure being located between the first portion and the second portion.
In some embodiments, the decoupling mechanism has an initial state in which the first and second portions are relatively stationary, and a reset member is disposed between the first and second portions, the reset member driving the first and second portions to rotate relative to each other to the initial state.
In some embodiments, the steering assembly comprises: the steering mechanism comprises a guide frame, an axle main body and two steering knuckles, wherein the axle main body is arranged on the guide frame; the two steering knuckles are respectively arranged at two ends of the axle main body, and the lower end of the elastic damping piece is connected with the axle main body.
According to the railway vehicle, the bogie is connected with the vehicle body, so that the coupling between the bogie and the vehicle body can be reduced through the decoupling device, the influence of transverse vibration generated by uneven tracks on the vehicle body can be further reduced, and the riding comfort is improved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic illustration of a rail vehicle traveling on a track in accordance with an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a bogie according to an embodiment of the present invention;
FIG. 3 is a perspective view of a construction of a truck according to an embodiment of the present invention;
FIG. 4 is a perspective view of a portion of the structure of a truck according to an embodiment of the present invention;
FIG. 5 is a schematic view of a bogie according to an embodiment of the invention riding on a track;
FIG. 6 is a mating view of a decoupling mechanism and a resilient cushioning member according to an embodiment of the present invention;
FIG. 7 is a cross-sectional view of a decoupling mechanism and an elastomeric damper according to an embodiment of the present invention.
Reference numerals:
a rail vehicle 1000; a bogie 100; a steering assembly 100 a; a vehicle body 200; a rail 2000;
a guide frame 1; a guide wheel 11; a knuckle 12;
a bridge main body 2;
running wheels 21;
an elastic shock absorbing member 3;
a decoupling mechanism 4; a buffer structure 4 a;
a first portion 41;
a connecting portion 411;
a first top plate 4111; a first connection portion 4112; a lightening hole 4113; weight reducing structure 4113a
A second portion 42;
a second top plate 421; a connecting member 422;
a restoring member 43;
a power assembly 5; a transmission shaft assembly 6; a drawbar 7; a vertical shock absorber 8; anti-roll torsion bar 9.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", and the like, indicate orientations and positional relationships based on the orientations and positional relationships shown in the drawings, and are used merely for convenience of description and for simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be considered as limiting the present invention. Furthermore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
A bogie 100 for a railway vehicle 1000 according to an embodiment of the present invention will be described with reference to fig. 1 to 7, wherein the railway vehicle 1000, as shown in fig. 1, may include a vehicle body 200 and the bogie 100, the bogie 100 being mounted on the vehicle body 200, and specifically, the bogie 100 may be coupled with the vehicle body 200 through a drawbar 7 to transmit power.
As shown in fig. 2, a bogie 100 according to an embodiment of the first aspect of the present invention may include: a steering assembly 100a, an elastic shock absorber 3 and a decoupling mechanism 4, wherein the steering assembly 100a may include: guide frame 1, axle main part 2, two knuckles 12.
The axle main body 2 is arranged on the guide frame 1, the two steering knuckles 12 are respectively arranged at the two axial ends of the axle main body 2, and each steering knuckle 12 is correspondingly provided with a traveling wheel 21. When the rail vehicle 1000 travels, the traveling wheels rotate on the top surface of the rail 2000 to drive the rail vehicle 1000 to travel along the rail 2000.
The lower end of the elastic damping member 3 is connected to the bridge main body 2. The decoupling mechanism 4 comprises a first portion 41 and a second portion 42 which are rotationally connected, the top wall of the first portion 41 being located above the top wall of the second portion 42, the first portion 41 being adapted to be connected to the body 200 of the rail vehicle, and the upper end of the resilient damper 3 being connected to the second portion 42.
Specifically, the top wall of the first portion 41 and the top wall of the second portion 42 in the decoupling mechanism 4 are both the portions closest to the vehicle body side, wherein the top wall portion of the first portion 41 can be connected to the vehicle body 200, the top wall of the second portion 42 cannot be directly contacted with the vehicle body 200 because the top wall of the first portion 41 is higher than the top wall of the second portion 42, and the second portion 42 in the decoupling mechanism 4 is connected to the upper end of the elastic shock-absorbing member 3, that is, the decoupling mechanism 4 provided in the bogie 100 connects the vehicle body 200 and the elastic shock-absorbing member 3 together, in other words, the upper end of the elastic shock-absorbing member 3 is not directly connected to the vehicle body 200. It should be noted that the connection form of the first portion 41 and the vehicle body 200 is not limited, and the connection form of the second portion 42 and the elastic damping member 3 is also not limited, for example, the upper end of the elastic damping member 3 may be welded to the second portion 42, or may be detachably connected, for example, a bolt is used for connection, and the like, which is not described herein again. Note that the top wall of the first portion 41 may be located directly above the top wall of the second portion 42, or the top wall of the first portion 41 may be located obliquely above the top wall of the second portion 42, which is not limited to this.
The lower end of the elastic shock absorbing member 3 is connected to the bridge body 2, and the elastic shock absorbing member 3 may be a spring, for example, but not limited to, a secondary spring; the track 2000 may be two parallel tracks, the guiding frame 1 may further include a plurality of guiding wheels 11, the plurality of guiding wheels 11 are fixed at a lower portion of the guiding frame 1 and are spaced apart along a spacing direction of the two tracks, and the plurality of guiding wheels 11 may respectively fit inside the two tracks, that is, each guiding wheel 11 may respectively run along an inner surface of the track 2000. The material and the configuration of the guide wheels 11 and the running wheels 21 are not limited, and for example, the material may be a rubber tire, and the configuration may be a pneumatic tire or a solid tire, and the present invention is not limited thereto.
When the directions of the two rails 2000 are changed during the running of the railway vehicle 1000, for example, at a turning position, the guide frame 1 is guided to rotate by the interaction of the plurality of guide wheels 11 and the inner sides of the two rails 2000, the rotation of the guide frame 1 can be respectively transmitted to the steering knuckles 12 at the two axial ends of the axle main body 2 through the connecting components, and the two steering knuckles 12 respectively act on the corresponding running wheels 21, so that the running wheels 21 can correspondingly rotate along the directions of the two rails, and the steering of the bogie 100 is further realized.
Specifically, when the rail is manufactured, the height of the rail surface in the direction perpendicular to the extending direction of the rail is inevitably inconsistent, so that the contact surface between the rail and the running wheels in the bogie is uneven, and the unevenness of the rail surface can cause the bogie to generate vibration, including transverse vibration and longitudinal vibration. For example, when a rail surface of one rail suddenly sinks downwards during running of a rail vehicle, the running wheels running on the rail sink due to unevenness of the rail surface, but the rail surface and the running wheels on the other side still keep the original height, so that the rail vehicle inclines downwards along with the running wheels, and when the rail becomes flat again, the inclined components of the rail vehicle restore to the original shape. It should be noted that lateral vibration refers to vibration parallel to the horizontal plane, and longitudinal vibration refers to vibration perpendicular to the horizontal direction.
Some rail vehicle of correlation technique, through damping spring and automobile body direct connection, although damping spring can eliminate most vertical vibrations, but the influence that lateral vibration brought the automobile body can not fine reduction, consequently, can lead to rail vehicle at high-speed driving in-process stationarity and security worsen to can also influence passenger's the experience of taking.
According to the bogie 100 of the embodiment of the invention, the first part 41 and the second part 42 in the decoupling mechanism 4 are respectively connected with the vehicle body 200 and one end (namely one end close to the vehicle body 200) of the elastic shock absorbing part 3, the other end (namely one end far away from the vehicle body 200) of the elastic shock absorbing part 3 is connected with the axle main body 2, during the running process of the railway vehicle 1000, the transverse shock caused by the unevenness of the rail 2000 is not directly transmitted to the vehicle body 200 through the elastic shock absorbing part 3 arranged on the axle main body 2, but the transverse shock is transmitted to the second part 42 in the decoupling mechanism 4 firstly, as the first part 41 and the second part 42 are rotatably connected, and the top wall of the first part 41 is higher than that of the second part 42, therefore, when the transverse shock is transmitted to the second part 42, the second part 42 can incline at a certain angle, and the first part 41 can keep the original state, when the rail 2000 is flattened again, the inclined component of the part can be restored, so that the vehicle body 200 connected with the first part 41 can be kept balanced all the time, and the influence of transverse vibration on the vehicle body 200 can be effectively reduced.
According to the bogie 100 for the railway vehicle 1000 provided by the embodiment of the invention, by arranging the decoupling mechanism 4, the decoupling mechanism 4 can prevent the transverse vibration of the guide frame 1 from being directly transmitted to the vehicle body 200 through the elastic damping part 3, so that the coupling between the bogie 100 and the vehicle body 200 is reduced, the influence of the transverse vibration generated by the unevenness of the track 2000 on the vehicle body 200 can be reduced, and the riding comfort is improved.
In some embodiments, as shown in fig. 6 and 7, the first portion 41 of the decoupling mechanism 4 may include two connecting portions 411 arranged at intervals, and along the extending direction of the rotation axis of the second portion 42, the two connecting portions 411 are located at two sides of the second portion 42, and each connecting portion 411 is in rotating fit with the second portion 42, and each connecting portion 411 is suitable for being fixed on the vehicle body 200. That is, the second portion 42 is located between the two connecting portions 411, and the second portion 42 can rotate with respect to the two connecting portions 411. Thus, by providing two connecting portions 411 on both sides of the second portion 42, the second portion 42 can be uniformly stressed, and at the same time, when the second portion 42 rotates, the first portion 41 can be kept as it is, thereby decoupling the bogie 100 from the vehicle body 200. In addition, the first part 41 and the second part 42 are simple in structural form, and are convenient to machine, form and assemble, and production efficiency is improved.
It should be noted that the specific connection form of the two connection portions 411 and the second portion 42 for rotational connection is not limited, for example, the two portions may be connected in series by a shaft to realize rotation, and the like, as long as the second portion 42 can be realized to rotate relative to the two connection portions 411, which is not limited herein.
In some embodiments of the present invention, as shown in fig. 6 and 7, each of the connection portions 411 of the first portion 41 may include a first top plate 4111 and a first connection portion 4112, the first connection portion 4112 extends downward from a middle portion of the first top plate 4111, the first connection portion 4112 is rotatably connected to the second portion 42, and the first top plate 4111 is adapted to be fixed to the vehicle body 200, so that the two connection portions 411 are structurally simple and the second portion 42 is easily connected to the first portion 41.
Preferably, in a direction parallel to the width direction of the vehicle body 200, the width of the first connecting portion 4112 gradually decreases in a downward direction, that is, the width of a portion where the first connecting portion 4112 is connected to the first top plate 4111 is greater than the width of the lowermost portion of the first connecting portion 4112, so that the material consumption of the first connecting portion 4112 can be reduced, and the production cost of the first connecting portion 4112 can be reduced.
Of course, it is understood that the structure of the first portion 41 is not limited thereto, and for example, the first top plates 4111 of the two connecting portions 411 may be connected by a connecting plate to form a whole, thereby improving the structural strength of the first portion 41.
As shown in fig. 4 to 7, in some embodiments of the present invention, each of the connection portions 411 is provided with a weight-reducing structure 4113a, so that the weight of the connection portion 411 can be reduced.
Preferably, the weight reducing structures 4113a may be weight reducing holes 4113, and the weight reducing holes 4113 extend from the top wall of the first top plate 4111 to the first connection portion 4112, so that the material of the connection portion 411 may be reduced, and the production cost of the connection portion 411 may be reduced. In some specific examples of the present invention, as shown in fig. 6 and 7, the first connecting portion 4112 is substantially "V" shaped as viewed from the front, and the hollow portion is a lightening hole 4113 to lighten the weight of the connecting portion 411.
As shown in fig. 6 and 7, in some embodiments of the invention, the width of the lightening hole 4113 gradually decreases in a downward direction in a direction parallel to the width direction of the vehicle body 200. So that the strength of the lower portion of each connecting portion 411 is higher than that of the upper portion, ensuring the reliability of the rotational connection between each connecting portion 411 and the second portion 42.
Preferably, as shown in fig. 6 and 7, in some embodiments of the present invention, the two connecting portions 411 and the second portion 42 in the first portion 41 can be rotatably connected by a same pivot, so as to ensure that each connecting portion 411 and the second portion 42 can rotate coaxially, thereby reducing the manufacturing difficulty. Of course, the present invention is not limited thereto, and each of the connecting portion 411 and the second portion 42 may be rotatably connected by a respective pivot shaft, wherein the coaxiality of the pivot shafts is ensured, and the details are not described herein.
As shown in fig. 6 and 7, in some embodiments of the present invention, the second portion 42 may include two second top plates 421 and two connection members 422, lower ends of the two connection members 422 are connected and a connection portion of the two connection members 422 is rotatably connected to the first portion 41, the two second top plates 421 are correspondingly connected to upper ends of the two connection members 422, respectively, and each of the second top plates 421 is connected to at least one elastic shock-absorbing member 3, respectively. That is, the vibration transmitted by the elastic shock-absorbing member 3 can be transmitted to the second top plate 421 in the second portion 42 and then transmitted to the connecting member 422 by the second top plate 421, and since the connecting portion of the connecting member 422 is rotatably connected to the first portion 41, the influence of the vibration on the vehicle body 200 can be reduced. It should be noted that the connection form of the elastic shock absorbing member 3 and the second top plate 421 is not limited, preferably, the upper end of the elastic shock absorbing member 3 may be connected to the second top plate 421 by welding, and optionally, the upper end of the elastic shock absorbing member 3 and the second top plate 421 are detachably connected, for example, by bolts, and the like, which are not described herein again.
Alternatively, each of the connection members 422 is formed in a plate shape extending obliquely, and the thickness of each of the connection members 422 gradually increases in a downward direction. Thereby, the structural stability and structural strength of the second portion 42 may be increased.
In some specific examples of the present invention, as shown in fig. 7, the second portion 42 is formed by plates with different thicknesses, the second portion 42 may be a V-shape with a larger opening at the top as viewed from the side, and the two connecting members 422 may be gradually thicker from the top to the bottom, which may increase the structural strength of the place where the connecting member 422 is rotatably connected to the first portion 41, the thinner ends of the two connecting members 422 are connected to the second top plate 421, and the second top plate 421 is connected to the upper end of the elastic buffer member 3, wherein the number of the elastic buffer members 3 may be plural. Therefore, enough movement space for the second part 42 and the first part 41 to rotate can be increased, and meanwhile, the material of the connecting piece 422 can be saved and the cost can be reduced.
As shown in fig. 6 and 7, in some embodiments of the present invention, both the second top plates 421 and the two connection members 422 may be integrally formed, so that the structural strength of the second portion 42 may be increased, and the upper ends of the elastic buffer members 3 are connected to the second top plates 421 by welding, so that the connection reliability of the elastic buffer members 3 to the second top plates 421 may be increased.
In addition, as shown in fig. 6, a buffer structure 4a may be further disposed on the first portion 41 and/or the second portion 42, and the buffer structure 4a is located between the first portion 41 and the second portion 42. It should be noted that the type of the buffering structure 4a is not limited, and for example, the buffering structure may be a rubber pad, or other materials that can perform a buffering function, and is not limited herein. When the vehicle body 200 is inclined greatly, the first part 41 and the second part 42 may collide, and therefore, the buffer structure 4a is provided on the first part 41 and/or the second part 42, which can play a role of buffering when the first part 41 and the second part 42 collide, so that the first part 41 and the second part 42 do not collide hard.
In addition, as shown in fig. 6, the decoupling mechanism 4 has an initial state in which the first and second portions are relatively stationary, and a reset member 43 is disposed between the first and second portions 41 and 42, and the reset member 43 drives the first and second portions 41 and 42 to rotate relatively to the initial state. That is, after the first and second portions 41 and 42 are rotated, the first and second portions 41 and 42 may be driven to return to the initial positions by the restoring member 43, so that stability of the vehicle body 200 may be improved and riding comfort may be increased. It should be noted that the restoring member 43 may be a torsion spring, and may be of other types, as long as it can drive the first portion 41 and the second portion 42 to the initial position, and is not limited herein.
According to the rail vehicle 1000 of the embodiment of the second aspect of the present invention, the rail vehicle 1000 comprises the bogie 100 of the embodiment of the first aspect of the present invention, the bogie 100 comprises the decoupling mechanism 4, and the first part 41 of the decoupling mechanism 4 is fixed on the vehicle body 200.
According to the railway vehicle 1000 provided with the bogie 100, the coupling between the bogie 100 and the vehicle body 200 can be realized through the decoupling mechanism 4 in the bogie 100, so that the influence of transverse vibration on the vehicle body 200 can be reduced, and the riding comfort is improved.
In some embodiments, as shown in fig. 2-5, the bogie 100 may further include a powertrain 5, the powertrain 5 being drivingly connected to the running wheels 21 to drive the running wheels 21 to rotate. That is, the power unit 5 can rotate the running wheels 21, so that the bogie 100 can provide the running power to the vehicle body 200.
In some embodiments, the locomotion assembly 5 is mounted on the bridge body 2, as shown in fig. 2-5. The power assembly 5 is arranged on the axle main body 2, so that the structure of the bogie 100 is more compact, and the space utilization rate of the axle main body 2 is increased.
In some embodiments of the present invention, as shown in fig. 5, the bogie 100 may further include a vertical shock absorber 8 and an anti-roll torsion bar 9, and both the vertical shock absorber 8 and the anti-roll torsion bar 9 are connected to the vehicle body 200, so as to further improve the shock resistance of the bogie 100.
In some embodiments, as shown in fig. 4, the bogie 100 may further comprise a drive shaft assembly 6, one end of the drive shaft assembly 6 being connected to the power unit 5 by splines and the other end being in driving connection with the running wheels 21. That is to say, the transmission shaft assembly 6 transmits the power provided by the power assembly 5 to the walking wheel 21, so that the position of the power assembly 5 can be conveniently set according to actual requirements, the assembly difficulty of the power assembly 5 and the transmission shaft assembly 6 can be reduced, and the selection type of the power assembly 5 is more flexible.
Other configurations of rail vehicles according to embodiments of the present invention, such as travel systems and the like, and operation are known to those of ordinary skill in the art and will not be described in detail herein.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (15)
1. A bogie, characterized in that the bogie comprises:
a steering assembly;
the lower end of the elastic damping piece is connected with the steering assembly;
the decoupling mechanism comprises a first part and a second part which are connected in a rotating mode, the top wall of the first part is located above the top wall of the second part, the first part is suitable for being connected with the body of a railway vehicle, and the upper end of the elastic shock absorber is connected with the second part;
the decoupling mechanism has an initial state in which the first and second portions are relatively stationary, a reset member is disposed between the first and second portions, and the reset member drives the first and second portions to rotate relative to each other to the initial state.
2. The truck of claim 1 wherein the first portion includes two spaced apart connecting portions, the two connecting portions being located on opposite sides of the second portion in a direction extending parallel to the axis of rotation of the second portion, and each connecting portion being pivotally connected to the second portion, each connecting portion being adapted to be secured to the vehicle body.
3. The truck of claim 2 wherein the attachment portion includes a first top panel and a first attachment portion extending downwardly from a central portion of the first top panel, the first attachment portion being pivotally attached to the second portion, the first top panel being adapted to be secured to the body.
4. The bogie according to claim 3, wherein the width of the first connecting portion gradually decreases in a downward direction in a direction parallel to the width direction of the vehicle body.
5. A bogie for railway vehicles as claimed in claim 3, wherein each of the attachment portions is provided with a weight reducing structure.
6. The bogie according to claim 5, wherein the weight-reducing structure is a weight-reducing hole extending from a top wall of the first top plate to the first connecting portion.
7. The bogie according to claim 6, wherein the width of the lightening hole is gradually reduced in a downward direction in a direction parallel to a width direction of the vehicle body.
8. A bogie as claimed in claim 2 in which the two connecting portions and the second portion are pivotally connected by the same pivot axle.
9. The truck of claim 1 wherein the resilient shock absorbing member is a spring.
10. The bogie according to claim 1, wherein the plurality of elastic damping members are provided, the second portion comprises two second top plates and two connecting members, the lower ends of the two connecting members are connected, the joint of the two connecting members is rotatably connected to the first portion, the two second top plates are correspondingly connected to the upper ends of the two connecting members, and each of the second top plates is connected to at least one of the elastic damping members.
11. The bogie according to claim 10, wherein each of the connecting members is formed in a plate shape extending obliquely, and a thickness of each of the connecting members gradually increases in a downward direction.
12. The bogie of claim 10, wherein the two second top plates and the two connecting members are integrally formed, and wherein the upper ends of the elastic damping members are welded to the second top plates.
13. The bogie of claim 1, wherein the first portion and/or the second portion is provided with a cushioning structure therebetween.
14. The bogie of any one of claims 1-13, wherein the steering assembly comprises:
a guide frame;
the bridge main body is arranged on the guide frame;
the two steering knuckles are respectively arranged at two ends of the axle main body, and the lower end of the elastic damping piece is connected with the axle main body.
15. A rail vehicle, comprising:
a vehicle body;
a bogie as claimed in any one of claims 1 to 14, the bogie being connected to a vehicle body.
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| CN201910562613.7A CN112141153B (en) | 2019-06-26 | 2019-06-26 | Bogie and railway vehicle with same |
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| CN201910562613.7A CN112141153B (en) | 2019-06-26 | 2019-06-26 | Bogie and railway vehicle with same |
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| CN112141153A CN112141153A (en) | 2020-12-29 |
| CN112141153B true CN112141153B (en) | 2022-06-14 |
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Citations (7)
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|---|---|---|---|---|
| GB163009A (en) * | 1920-05-08 | 1922-06-29 | Paul Jules Leboucher | System of elastic lateral balancing of vehicles with bogies |
| CN101152867A (en) * | 2006-09-30 | 2008-04-02 | 中国南车集团铜陵车辆厂 | Spider for goods train vehicle |
| CN201737001U (en) * | 2010-05-14 | 2011-02-09 | 南车长江车辆有限公司 | Full and lateral bearing type railway freight car |
| EP2724912A1 (en) * | 2012-10-24 | 2014-04-30 | Bombardier Transportation GmbH | Railway vehicle suspension provided with roll stiffness control means |
| CN106274953A (en) * | 2016-08-29 | 2017-01-04 | 秦皇岛鸿鼎轻工机械技术有限公司 | Road railer independent wheel suspension |
| KR20170045412A (en) * | 2015-10-16 | 2017-04-27 | 한국철도기술연구원 | Low floor vehicle for tram train |
| CN108349510A (en) * | 2015-10-20 | 2018-07-31 | 庞巴迪运输有限公司 | Running gear unit for rail vehicle |
-
2019
- 2019-06-26 CN CN201910562613.7A patent/CN112141153B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB163009A (en) * | 1920-05-08 | 1922-06-29 | Paul Jules Leboucher | System of elastic lateral balancing of vehicles with bogies |
| CN101152867A (en) * | 2006-09-30 | 2008-04-02 | 中国南车集团铜陵车辆厂 | Spider for goods train vehicle |
| CN201737001U (en) * | 2010-05-14 | 2011-02-09 | 南车长江车辆有限公司 | Full and lateral bearing type railway freight car |
| EP2724912A1 (en) * | 2012-10-24 | 2014-04-30 | Bombardier Transportation GmbH | Railway vehicle suspension provided with roll stiffness control means |
| KR20170045412A (en) * | 2015-10-16 | 2017-04-27 | 한국철도기술연구원 | Low floor vehicle for tram train |
| CN108349510A (en) * | 2015-10-20 | 2018-07-31 | 庞巴迪运输有限公司 | Running gear unit for rail vehicle |
| CN106274953A (en) * | 2016-08-29 | 2017-01-04 | 秦皇岛鸿鼎轻工机械技术有限公司 | Road railer independent wheel suspension |
Also Published As
| Publication number | Publication date |
|---|---|
| CN112141153A (en) | 2020-12-29 |
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