440results about "Wheel axle self-adjustments" patented technology

A rail road freight car truck has a truck bolster and a pair of side frames, the truck bolster being mounted transversely relative to the side frames. The mounting interface between the ends of the axles and the sideframe pedestals allows lateral rocking motion of the sideframes in the manner of a swing motion truck. The lateral swinging motion is combined with a longitudinal self steering capability. The self steering capability may be obtained by use of a longitudinally oriented rocker that may tend to permit resistance to deflection that is proportional to the weight carried across the interface. The truck may have auxiliary centering elements mounted in the pedestal seats, and those auxiliary centering elements may be made of resilient elastomeric material. The truck may also have friction dampers that have a disinclination to stick-slip behaviour. The friction dampers may be provided with brake linings, or similar features, on the face engaging the sideframe columns, on the slope face, or both. The friction dampers may operate to yield upward and downward friction forces that are not overly unequal. The friction dampers may be mounted in a four-cornered arrangement at each end of the truck bolster. The spring groups may include sub-groups of springs of different heights.

A rail road freight car truck has a truck bolster and a pair of side frames, the truck bolster being mounted transversely relative to the side frames. The mounting interface between the ends of the axles and the sideframe pedestals allows lateral rocking motion of the sideframes in the manner of a swing motion truck. The lateral swinging motion is combined with a longitudinal self steering capability. The self steering capability may be obtained by use of a longitudinally oriented rocker that may tend to permit resistance to deflection that is proportional to the weight carried across the interface. The truck may have auxiliary centering elements mounted in the pedestal seats, and those auxiliary centering elements may be made of resilient elastomeric material. The truck may also have friction dampers that have a disinclination to stick-slip behaviour. The friction dampers may be provided with brake linings, or similar features, on the face engaging the sideframe columns, on the slope face, or both. The friction dampers may operate to yield upward and downward friction forces that are not overly unequal. The friction dampers may be mounted in a four-cornered arrangement at each end of the truck bolster. The spring groups may include sub-groups of springs of different heights.

The invention discloses a hydraulic lining and a rail train. The hydraulic lining comprises a core shaft, a sleeve and an outer sleeve, wherein the sleeve sleeves outside the core shaft; a gap betweenthe core shaft and the sleeve is filled with a first rubber body; a groove is formed in the outer surface of the sleeve; the outer sleeve presses and sleeves outside the sleeve; two liquid cavities used for accommodating liquid are oppositely formed in the first rubber body in the radial direction; the groove and the outer sleeve are enclosed into a runner; and the two liquid cavities communicatewith each other through the runner. After the hydraulic lining is used on the rail train, the rail can be guaranteed to stably forward in a straight-moving process; and moreover, abrasion of wheels and a rail in a curve travelling state can be reduced.

A rail road freight car truck has a truck bolster and a pair of side frames, the truck bolster being mounted transversely relative to the side frames. The mounting interface between the ends of the axles and the sideframe pedestals allows lateral rocking motion of the sideframes in the manner of a swing motion truck. The lateral swinging motion is combined with a longitudinal self steering capability. The self steering capability may be obtained by use of a longitudinally oriented rocker that may tend to permit resistance to self steering that is proportional to the weight carried across the interface. The trucks may have auxiliary centering elements mounted in the pedestal seats, and those auxiliary centering elements may be made of resilient elastomeric material. The truck may also have friction dampers that have a disinclination to stick-slip behaviour. The friction dampers may be provided with brake linings, or similar features, on the face engaging the sideframe columns, on the slope face, or both.

A bogie (2) for a track-guided vehicle (1) traveling on a predetermined track (3). The bogie (2) is provided with an axle (5) to which steerable travel wheels (6) are mounted, a guide frame (10) provided below the axle (5), a first pair of guide wheels (14) rotatably mounted to a vehicle end section-side end portion (10a) of the guide frame (10), a second pair of guide wheels (16) rotatably mounted to a vehicle center-side portion (10b) of the guide frame (10), a pair of tie rod arms (18) mounted to the axle (5) and formed so as to extend from the axle (5) toward the vehicle center side, and a pair of tie rods (19), each tie rod (19) interconnecting the guide frame (10) and each of the pair of tie rod arms (18).

A traction control assembly for connection between a monorail bogie frame and a monorail car. The traction control assembly comprising a first traction link pivotally connected to a first bell crank mechanism and a second traction link pivotally connected to a second bell crank mechanism. The first traction link and the second traction link are capable of absorbing traction forces applied to the monorail bogie. The traction control assembly further comprises a cross link interconnecting the first bell crank mechanism and the second bell crank mechanism and a passive steering assist device interconnecting the first bell crank mechanism and the second bell crank mechanism.; The steering assist device causes the traction control assembly to insert shear forces on the monorail bogie during travel of the monorail bogie over a curved section of monorail track for facilitating rotational motion between the monorail bogie and the monorail car.

The invention concerns an inter-axle shear stiffening apparatus for a self-steering rail bogie and a self-steering rail bogie equipped with such apparatus. The apparatus has axle structures including axles (16, 16.1) which are journalled in axle box bearings (20, 20.1). Radial arms (30, 30.1) are connected rigidly to respective axle structures of the bogie an extend towards one another in a fore and aft direction. A lateral force transmitting device (60) acts between the arms to transmit lateral forces between them while accommodating relative lateral movement between them. The design of this device is such that, irrespective of the extent of relative movement between the arms, the device can only transmit between them lateral forces of limited, predetermined magnitude. This value is chosen such that the bogie is provided with sufficient inter-axle shear stiffness to enhance its hunting stability without excessive force couples being applied to the axle box bearings.

This vehicle comprises a body and a levitation device, the body bearing in operation on the levitation device which comprises a first levitation module and a second levitation module connected to the body, and capable of moving to allow the modules to turn relative to the body. The vehicle comprises means for synchronizing movement of the levitation modules comprising a first hydraulic ram between the first module and the body, a second hydraulic ram between the second module and the body, and a fluid-flow circuit connecting the first and second rams to synchronize the actions of the rams. Application to magnetic levitation rail vehicles, for example.

In a track-guided vehicle wheel truck, a guide frame can be turned relative to a steering axle of a running wheel. A support shaft is adjustably provided on the guide frame. A receiving member is provided projecting toward the vehicle end side. A link lever capable of interlocking the turning of the guide frame and the steering of the running wheel, is provided along the vehicle front and rear direction. A center-side end part of the link lever is rotatably mounted to the receiving member. A vehicle end-side end part of the link lever is rotatably mounted to a connecting rod that enables the steering of the running wheel. A long hole extending in the vehicle front and rear direction, is provided in an intermediate part of the link lever. The long hole and the support shaft are rotatably engaged with each other at a given position.

The invention discloses a superconducting maglev vehicle bogie. The superconducting maglev vehicle bogie comprises at least one secondary cross beam and multiple suspension guide units. Each suspension guide unit comprises a connecting beam and two dewars, wherein the two dewars are connected with the lower surfaces of the two ends of the connecting beam respectively. High-temperature superconducting block materials are arranged in the dewars, the two ends of the secondary cross beam are connected with the middle portions of the connecting beams of two adjacent suspension guide units through rotary shafts respectively, and a suspension guide unit pair is formed. By means of the superconducting maglev vehicle bogie, the loading capacity of a high-temperature superconducting maglev vehicle can be greatly improved, the curve passage capacity of the high-temperature superconducting maglev vehicle is improved, and the superconducting maglev vehicle bogie is suitable for high-load high-temperature superconducting maglev vehicles.

A bogie for a vehicle of a guide rail type which is guided by guide wheels that rotate while keeping contact with a guide rail arranged along a guideway of the vehicle, comprises: a guide frame which includes a pair of transverse beams and a connecting member arranged between the pair of the transverse beams, each of the traverse beams being equipped with the guide wheels rotatably on both ends thereof; an axle which is supported on a non-turning part of the bogie such that the axle is capable of turning; and running wheels which are attached to both ends of the axle, wherein the running wheels are rigidly fixed to the axle and the guide frame is fixed to the axle so as to steer the guide frame, the axle and the running wheels integrally.

A traction control assembly for connection between a monorail bogie frame and a monorail car. The traction control assembly comprising a first traction link pivotally connected to a first bell crank mechanism and a second traction link pivotally connected to a second bell crank mechanism. The first traction link and the second traction link are capable of absorbing traction forces applied to the monorail bogie. The traction control assembly further comprises a cross link interconnecting the first bell crank mechanism and the second bell crank mechanism and a passive steering assist device interconnecting the first bell crank mechanism and the second bell crank mechanism. The steering assist device causes the traction control assembly to insert shear forces on the monorail bogie during travel of the monorail bogie over a curved section of monorail track for facilitating rotational motion between the monorail bogie and the monorail car.

The present invention is provided with: a guide frame (22) provided so as to be rotatable about a rotation axis (23) perpendicular to the floor surface of a vehicle body; guide wheels (30) which are arranged in the front-rear direction of the guide frame (22) and which are, in order to be able to grip a center guide rail (90), aligned in the width direction of the vehicle so as to form gripping pairs; equalizing links (40) each supporting two guide wheels (30), which are adjacent to each other in the front-rear direction, so that each of the two guide wheels (30) can rotate about a rolling axis (31) parallel to the rotation axis (23), each of the equalizing links (40) connecting the two guide wheels (30) as a connected pair and being mounted to the guide frame (22) so as to be rotatable about a link axis (41) parallel to the rotation axis (23) ; and a steering link mechanism (25) for changing the steering angle of travel tires (3) in association with the rotation of the guide frame (22) about the rotation axis.

A width-adjustable dynamic process bogie for a bullet train comprises a base plate, a driving device arranged at the bottom of the base plate, an accumulator battery arranged on the base plate and used for providing a power source for the driving device, driving wheels driven by the driving device and arranged below the front end of the base plate, and driven wheels arranged below the rear end of the base plate and connected with the driving wheels through a transmission structure, wherein a first longeron and a second longeron are symmetrically arranged on the two sides of the base plate and positioned above the driving wheels and the driven wheels; a crossbeam is arranged on the first longeron and the second longeron in a supporting manner; a first support device and a second support device which can move along the crossbeam and used for supporting an engine box are symmetrically arranged at the upper parts of the two ends of the crossbeam; a side bearing device used for adjusting the height of the crossbeam is arranged on each of the outer sides of the first longeron and the second longeron and positioned in the lower side of each of the two ends of the crossbeam. The width-adjustable dynamic process bogie shortens the maintenance time, simplifies the operation steps and ensures a real sense of production-line operation of maintenance of the bullet train.

A track-guided vehicle wheel truck prevents wear and deterioration of a guide wheel and a guide rail, and ensures running stability while simplifying the structure. In the track-guided vehicle wheel truck, a guide frame 8 to which a guide wheel 9 guided by a guide rail 1 is mounted, can turn relative to a steering axle 6 of a running wheel 5. A support shaft 21 is provided on an axle bracket 20 provided in the steering axle 6 so as to be movable in the vehicle front and rear direction by straddling the steering axle 6. A link lever 22 capable of interlocking the turning of the guide frame 8 and the steering of the running wheel 5 is provided along the vehicle front and rear direction. A vehicle end-side end part of the link lever 22 is rotatably mounted to a connecting rod 19 that enables the steering of the running wheel 5. An intermediate part of the link lever 22 is rotatably mounted to the guide frame 8. A long hole 22a extending in the vehicle front and rear direction is provided in a center-side end part of the link lever 22. The long hole 22a and the support shaft 10 are rotatably engaged with each other at a given position.

An improved bogie control arm for steering wheels and axles of bogies comprising of two pairs of C-type control arm made out of rolled steel channel section which has been flared by splitting the web and thereafter welding profile cut steel plates, two pairs of fabricated adapter is connected to said control arm by means of welding or rivetting, the fabricated adapter is provided with rubber spring as primary suspension, the two pairs of ‘C’-type control arms are connected to each other by means of cross struts and pins.

A low floor vehicle reduces, when the vehicle enters a curved track, the lateral force of the vehicle, prevents occurrence of vibration and creaking sounds of the vehicle, improves riding quality of passengers, and reduces wear of wheel flanges. A low floor vehicle includes a bogie frame 9 of a bogie 7, a pair of bogie frame cross beams 9a arranged along a vehicle lateral direction in the middle of a vehicle longitudinal direction of the bogie frame 9 and arranged spaced apart from each other in the vehicle longitudinal direction, and a pair of wheels 8 provided in each of a vehicle front edge direction and a vehicle rear edge direction with respect to the pair of bogie frame cross beams 9a of the bogie frame 9 and configured to travel on a track 1. A pair of flexible traction rods 15 arranged along the vehicle longitudinal direction and configured to be capable of extending and retracting in the vehicle longitudinal direction are provided in the bogie 7, the pair of flexible traction rods 15 are arranged spaced apart from each other in a vehicle lateral direction, one ends 15b of the flexible traction rods 15 are attached to the bogie frame cross beams 9a, and the other ends 15c of the flexible traction rods 15 are attached to a receiving section 6c of in the vehicle body 6, and the bogie 7 is configured to be capable of turning with respect to the vehicle body 6.

The present invention relates to an active steering control device and method for a railroad vehicle, and more specifically, to an active steering control device and method for a railroad vehicle, which can smoothly steer a running railroad vehicle by estimating the radius of curvature of a curved line in real time when the train runs on the curved line and controlling an optimal steering angle on the wheel and axle according to the estimated radius of curvature, and can remarkably reduce an angle of attack which exists between the curved line and the wheel and axle. The invention comprises: a measurer that measures drive data of the running railroad vehicle,an estimator that estimates the radius of curvature of the curved line on which the railroad vehicle is running, by using the data measured in the measuring unit,a calculator that sets a target value of the steering angle on the wheel and axle of the running railroad vehicle, by using the radius of curvature estimated in the estimator,a controller that generates a steering control signal on the wheel and axle by comparing an actual steering angle on the wheel and axle with the target value of the steering angle on the wheel and axle, which is set in the calculator,and an actuator that steers the wheel and axle by the steering signal of the controller.

Structure of a bifurcation site and crossover site of a guideway in a guided vehicle transportation system; in which the guideway consists of left and right roadbeds, a depression between the roadbeds, and a guard rail having a U-shaped groove laid down on the depression; and a fail-safe mechanism is constituted by the guard rail and guard wheels attached to the vehicle; is proposed. The vehicle is equipped with automatic steering mechanisms for steering front and rear wheels and guard wheels supported laterally rotatably by front and rear supporting arms which are supported laterally rotatably underside the vehicle. The guard wheels are received in the groove of the guard rail. A movable guard plate and driving means thereof are provided to switch connection of the groove of the guard rail at a bifurcation thereof, and a movable plate and driving means thereof are provided to be able to plug or cover each of openings of grooves of guard rails in a region where the guard rail crosses a roadbed so that the movable plate is moved to plug or cover the groove thereby preparing a flat surface level with the roadbed.

A steerable truck for a railway car is provided with a truck frame that is steered so as to be aligned with the tangential direction of a curved track by controlling only the steering angle of a rear wheelset. During travel along a curved track, the steering angle, which is the angle in a horizontal plane of the centerline of the rear wheelset with respect to an imaginary straight line connecting the center of the truck frame and the center of the curved track, is larger than the steering angle which is the angle formed between the imaginary straight line and the centerline of the front wheelset. As a result, a steerable truck for a railway car which has excellent ability to travel along a curve and which can be actually realized simply and at a low cost is provided.

The present invention provides a train control method which has the advantages of no requirement of adding the safe clearance distance, capability of reducing the number of ground devices and excellent seating effect. The train controller which controls the train through transmitting information to a ground train control part comprises an in-train control part which is provided with an in-train storing part that pre-stores the likely-changing maximum wheel diameter and the least wheel diameter of the wheel diameter and a speed protection mode. The current position information and speed information of the vehicle are generated based on the maximum wheel diameter, the detected rotating number of wheel and the position information of vehicle received from the ground devices. A corresponding speed protection mode is extracted from the in-train storing part based on the current position information and the stop position target information received from the ground train control part. The brake output is outputted based on the extracted speed protection mode and the generated current position information and speed information.

In a track type transportation system, there is provided an automatic steering mechanism with which a vehicle can be moved forward and backward, and which can carry our fine control so as to allow the positions of the centers of axles of the front and rear wheels to substantially follow up one and the same locus. Before starting, a pattern steering angle table on which pattern steering angles for the front and rear wheels at respective change points of the track are listed is prepared in view of a track condition, a running condition and a vehicle condition from a departure point to a destination point, the vehicle 12 is steered in accordance with a pattern steering angle read from the table, a track widthwise position of the vehicle 12 on running is detected so as to calculate correcting steering angles ΔXa, ΔXb by which the track widthwise position of the vehicle coincides with a desired position, and the correcting steering angles are added to pattern steering angles Xao, Xbo so as to obtain desired steering angles by which the front wheels 18, 22 are steered. The pattern steering angle, the corrected steering angle and the desired steering angle are calculated for each of the front and rear wheels, independent from each other.

This invention is equipped with: a steering shaft provided to an underframe of a carbody of a vehicle travelling on a traveling road surface of tracks; king pins provided as a pair to end sections of the steering shaft at both sides in the width direction; axle hubs swingably provided to the steering shaft via the king pins; tires mounted plurally to each of the axle hubs; guide wheels, which roll over guide rails provided to the tracks in the direction of extension of the tracks, and which are guided from the width direction of the tracks; a guide device part for supporting the guide wheels and the steering shaft; and a steering mechanism for causing the axle hubs to turn about the king pins in accordance with the displacement of the guide device part.

The invention relates to a hydraulic bushing which comprises a core shaft, a first rubber body, a sleeve, a jacket and sealing assemblies, wherein the core shaft is provided with a first stepped surface, so that the core shaft can be constructed as a stepped shaft of which the middle segment has a diameter greater than the two end parts; the first rubber body is arranged on the outer wall of the middle segment of the core shaft in a sleeving manner; two liquid cavities distributed in a spacing manner are arranged on the first rubber body; the sleeve is arranged on the outer wall of the first rubber body in a sleeving manner; a groove is formed in the outer wall of the sleeve; the jacket is arranged on the outer side of the sleeve in a sleeving manner; a first passageway used for communicating with the two liquid cavities is formed by adopting the jacket and the sleeve in the groove; and the sealing assemblies are arranged at two ends of the core shaft, and are in sealing contact with the first stepped surface and end surfaces of the sleeve. The hydraulic bushing is conducive to the stable traveling of a rail train, and the abrasion to train wheels and rails in the curve traveling state can be reduced.

The present invention provides the structure of a bogie for a vehicle in a track type transportation system in which the vehicle runs along a predetermined track, which can be simplified, and lightweight and which can be run at a high speed with the maintainability therefor being enhanced, comprising a guide rail 14 laid on the track 12, guide wheels 51 capable of traveling being made into contact with the guide rail 14, a guide arm 48 attached thereto with the guide wheels 51, and a guide wheel support bracket 52 for supporting the guide arm 48 arranged underneath an axle 22 of the vehicle so that the guide arm 48 is pivotable around a pivotal vertical support shat 56, left and right of the vehicle, and the guide arm 48, the guide wheels 51 and the guide wheel support bracket 52 constitute a unit structure which is attached to the axle 22 or a bogie frame 26 of the vehicle.

The invention discloses a fixed turnout track and a vehicle-mounted track transfer system, and belongs to the technical field of double-track track traffic, the fixed turnout comprises a turnout structure and a forked guide rail used for guiding a vehicle to pass through a fork, the forked guide rail is arranged in the turnout structure, and the upper part of the bifurcation guide rail protrudes out of the track surface of the turnout structure, wherein the vehicle-mounted rail transfer system comprises the fixed turnout rail and a rail vehicle, the rail vehicle is provided with a bogie, and the bogie is provided with a rail transfer device; and when the rail vehicle passes through the fork, the rail transfer device is matched with the fork guide rail to guide the rail vehicle to transfer the rail leftwards or rightwards. The fixed turnout rail does not need a turnout switch machine, the structure is simple, the cost is low, a rail transit transportation network can be conveniently formed, the vehicle-mounted rail transfer system and the rail vehicle can be autonomously guided, safety and reliability are achieved, and popularization of a novel rail transit personal rapid transportation system is facilitated.

Disclosed is a method for regulating an active chassis of a tracked vehicle, said chassis comprising at least one wheel unit (105) with two wheels. According to the inventive method, the turning angle of the first wheel unit (105) about a vertical chassis axis relative to a vehicle structure (102) that is supported on the first wheel unit by means of a first primary spring mechanism (107) is adjusted in a first frequency range with the aid of at least one first actuator (109) which acts between the first wheel unit (105) and the vehicle structure (102), the adjustment being made in accordance with the actual curvature of the track, and / or the turning angle of the first wheel unit (105) about the vertical chassis axis relative to the vehicle structure (102) is adjusted in a second frequency range in such a way that transversal movements at least of the first wheel unit (105); caused by a track displacement or a sinusoidal course are counteracted. In the first frequency range, the turning angle of the first wheel unit (105) is adjusted using a first desired value corresponding to a first ideal value multiplied by a first correction factor (K1), said first ideal value being selected such that the first wheel unit (105) is adjusted at least approximately by the radius of curvature if the first desired value matches the first ideal value (i.e.; K1=1), and / or in the second frequency range, the turning angle of the first wheel unit (105) is adjusted using a second desired value which corresponds to a second ideal value multiplied by a predefined second correction factor (K2), said second ideal value being selected such that transversal movements at least of the first wheel unit (105) caused by a track displacement or a sinusoidal course are essentially compensated if the second desired value matches the second ideal value (i.e. K2=1).

The invention relates to an active radial system for a rail train. The active radial system comprises a train level controller, a line information measuring unit, train control positive displacement servo controllers and action executing units. Train bodies of the rail train are each provided with one train control positive displacement servo controller and four action executing units connected with the train control positive displacement servo controller, and the four action executing units are symmetrically arranged on the two sides of a front bogie and the two sides of a rear bogie of each train body correspondingly. The line information measuring unit is arranged on the head train body. The line information measuring unit, the train control positive displacement servo controllers and a fault guiding safety unit are all connected to the train level controller, and the train level controller controls the system to work in a precise type autonomous control mode, in a precise type dependency control mode and in a head train guiding type autonomous control mode. According to the active radial system for the rail train, compared with the prior art, the speed of the rail train passing a curve on an existing line can be increased, the operating efficiency is improved, and meanwhile a fault guiding safety function is achieved.