116results about "Wheel axle self-adjustments" patented technology

The present disclosure relates to a computer-implemented method for determining a real time steering angle (58) for a railway bogie (1) and to a control device (40) which is configured to perform the method, the method comprising: deter-mining by a sensor assembly at least one lateral real time sensor signal (38), which is characteristic for a lateral position of a tread of at least one wheel of the railway bogie (1) with respect to a railway track, determining, by means of a positioning algorithm (47), a real time position and / or orientation of the railway bogie (1) with respect to the railway track (31), using the received at least one lateral real time sensor signal (38) and determining the real time steering angle (58) for steering of the railway bogie (1), using the determined real time position and / or orientation of the railway bogie (1).

A symmetrical multi-unit railroad freight car, such as a 3-pack railroad intermodal well car, has body units that are connected symmetrically. The body units have a symmetrical arrangement of end trucks and shared trucks. The end trucks are 70 Ton Trucks. The shared trucks are 125 Ton trucks. The trucks have passive steering using geometric rocker stiffnesses. The rockers in the end trucks have a smaller radius of curvature than the rockers in the shared trucks. The spring groups in the shared trucks are stiffer than the spring groups in the end trucks. The spring groups in the end trucks have a different proportion of damping when empty, a shorter live load range of travel, and greater reserve travel than the shared trucks. The end trucks and the shared trucks have four-cornered damper groups that have the same sized damper wedges. The damper wedges have non-metallic wear pads.

The present invention discloses a radial bogie for actively controlling the swing of a wheel set around its center, which relates to the technical fields of rail transit, machinery and control; it includes a car body structure, a wheel set device, a rocker arm steering device, a center bolster device, and an electric control driving device; the wheel set device is arranged on the front and rear sides of the car body structure, the wheel set device is pin-connected with the rocker arm steering device, the rocker arm steering devices are symmetrically distributed on both sides of the center bolster device and are connected to the center bolster device, the center bolster device is pin-connected to the center position of the car body structure, and the electric control driving device is hinge-connected to the car body structure; by adopting the above-mentioned radial bogie for actively controlling the swing of the wheel set around its center, in order to enable the train to achieve the radial steering function, the kinematic principle of a multi-link mechanism is adopted, which can make the steering of the rail train have better stability, safety and reduce wheel-rail wear and noise.

The application relates to the technical field of vehicles and provides a guide system of a rail vehicle, the rail vehicle and a rail transit system, which comprise a wheel structure, an identification structure and a control system, the wheel structure comprising a wheel frame, a wheel and a steering system connected to the wheel, the identification structure being connected to the wheel structure and being adapted to be arranged opposite to and spaced from a guide reference surface of a guide rail structure, the identification structure being configured to be capable of identifying the relative position relationship between the wheel structure and the guide reference surface, and the control system being connected to the identification structure and the steering system and being used for controlling the steering system to drive the wheel to steer according to the relative position relationship identified by the identification structure. The guide system can avoid the problems of complex structure, high cost, large transverse impact and easy reduction or failure of guide performance of a mechanical contact type guide system on the basis of ensuring safety.

The utility model relates to the technical field of rail transit, in particular to an automatic adjusting device for a bogie wheel set of a rail transit vehicle. According to the technical scheme, the device comprises a fixing frame and supporting plates movably installed at the two ends of the fixing frame, and an automatic adjusting assembly and an anti-collision assembly are arranged on the fixing frame; the automatic adjusting assembly comprises two supporting frames movably installed at the bottom of the supporting plate, a shaft sleeve is fixedly installed at the bottom of each supporting frame, a fixing wheel is rotationally installed on the outer side of each shaft sleeve, fixing plates are fixedly installed on the front side and the rear side of each fixing frame, and thrust springs are fixedly connected between each fixing plate and the two supporting plates. The movable frame, the supporting wheels, the movable rods, the connecting frame, the fixing piles and the anti-collision frame are matched with one another, so that the angle of the fixing wheels can be automatically adjusted along a curve of a rail, automatic adjustment of a vehicle bogie wheel set is facilitated, the anti-collision effect of the anti-collision frame can be improved, and the situation that the anti-collision frame is damaged when collided is avoided.

The invention relates to the technical field of railway vehicle type equipment, in particular to a positioning anti-skid structure for skid resistance of a sightseeing mini-train. A driving assembly comprises a driving motor fixedly connected to the side wall of a bearing beam, and a T-shaped connecting shaft is fixedly connected to the outer wall of a driving shaft of the driving motor; two connecting rods are rotationally connected to the inner walls of the top and the bottom of the end, away from the driving motor, of the T-shaped connecting shaft, and a plurality of U-shaped connecting rods are rotationally connected to the outer walls of the two connecting rods. During starting, a driving motor is powered on and started, at the moment, a driving shaft of the driving motor can drive a T-shaped connecting shaft to rotate by a certain angle, so that a plurality of U-shaped connecting rods rotationally connected to a connecting rod with the T-shaped connecting shaft move towards the two sides, and movable rods fixedly connected to the outer walls of the U-shaped connecting rods push a flywheel disc to move towards the inner side of an auxiliary wheel; the pressure between the protruding side wall of the outer edge of the auxiliary wheel and the train rail is increased, then the friction force between the auxiliary wheel and the train rail is increased, and the probability that the small train slips during starting is reduced.

The invention relates to a device for transmitting longitudinal forces in a rail vehicle. A hydraulic axle lead bearing (ALL) has an outer housing element (GEHA) and an inner housing element (GEHI) which is connected to a bogie (DGST) or a wheel set (RS1, RS2) of a rail vehicle in order to transmit longitudinal forces which arise in the course of driving of the rail vehicle between the wheel set (RS1, RS2) and the bogie (DGST). The hydraulic axle lead bearing (ALL) has two mutually opposite chambers (KAM1, KAM2) which are filled with a fluid (FLU) and which have a respective chamber volume. A change in the relative position between the housing elements as a result of the longitudinal force leads to an alternating change in the volume of the two chambers (KAM1, KAM2). The two chambers (KAM1, KAM2) are coupled to one another by means of a line (LTG1, LTG2) which contains the fluid (FLU) and which extends outside or externally of the axle lead bearing (ALL). The alternating change in the volume of the two chambers (KAM1, KAM2) is brought about by a movement of the fluid (FLU). The external line (LTG1, LTG2) has a damping element (FDE) by means of which the movement of the fluid (FLU) between the two chambers (KAM1, KAM2) is damped.

The invention relates to the technical field of knuckle bearings, in particular to a maintenance-free knuckle bearing unit for a bogie of a rail transit vehicle, which comprises a bearing module, a movable module, a dual-seal module and a detection module. The bearing module is used for being connected with a bogie. The movable module is movably arranged on the bearing module, the contact face between the movable module and the bearing module is in an arc shape, one end of the movable module extends out of the bearing module in the axial direction and is used for being connected with another bogie, and the movable module can swing relative to the bearing module; the double-sealing module is arranged around the movable module, and the double-sealing module is connected with the bearing module and the movable module, so that a double-sealing closed cavity is formed between the movable module and the bearing module; the detection module is arranged on the bearing module, and the detection module is used for monitoring operation state parameters between the bearing module and the movable module. According to the invention, the long-period maintenance-free operation of the bearing can be realized on the premise of ensuring the safety.

The utility model discloses an elastic bushing, anti-roll device and rail transit vehicle, the elastic bushing includes skeleton inner ring, skeleton shell and multi-layer rubber layer, the radial direction of rubber layer is provided with the gap, makes its radial rigidity present gradient change, in addition integrates the hardness and strength difference of multi-layer rubber, and the elastic bushing is more flexible. The radial rigidity during initial deformation is in a low level; and the radial displacement of the elastic bushing is controlled and a deformation space is provided in a manner of increasing a rubber gap or avoiding. The anti-side-rolling device using the elastic bushing has low anti-side-rolling rigidity under low load, the flexibility coefficient of a vehicle body is high at the moment, and the running comfort is high; the anti-side-rolling device has high anti-side-rolling rigidity under the high side-rolling load, at the moment, the anti-side-rolling capacity of the vehicle body is good, and operation is stable and safe.

An embodiment of the present application provides a suspension frame and a maglev train for a maglev train. The suspension frame includes a lower frame, a first transition pillow beam, an upper frame, and a traction device. A linear motor induction plate and a Dewar device are arranged on the lower frame. The first transition pillow beam is flexibly connected to the lower frame, the upper frame is flexibly connected to the first transition pillow beam, and the traction device is used to connect the maglev train and is connected to the upper frame. By providing the first transition pillow beam and flexibly connecting the first transition pillow beam and the lower frame, the suspension frame provided by the embodiment of the present application reduces the connection of the interface between the lower frame and the upper frame, improves the comfort, improves the decoupling ability, enables the overall structure of the suspension frame to have high stability and better reliability, and the suspension frame has better curve passing performance.

The invention relates to a chassis (1) for a levitation vehicle (8) of a maglev train limited to a track, comprising two rows (14, 15) composed of a plurality of levitation frames (2) which are spaced apart from one another in the transverse direction (Y) of the chassis (1) and extend in the longitudinal direction (X) of the chassis (1), wherein the levitation frames (2) of adjacent rows in the longitudinal direction (X) are movably connected to one another by means of first joints (3), and a plurality of transverse connections (4, 5) for connecting the two rows (14, 15) and each movably connected to two levitation frames (2) opposite one another in the transverse direction (Y) by means of a respective second joint (7). According to the invention, at least two transverse connections (4, 5) spaced apart from one another in the longitudinal direction (X) of the chassis (1) are designed as transverse connections (4, 5) having different lengths from one another.

Method for determining changes in the longitudinal dynamic behavior of a running gear of a rail vehicle for identifying a current driving state of the rail vehicle, wherein, by means of a control-technical observer (1), non-measurable variables characterizing the longitudinal dynamic behavior are reconstructed and evaluated from a known or metrologically determined input signal (u) and at least one measurement signal (y) of the observed rail vehicle as the observed real reference system (10) by a system model (20) of the rail vehicle, wherein the at least one measurement signal (y) of the observed rail vehicle and a corresponding reconstructed measurement signal (ŷ) of the system model (20) are compared, and the deviation determined by comparison is recursively tracked by a controller so that the determined deviation is minimized, characterized in thatthat the evaluation of the variables characterising the longitudinal dynamic behaviour includes a comparison of the variables of successive running gears or car bodies or wheelsets.

The utility model discloses a swing device of swing bogie, including H type frame, the H type frame is fixedly connected with the butt joint board for connecting train in the position of center, the top fixed connection of H type frame has two air springs, the both ends of H type frame are all rotatably connected with wheelset through bearing, and the outside fixed connection of wheelset has two limit stops, two L type boards are fixedly connected in the H type frame, and wheelset passes through L type board, the top fixed connection of L type board has two fixed blocks, and one side of two fixed blocks is all fixedly connected with the rotating plate. The utility model not only can effectively reduce the impact between wheel and rail, improve the running stability of vehicle, reduce wheel and rail wear, prolong the service life, promote the operation efficiency, but also can restrain the lateral vibration and swing of carriage in the horizontal plane, especially prevent dangerous "snake movement", ensure the running stability and safety.

A monocoque bogie frame (14) for a bogie (10) of a railway vehicle, comprising two side beams (24) and at least one support beam (28) extending in a transverse direction of the bogie frame (14) and rigidly connected to each of the two side beams (24). The support beam (28) comprises a support portion (30) for supporting a drive unit (16) of the bogie (10) and an elongated portion (32). The support portion (28) is directly connected to one of the two side beams (14) and connected to the other one of the two side beams (14) via the elongated portion (32). The planar moment of inertia (M) and the polar moment of inertia (J) of any cross section of the support portion (30) of the support beam (28) are at least twice, preferably at least 2.5 times, the planar moment of inertia (M) and the polar moment of inertia (J) of any cross section of the elongated portion (32) of the support beam (28), respectively.

Summary: The invention relates to an independent wheel chassis for a vehicle with steerable wheels, an axle carrier, a wheel set carrier and a motor unit in a compact design with a vertical steering axis which is located inside the wheel near the center plane.

Transverse guide arrangement 100, in particular for a car body arrangement 20 of a track-guided vehicle 1 for transversely guiding a car body 2 relative to a chassis 4, with a first guide arrangement 10.1, 10.2, the first guide arrangement 10.1, 10.2 comprising: a first car body-fixed element 110.1, 110.2 with a first contact surface 112.1, 112.2, a first chassis-fixed element 120.1, 120.2 with a second contact surface 122.1, 122.2, wherein the first contact surface 112.1, 112.2 and the second contact surface 122 form a first contact surface pair 112.1, 112.2, 122. The first car body-fixed element 110.1, 110.2 and / or the first chassis-fixed element 120.1, 120.2 has / have an elastic bearing arrangement 130.

The application discloses a bogie, a regulating method and a transport vehicle. The bogie comprises a frame, a wheel pair assembly installed on the frame and used for rolling cooperation with a track, a spring, a support connected with the frame through the spring, the support and the frame having a first vertical interval, a positioning wheel assembly installed on the support and used for rolling cooperation with a track beam, a vertical limiting assembly installed on the frame or the support and located in the first vertical interval, and the vertical limiting assembly and the frame or the support having a second vertical interval. When the body roll is greater than a design value, one side of the frame is lifted, the second vertical interval is gradually reduced after the frame is lifted, and the second vertical interval is reduced to 0. When the second vertical interval is reduced to 0, the vertical limiting assembly is in abutment with the frame and the support, so that overturning of the body is prevented. When the wheel climbs upward along the track, the climbing height of the wheel rim along the track is less than the minimum height of the wheel rim under the action of the vertical limiting assembly, so that climbing of the vehicle is avoided. In addition, when the wheel rim further increases the lateral displacement along the track if the vertical limiting assembly fails, the lateral limiting assembly is used, so that derailment of the vehicle is avoided. Therefore, the two measures are used to avoid derailment of the vehicle.

The present application relates to a kind of unmanned transport mine car with bend turning assisting device, to solve the current unmanned transport mine car multiple through signal transmission, high-tech monitoring mode is assisted to reduce the technical problems of unstable signal transmission with high cost and turning, including second chassis frame and travel unit;Two travel units are symmetrically arranged at the two ends of the second chassis frame.The present application is set up symmetrically by four travel wheel assemblies, four-wheel synchronous same direction rotation work, in the track bending section, two diagonal distribution travel wheel assemblies are driven by the principle of Mecanum wheel, while advancing, to the inside of bend extrusion, so that travel wheel assembly friction end and track inside contact, to realize the effect of deceleration, and the above travel mode is controlled by mechanization linkage, without signal transmission, straight travel and bending travel rely on track bending change self-adapting adjustment switching.

The application discloses a kind of anti-rolling device of bogie with pull rod setting barrier on both sides, including anti-rolling torsion bar, support, anti-rolling torsion bar has torsion bar part and the torsion arm being arranged at the both ends of torsion bar part.Torsion bar part is transversely installed in the bottom of bogie frame body by both ends of support, both ends of torsion arm keep horizontal state when train passes through straight road, it is characterized in that: the outside end of two torsion arms and the side of the bottom of each corresponding car body between two sides is respectively set up the curved force transmission mechanism that can bypass pull rod setting barrier, when car body occurs side roll, the force between the outside end of torsion arm and the side of the bottom of car body is transmitted by curved force transmission mechanism.It is characterized in that: curved force transmission mechanism can bend in any direction, so that it can bypass complex setting barrier outside bogie side, thereby solve the problem of a kind of bogie with pull rod setting barrier on both sides and add anti-rolling device.

The motion mechanism of the iron-rail railway iron-wheel vehicle of the present invention comprises a conventional steel rail, one or two auxiliary rails, a conventional vehicle, and a derailment prevention claw on the vehicle. The derailment prevention claw embraces the auxiliary rail, or the auxiliary rail embraces the derailment prevention claw to form a non-derailing structure, and the vehicle will not derail unless the rail and the vehicle are destroyed in advance. In addition, the derailment prevention claw is replaced with or added to 1) horizontal guide wheels, horizontal driving wheels, horizontal brake wheels, 2) auxiliary rail brake blocks, 3) auxiliary rail brake blocks and buffer wheels, 4) linear eddy current brake assemblies, and 5) linear motor drive and brake assemblies, so that the vehicle can achieve performance such as rapid acceleration, rapid deceleration, steep uphill and downhill, and sharp curve passing. The shape of the steel wheel tread is improved, snake motion is eliminated, the limit speed of the railway vehicle is increased, and the railroad vehicle can smoothly pass through switches, diamond crossings, and railroad crossings, and the temperature stress of the rail is reduced. The present invention is suitable for high-speed passenger transportation and heavy cargo transportation.

The invention discloses a bogie for an urban rail vehicle, which is used for connecting a rail and a bogie body of an urban rail carriage, and comprises two connecting shafts symmetrically arranged on the bogie body; the rolling bearings are arranged in the middles of the connecting shafts and used for adapting to speed change of the ends of the connecting shafts; the driving part is arranged on the bogie body and used for driving the connecting shafts on the two sides of the rolling bearing to rotate; the balance sensor is arranged on the bogie body and used for detecting the balance state of the bogie body and detecting that the bogie body passes through a track curve; the brake mechanism is used for braking the connecting shafts on the two sides of the rolling bearing respectively; and the power recovery part is used for recovering variable-speed kinetic energy of the connecting shafts on the two sides of the rolling bearing and controlling the connecting shafts to decelerate. When the bogie turns, the speed of the wheels is adjusted in a self-adaptive mode, the attaching degree of the wheels and the track is improved, abrasion of the wheels and the track is avoided, the service life of the wheels and the track is prolonged, and potential safety hazards are reduced.

The application discloses a kind of multi-axle virtual track vehicle's full axle steering control method and system, comprising: the multi-axle track vehicle is divided into multiple steering geometric regions, and the steering geometric region set is weakly coupled together by the method of speed instantaneous center collineation;According to geometric relation, the relationship between the steering angle of each axle in each steering geometric region is determined;At least one tracking control point is selected in each steering region, and the steering angle of a certain axle in each steering geometric region is determined by tracking control point deviation;According to the relationship between the steering angle of each axle in the steering geometric region, the steering angle of other axles in the steering geometric region is obtained;Based on the steering angle of each axle obtained, the full axle steering of multi-axle virtual track vehicle is controlled.The application can realize mutual coordination under each steering geometry, so that each wheel runs through the curve coordinately, and the stability of vehicle operation is improved.

The invention relates to the field of tramcars, and discloses an anti-bending system which is connected with two adjacent carriages, and each carriage comprises a vehicle body, a bogie hinged to the vehicle body and steering oil cylinders located at the two ends of the bogie and hinged to the vehicle body and the bogie respectively. The system comprises a control system, a steering control loop communicated with two adjacent carriage steering oil cylinders, a control valve assembly connected with the steering control loop and a buffer loop. The buffering loop comprises a buffering oil cylinder and a buffering electromagnetic valve, the control system is connected with the steering control loop, the control valve assembly and the buffering electromagnetic valve, the two ends of the buffering oil cylinder are connected with the steering control loop and the buffering electromagnetic valve respectively, one end of the buffering electromagnetic valve enables the buffering oil cylinder to be short-circuited, and the other end of the buffering electromagnetic valve is connected with the steering control loop in parallel. The buffering electromagnetic valve is used for controlling connection and disconnection of the buffering oil cylinder and the steering control loop and controlling disconnection of the buffering loop and the steering control loop. The invention further discloses a control method thereof. The device can meet the safety and buffering requirements of different working conditions.

The application discloses a kind of track vehicle intelligent auxiliary bend steering damping system, at least including the steering damper of being installed between bogie and car body and the controller of being installed on car body and the connecting cable between its steering damper and controller, displacement sensor is built-in on steering damper, controller detects each steering damper displacement, then according to vehicle layout mode and train running direction, the radius of vehicle running bend and bend direction can be detected and calculated, to automatically adjust system operating mode, output each steering damper corresponding in active thrust action mode, active tension action mode or passive damping action mode, to improve the comfort of attenuating vibration when vehicle passes straight or small bend, to provide auxiliary bend steering active force when passing through big bend, to reduce lateral action between bogie wheel rim and rail, to reduce wheel rim and rail wear, to improve vehicle traction performance.

The present disclosure relates a method of determining a steering angle (20) of a trailing bogie (19), to a bogie steering control unit (10) and to a railway vehicle (12) comprising the bogie steering control unit (10). Specification data (21) of the railway vehicle (12) is provided, which comprises position information of a trailing bogie (19) and at least one leading bogie (17, 18) with respect to a chassis (13) of the railway vehicle (12). An angular position signal (22) is received, which is indicative of an angle between the rolling direction (X) of at least one wheel of the at least one leading bogie (17, 18) and a chassis portion (14) of the railway vehicle (12). Further, a distance signal (23) is also received, which is indicative of a distance (24) traveled by the railway vehicle (12). The steering angle (20) of the trailing bogie (19) is determined by using the specification data (21), the angular position sensor signal (22) and the distance signal (23).

The present invention discloses a radial bogie for actively controlling the swing of a wheel set around the central pin of a side beam, which relates to the technical fields of rail transit, machinery and control. The wheel set devices are arranged on the front and rear sides of a car body structure. Central pins of the side beams are provided on one side of the wheel set devices far away from the equal-ratio lever linkage steering device. Frame fixing points are arranged at the central pins of the side beams. The equal-ratio lever linkage steering device is connected to the other side of the wheel set device. The equal-ratio lever linkage steering device is distributed on one side of the central bolster device and is slidably connected to the central bolster device through a crank. The central bolster device is connected to the central position of the car body structure through a pin. The electric control driving device is arranged between one end of the car body structure and the wheel set and is hinged to the car body structure. By adopting the above-mentioned radial bogie for actively controlling the swing of the wheel set around the central pin of the side beam, the present invention effectively reduces the complexity of mechanical design, installation and maintenance.

The invention discloses a bogie with built-in axle boxes, and relates to the technical field of rail transit vehicles, the bogie comprises cross beams, transverse pipes are integrally arranged on the peripheral side surfaces of the cross beams, motor mounting seats are arranged on the peripheral side surfaces of the transverse pipes, and the motor mounting seats are used for mounting motors; the two side beams are arranged at the two ends of the cross beam, and arc transition parts are arranged at the joints of the transverse pipes and the side beams; and the gear box hanging seat is arranged on the inner side of the side beam. According to the bogie with the built-in axle boxes, the technical problems that in the prior art, the overall boundary dimension of the bogie with the built-in axle boxes is large, the space structure utilization rate is low, and the structural strength is difficult to effectively guarantee are solved, butt welding seams on the cross beams can be reduced through the arrangement of the transverse pipes, and the reliability of the overall bogie structure is improved; on the premise of meeting the strength requirement, the overall structural design of the bogie is simplified, the mounting space of each component is saved, and the space structure utilization rate of the bogie is effectively improved.

The embodiment of the invention relates to the technical field of locomotive suspension, and provides an inclined hydraulic rubber composite spring which comprises a seat body, a spring body and a spring body. The first rubber composite spring and the second rubber composite spring are arranged on the seat body and located on the two sides of the mounting part, the arrangement direction of the first rubber composite spring and the second rubber composite spring is defined as the first direction, the arrangement direction of a pair of hydraulic cavities of the first rubber composite spring is in the first direction, and the arrangement direction of a pair of hydraulic cavities of the second rubber composite spring is in the second direction. Each of the first rubber composite spring and the second rubber composite spring is provided with at least one pair of hydraulic cavities; an included angle is formed between the arrangement direction of the pair of hydraulic cavities of the first rubber composite spring and the arrangement direction of the pair of hydraulic cavities of the second rubber composite spring. By means of the technical scheme, the technical problems that in the prior art, a hydraulic rubber composite spring is weak in small-radius sharp turning capacity, and wheel track abrasion is likely to be caused are solved.

To provide a high load capacity carriage.SOLUTION: The carriage moves along a rail part that has a straight portion and a curved portion. The carriage has: a pedestal part; at least two first rotor parts including a pair of wheels which sandwiches the rail part in between and each of which rotates in contact with each side of the rail part at the pedestal part, and one or a pair of second rotor parts. The pair of wheels is attached to the pedestal part via support members. Further, when the carriage is moving along the straight portion, the support members of the first rotor part are on a predetermined reference line in the pedestal part, the reference line overlapping a center line in the straight portion of the rail part, and the support members of the first rotor part are connected to the pedestal part rotatably around a line located off a line connecting centers of rotation of each of the pair of wheels.SELECTED DRAWING: Figure 5