Railway vehicle wheelset

Abstract

The utility model discloses a kind of rail vehicle wheel train, including wheel train mechanism and safety mechanism, the wheel train mechanism includes car body, wheel hub and tire, the wheel hub is rotatably connected on car body, the tire is wrapped in the outside of wheel hub;The safety mechanism includes tire pressure sensor, controller, lifting assembly and friction block, the controller is located on car body, the tire pressure sensor is located on tire, the friction block is slidably connected on car body along the height direction of car body, the fixed end of the lifting assembly is connected on car body, the movable end of the lifting assembly is connected on friction block, the beneficial effects of the utility model are: through pre-judgment type drop control, friction block is contacted track in advance before tire pressure loss leads to car body obvious inclination, avoid the problem that friction block suddenly collides track after tire failure.

Description

Technical Field

[0001] This utility model relates to the field of rail vehicles, specifically to a rail vehicle wheel system. Background Technology

[0002] Monorail bogie running wheels are typically made of pneumatic rubber tires, which pose a potential risk of blowout or deflation during operation. If a tire blows out or deflates, it will cease to rotate, causing the bogie to drop in height on one side. To prevent monorail vehicles from remaining on the tracks for extended periods and causing a complete disruption to the line, safety devices are usually installed on monorail vehicles to allow them to operate at a reduced speed.

[0003] Chinese utility model patent CN206781769U discloses a monorail car bogie and its running wheel safety device, including a transition bracket for fixing to the lower end of the bogie. A friction block is fixedly installed at the lower end of the transition bracket. The height of the friction block is such that the distance between the bottom surface of the friction block and the running rail surface is less than the thickness of the running wheel tire.

[0004] The aforementioned technologies have the following drawbacks: when a tire blowout occurs, the railcar will tilt instantly. Since the friction block is higher than the tire, it will collide with the track instantly, causing the railcar to sway or even derail, resulting in low safety. Utility Model Content

[0005] The purpose of this invention is to overcome the above-mentioned technical deficiencies and propose a rail vehicle wheel system that solves the technical problem of rigid collision between friction blocks and the track during tire blowout in the prior art.

[0006] To achieve the above-mentioned technical objectives, the present invention provides a rail vehicle wheel system, including a wheel system mechanism. The wheel system mechanism includes a car body, a wheel hub, and a tire. The wheel hub is rotatably connected to the car body, and the tire is wrapped around the outside of the wheel hub. The safety mechanism includes a tire pressure sensor, a controller, a lifting assembly, and a friction block. The controller is mounted on the vehicle body, the tire pressure sensor is mounted on the tire, the friction block is slidably connected to the vehicle body along the height direction of the vehicle body, the fixed end of the lifting assembly is connected to the vehicle body, and the movable end of the lifting assembly is connected to the friction block.

[0007] In some embodiments, the lifting assembly includes a hydraulic cylinder, a first support rod, and a second support rod. The first support rod is connected to the vehicle body, and the second support rod is slidably connected to the first support rod along the height direction of the vehicle body. The hydraulic cylinder is mounted on the vehicle body, and the piston rod of the hydraulic cylinder is connected to the second support rod.

[0008] In some embodiments, the lifting assembly further includes reinforcing ribs, and a plurality of the reinforcing ribs are spaced apart and connected to the first support rod and the second support rod.

[0009] In some embodiments, both the first support rod and the second support rod are provided with honeycomb holes.

[0010] In some embodiments, the safety mechanism further includes a buffer assembly comprising a spring, the friction block being slidably connected to a second support rod, one end of the spring being connected to the second support rod, and the other end of the spring being connected to the friction block.

[0011] In some embodiments, the buffer assembly further includes an electric push rod and a pressure block, the electric push rod being mounted on a second support rod, the pressure block being slidably connected to the second support rod, the output shaft of the electric push rod being connected to the pressure block, and the end of the spring away from the friction block being connected to the pressure block.

[0012] In some embodiments, the safety mechanism further includes a rotating block slidably connected to a second support rod, the end of the spring away from the pressure block being connected to the rotating block, and a friction block being rotatably connected to the rotating block to adapt to the track inclination.

[0013] In some embodiments, the safety mechanism further includes two guide wings, which are respectively connected to both sides of the friction block, and the distance between the two guide wings is greater than the width of the track.

[0014] In some embodiments, the friction block includes a plurality of friction plates, which are connected together in layers.

[0015] In some embodiments, the connection between adjacent friction pads is wavy.

[0016] Compared with the prior art, the beneficial effects of this utility model include: through predictive descent control, the friction block contacts the track before the vehicle body tilts significantly due to tire depressurization, thus avoiding the problem of the friction block suddenly colliding with the track after tire failure. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the wheel system of the rail vehicle provided by this utility model; Figure 2 This is a first-view overall structural diagram of the safety mechanism provided by this utility model; Figure 3 This is a second-view overall structural diagram of the safety mechanism provided by this utility model.

[0018] Explanation of reference numerals in the attached figures: 1. Wheel system; 11. Vehicle body; 12. Wheel hub; 13. Tire; 2. Safety mechanism; 21. Tire pressure sensor; 22. Controller; 23. Lifting assembly; 231. Hydraulic cylinder; 232. First support rod; 233. Second support rod; 24. Friction block; 241. Friction plate; 25. Buffer assembly; 251. Spring; 252. Electric push rod; 253. Pressure block; 26. Rotating block; 27. Guide side wing. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this utility model and are not intended to limit this utility model.

[0020] This utility model provides a wheel system for a rail vehicle, the structure of which is as follows: Figure 1 - Figure 3 As shown, it includes a wheel system mechanism 1 and a safety mechanism 2.

[0021] The wheel system 1 includes a vehicle body 11, a wheel hub 12, and a tire 13. The wheel hub 12 is rotatably connected to the vehicle body 11, and the tire 13 is wrapped around the outside of the wheel hub 12.

[0022] The safety mechanism 2 includes a tire pressure sensor 21, a controller 22, a lifting assembly 23, and a friction block 24. The controller 22 is mounted on the vehicle body 11, the tire pressure sensor 21 is mounted on the tire 13, the friction block 24 is slidably connected to the vehicle body 11 along the height direction of the vehicle body 11, the fixed end of the lifting assembly 23 is connected to the vehicle body 11, and the movable end of the lifting assembly 23 is connected to the friction block 24.

[0023] During operation, the tire pressure sensor 21 continuously monitors the internal air pressure of the tire 13 and transmits the data to the controller 22 in real time. During normal driving, the tire 13 maintains its rated air pressure, and the friction block 24 is positioned high under the action of the lifting assembly 23, without contact with the track. When the tire 13 experiences a blowout or severe air leakage, the tire pressure sensor 21 transmits a signal to the controller 22. The controller 22 has pre-set fault judgment parameters, calibrated based on the tire's rated air pressure and vehicle characteristics. By comparing real-time data with the pre-set parameters, fault identification is triggered, and a command is immediately sent to the lifting assembly 23. The lifting assembly 23 drives the friction block 24 to descend rapidly along the height of the vehicle body 11, with the descent speed dynamically adjusted according to the tire pressure descent rate. Before the tire 13 completely loses pressure, causing the vehicle body 11 to tilt, the friction block 24 contacts the track before the tire 13 does.

[0024] In this invention, through predictive descent control, the friction block 24 contacts the track before the tire 13 loses pressure and causes the vehicle body 11 to tilt significantly, thus avoiding the problem of the friction block 24 suddenly colliding with the track after the tire 13 fails.

[0025] To drive the friction block 24 to rise and fall, please refer to... Figure 2 In a preferred embodiment, the lifting assembly 23 includes a hydraulic cylinder 231, a first support rod 232, and a second support rod 233. The first support rod 232 is connected to the vehicle body 11, and the second support rod 233 is slidably connected to the first support rod 232 along the height direction of the vehicle body 11. The hydraulic cylinder 231 is mounted on the vehicle body 11, and the piston rod of the hydraulic cylinder 231 is connected to the second support rod 233.

[0026] During normal operation, the controller 22 sends a retraction command to the hydraulic cylinder 231, causing the piston rod of the hydraulic cylinder 231 to be fully retracted. At this time, the second support rod 233 is pulled to its highest position, and the friction block 24 maintains a safe clearance from the track. When the tire pressure sensor 21 detects a tire blowout signal and this is confirmed by the controller 22, the controller 22 immediately sends an extension command to the hydraulic cylinder 231. The hydraulic system injects high-pressure oil into the rodless chamber of the hydraulic cylinder 231 through a solenoid valve. Under the pressure of the oil, the piston rod extends outward against the gravity of the friction block 24. When the piston rod extends, it pushes the second support rod 233 to slide downward along the hollow cavity of the first support rod 232. The inner guide surface of the first support rod 232 restricts the radial displacement of the second support rod 233, ensuring that the friction block 24 descends smoothly only in the vertical direction.

[0027] To improve the strength of the first support rod 232 and the second support rod 233, please refer to... Figure 2 In a preferred embodiment, the lifting assembly 23 further includes reinforcing ribs, and a plurality of the reinforcing ribs are spaced apart and connected to the first support rod 232 and the second support rod 233.

[0028] During use, a tire blowout will generate a huge impact reaction force when the friction block 24 contacts the track. The connection between the first support rod 232 and the second support rod 233 is a stress concentration area, which is prone to lateral bending due to impact if not reinforced. Multiple spaced reinforcing ribs form multi-point support, distributing the bending stress throughout the rod and preventing the friction block 24 from shifting due to rod deformation.

[0029] To further enhance the strength of the first support rod 232 and the second support rod 233, please refer to... Figure 2 In a preferred embodiment, both the first support rod 232 and the second support rod 233 are provided with honeycomb holes.

[0030] During use, the uniform distribution of the honeycomb holes allows the force on the first support rod 232 and the second support rod 233 to diffuse across the entire cross-section. Under the impact of a tire blowout, the walls of the honeycomb holes can absorb some of the impact energy through slight deformation, reducing the risk of cracks or brittle fractures in the first support rod 232 and the second support rod 233 due to sudden stress changes.

[0031] To buffer impact loads, please refer to Figure 2 In a preferred embodiment, the safety mechanism 2 further includes a buffer assembly 25, which includes a spring 251. The friction block 24 is slidably connected to the second support rod 233. One end of the spring 251 is connected to the second support rod 233, and the other end of the spring 251 is connected to the friction block 24.

[0032] During use, when a tire blows out, the railcar's center of gravity shifts, causing the friction block 24 to make instantaneous impact contact with the rail, resulting in an excessive impact load. The spring 251 can absorb the impact energy through axial compression deformation, reducing the instantaneous impact and mitigating the risk of derailment.

[0033] To adjust the buffering force of spring 251, please refer to... Figure 2 In a preferred embodiment, the buffer assembly 25 further includes an electric push rod 252 and a pressure block 253. The electric push rod 252 is mounted on the second support rod 233, and the pressure block 253 is slidably connected to the second support rod 233. The output shaft of the electric push rod 252 is connected to the pressure block 253, and the end of the spring 251 away from the friction block 24 is connected to the pressure block 253.

[0034] During normal operation, the controller 22 instructs the electric push rod 252 to push the pressure block 253 to its initial position, maintaining the spring 251 at a preset preload. When the tire pressure sensor 21 detects a tire blowout signal, the lifting assembly 23 drives the second support rod 233 to descend. The friction block 24 first contacts the track surface, and the reaction force generated at the moment of contact pushes the friction block 24 upward along the second support rod 233, compressing the spring 251. The spring 251 deforms and absorbs the impact energy. Based on the real-time monitoring of the vehicle body 11 tilt angle, driving speed, and contact pressure of the friction block 24, the controller 22 sends adjustment commands to the electric push rod 252. If it is necessary to increase the pressure of the friction block 24, the electric push rod 252 drives the pressure block 253 downward, further compressing the spring 251, and the pressure of the friction block 24 on the track increases synchronously. If it is necessary to decrease the pressure of the friction block 24, the electric push rod 252 pulls the pressure block 253 upward, reducing the compression of the spring 251 and decreasing its elasticity, thus preventing the friction block 24 from experiencing increased local wear due to excessive pressure.

[0035] To accommodate the track's inclination, please refer to... Figure 2In a preferred embodiment, the safety mechanism 2 further includes a rotating block 26, which is slidably connected to the second support rod 233. The end of the spring 251 away from the pressure block 253 is connected to the rotating block 26, and the friction block 24 is rotatably connected to the rotating block 26 to adapt to the track inclination.

[0036] In use, the friction block 24 is rotatably connected to the rotating block 26 via a pin or ball joint structure, allowing it to rotate freely within a range of ±15° around the rotating block 26, completely covering common track inclination angles. When the vehicle enters a curved track, the friction block 24 automatically adjusts its angle under the lateral force of the track sidewall, increasing the contact area with the inclined track surface and avoiding a decrease in braking efficiency due to insufficient contact area.

[0037] To further reduce the possibility of derailment, please refer to Figure 3 In a preferred embodiment, the safety mechanism 2 further includes two guide wings 27, which are respectively connected to both sides of the friction block 24, and the distance between the two guide wings 27 is greater than the width of the track.

[0038] In use, the two guide wings 27 adopt a symmetrical design, with a safe gap of 4-6mm between the inner side and the sidewall of the track. When a tire blowout causes the vehicle body 11 to tilt or when braking generates lateral force, the guide wings 27 can quickly fit against the sidewall of the track to form a rigid limit, preventing the friction block 24 from detaching from the track and losing its braking and support functions.

[0039] To reduce the replacement frequency of friction block 24, please refer to Figure 3 In a preferred embodiment, the friction block 24 includes a plurality of friction plates 241, which are connected together in layers.

[0040] In use, the multi-layer friction plate 241 adopts a layer-by-layer wear mode. The outer friction plate 241 wears out first because it is in direct contact with the track, while the inner friction plate 241 can continue to play its role after it wears out, thus avoiding the problem that the integral friction block 24 needs to be replaced as a whole due to local wear.

[0041] To improve the friction performance of friction plate 241, please refer to... Figure 3 In a preferred embodiment, the connection between adjacent friction pieces 241 is wavy.

[0042] In use, the wavy connection increases the contact area of ​​adjacent friction plates 241 compared to a planar connection, and forms a mechanically interlocking structure. The axial force generated during braking can be dispersed and transmitted through the wavy surface, solving the interlayer slippage problem that easily occurs in planar connections, ensuring that the multiple friction plates 241 are subjected to force synchronously, and avoiding fluctuations in the coefficient of friction caused by local misalignment.

[0043] To better understand this utility model, the following is combined with... Figure 1 - Figure 3 The working principle of a rail vehicle wheel system according to the present invention is described in detail below: Tire pressure sensor 21 continuously monitors the internal air pressure of tire 13 and transmits the data to controller 22 in real time. During normal operation, tire 13 maintains its rated air pressure, and friction block 24 is positioned high under the action of lifting assembly 23, without contact with the track. When tire 13 experiences a blowout or severe air leakage, tire pressure sensor 21 transmits a signal to controller 22. Controller 22 has pre-set fault judgment parameters, calibrated according to the tire's rated air pressure and vehicle characteristics. By comparing real-time data with the pre-set parameters, fault identification is triggered, and then a command is immediately sent to lifting assembly 23. Lifting assembly 23 drives friction block 24 to descend rapidly along the height direction of vehicle body 11, and the descent speed can be dynamically adjusted according to the tire pressure descent rate. Before tire 13 completely loses pressure, causing vehicle body 11 to tilt, friction block 24 contacts the track before tire 13.

[0044] The specific embodiments of this utility model described above do not constitute a limitation on the scope of protection of this utility model. Any other corresponding changes and modifications made based on the technical concept of this utility model should be included within the scope of protection of the claims of this utility model.

Claims

1. A wheel system for a rail vehicle, characterized in that, include: A wheel system, comprising a vehicle body, wheel hubs, and tires, wherein the wheel hubs are rotatably connected to the vehicle body, and the tires are wrapped around the outer side of the wheel hubs; and, The safety mechanism includes a tire pressure sensor, a controller, a lifting assembly, and a friction block. The controller is mounted on the vehicle body, the tire pressure sensor is mounted on the tire, the friction block is slidably connected to the vehicle body along the height direction of the vehicle body, the fixed end of the lifting assembly is connected to the vehicle body, and the movable end of the lifting assembly is connected to the friction block.

2. The rail vehicle wheel system according to claim 1, characterized in that, The lifting assembly includes a hydraulic cylinder, a first support rod, and a second support rod. The first support rod is connected to the vehicle body, and the second support rod is slidably connected to the first support rod along the height direction of the vehicle body. The hydraulic cylinder is mounted on the vehicle body, and the piston rod of the hydraulic cylinder is connected to the second support rod.

3. The rail vehicle wheel system according to claim 2, characterized in that, The lifting assembly also includes reinforcing ribs, and multiple reinforcing ribs are connected at intervals to the first support rod and the second support rod.

4. The rail vehicle wheel system according to claim 2, characterized in that, Both the first and second support rods are provided with honeycomb holes.

5. The rail vehicle wheel system according to claim 2, characterized in that, The safety mechanism further includes a buffer assembly, which includes a spring. The friction block is slidably connected to the second support rod, one end of the spring is connected to the second support rod, and the other end of the spring is connected to the friction block.

6. The rail vehicle wheel system according to claim 5, characterized in that, The buffer assembly also includes an electric push rod and a pressure block. The electric push rod is mounted on the second support rod, the pressure block is slidably connected to the second support rod, the output shaft of the electric push rod is connected to the pressure block, and the end of the spring away from the friction block is connected to the pressure block.

7. The rail vehicle wheel system according to claim 6, characterized in that, The safety mechanism also includes a rotating block, which is slidably connected to the second support rod. The end of the spring away from the pressure block is connected to the rotating block, and the friction block is rotatably connected to the rotating block to adapt to the track inclination.

8. The rail vehicle wheel system according to claim 1, characterized in that, The safety mechanism also includes two guide wings, which are respectively connected to both sides of the friction block, and the distance between the two guide wings is greater than the width of the track.

9. The rail vehicle wheel system according to claim 1, characterized in that, The friction block includes multiple friction plates, which are connected together in layers.

10. The rail vehicle wheel system according to claim 9, characterized in that, The connection between adjacent friction plates is wavy.

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