A bogie for a digital rail rubber wheel train

Abstract

The present invention discloses a motor vehicle bogie for a digital rail rubber wheel train, comprising a drive axle 1, a matching drive axle 2 being provided on one side of the drive axle 1, angle encoders being provided at the kingpin positions of the drive axle 1 and the drive axle 2, both ends of the drive axle 1 and the drive axle 2 being connected to a supporting wheel via a steering knuckle, a braking device being provided on the inner side of the supporting wheel; a suspension device and a traction device being provided on both sides of the drive axle 1 and the drive axle 2; a drive device being provided at the middle position of the outer sides of the drive axle 1 and the drive axle 2; and a steering device being provided at the outer end of the drive axle 1. The suspension device of the present invention provides vehicle running stability and comfort requirements, transmits vehicle traction and braking force, transmits driving torque and electric braking torque to the drive axle 1 and the drive axle 2 via the drive device, and realizes vehicle steering via the steering device.

Description

Technical Field

[0001] The present invention relates to the field of virtual rail vehicles and commercial vehicles, and in particular to a motor vehicle bogie for a digital rail rubber wheel train. Background Art

[0002] The Digital Rail Transit (DRT) is a new type of rail transit system for medium and low-capacity passengers. It combines the strengths of traditional trams and buses to provide a new solution for urban transportation. As a core component of this type of vehicle, the rationality of the structure and performance of the bogie directly impact the vehicle's operational smoothness, safety, and comfort.

[0003] The existing EMU bogie structure primarily comprises the vehicle's bogie's main structure. The remaining wheel drive axle components, suspension system, and traction system are mounted around the structure, which is supported by two air springs. Traction is transmitted via a traction rod connecting the structure to the center pin of the vehicle body. Lateral stops and tie rods are also provided to suppress lateral displacement during vehicle operation and steering. When the vehicle traverses rough surfaces such as speed bumps, poorly transitioned road joints, and hard manhole covers, the EMU bogie structure exhibits poor overall adaptability and is unable to effectively adapt to these rough terrain, reducing the bogie's practicality. Furthermore, the vehicle's resistance to typhoon levels and roll resistance is limited, shortening the bogie's service life and increasing maintenance costs.

[0004] Currently, no effective solutions have been proposed for the problems in related technologies. Summary of the Invention

[0005] In response to the problems in the related art, the present invention proposes a digital rail rubber wheel train bogie to overcome the above technical problems existing in the existing related art.

[0006] To this end, the specific technical solutions adopted in the present invention are as follows:

[0007] A motor vehicle bogie for a digital track rubber wheel train comprises a first drive axle, a second drive axle matched with the first drive axle is provided on one side of the first drive axle, angle encoders are provided at the kingpin positions of the first drive axle and the second drive axle, both ends of the first drive axle and the second drive axle are connected to a wheel with a support body through a steering knuckle, a braking device is provided on the inner side of the wheel with the support body; a suspension device and a traction device are provided on both sides of the first drive axle and the second drive axle; a driving device is provided at the middle position of the outer side of the first drive axle and the second drive axle; and a steering device is provided at one outer end of the first drive axle.

[0008] Furthermore, in order to weld the composite mounting seat 1 and the composite mounting seat 2 to the vehicle body into a whole to provide an installation interface for the anti-roll torsion bar, the air spring has a certain vertical and lateral stiffness, the base is connected to the axle and the upper cover is connected to the vehicle body, which alleviates the vibration from the axle to the vehicle body during the operation of the vehicle and provides ride comfort for the vehicle. An emergency rubber pile is provided, and when there is a fault or insufficient wind pressure, the vehicle can be driven at a certain speed. The air spring intake hose is connected to the wind energy pipeline and the air intake, and has strong adaptability to new things. The height valve adjustment rod connects the horizontal rod of the height valve and the height valve mounting seat on the drive axle to transmit the relative displacement between the drive axle and the vehicle body. The metal ball joint angles on both sides It has strong adaptability, and a hexagonal two-end threaded adjustment rod is used in the middle to facilitate adjusting its length. After adjustment, it is locked and fixed by a nut. The height valve is installed on the vehicle body, and each air spring is equipped with one. The main air duct of the air supply path is from the height valve to the air spring intake hose. When the corresponding side of the vehicle tilts, the height valve adjustment rod connected between the height valve and the drive axle is used to make its horizontal rod swing up and down so that the air spring on the corresponding side rushes or exhausts air, and finally keeps the vehicle balanced. The air pipeline between the two air springs of the same drive axle is connected to a differential pressure valve. When the pressure of the air springs on both sides exceeds a certain value, the valve is turned on to balance the pressure on both sides. The vertical oil pressure shock absorber is installed between the drive axle and the vehicle body. The air springs are configured near each other, and reasonable damping parameters are used in conjunction with the air springs to achieve vehicle stability and comfort; it has a lifting function to control the distance between the air spring and the vehicle body within a certain range to prevent the air spring from overshooting and to lift the axle when inspecting the vehicle. The anti-roll torsion bar is installed on the mounting seat corresponding to the composite mounting seat 1 and the composite mounting seat 2 through a rubber bearing, and is connected to the drive axle through the anti-roll torsion bar link. It has a certain torsional stiffness and has a good inhibitory effect when the vehicle rolls. The anti-roll torsion bar link connects the anti-roll torsion bar and the axle to transmit the inhibitory force. The ball joints at both ends can adapt to the vehicle's roll in different directions, and there is The thread can adjust the length of the anti-roll torsion bar link. The suspension device includes air springs arranged at both ends of drive axle one and drive axle two, and several air springs are respectively connected to drive axle one and drive axle two. The top of the air spring is provided with an air spring intake hose and a height valve in sequence, the side of the air spring is provided with a height valve adjustment rod, and one side of the height valve adjustment rod is provided with a differential pressure valve; an anti-roll torsion bar is sleeved on one side of the bottom of the composite mounting seat one and the composite mounting seat two, and an anti-roll torsion bar link is provided on the bottom of the end of the anti-roll torsion bar away from the composite mounting seat one, and the anti-roll torsion bar link is connected to drive axle one, and a vertical oil pressure shock absorber is provided on the outside of the air spring.

[0009] Furthermore, in order to make the traction rod have a certain radial and deflection stiffness, the traction rod nodes are pressed onto the two ends of the traction rod to provide buffering and a certain deflection angle for its force. The traction rod is connected to the composite mounting seat 1 and the composite mounting seat 2 and the drive axle through the traction rod node, which determines the position relationship of the drive axle and transmits the traction and braking force between the vehicle body and the drive axle. The two sets of diagonal rods in the middle effectively suppress the lateral displacement of the vehicle body and the height valve adjustment rod mounting seat. The traction rod is installed to ensure the stability of the installation. The traction device includes a composite mounting seat arranged on one side of the anti-roll torsion bar, traction rods at the outer ends of the composite mounting seat, and a traction rod node is provided at the end of the traction rod away from the composite mounting seat. The outer end of the traction rod node is provided with a height valve adjustment rod mounting seat.

[0010] Furthermore, in order to ensure that the drive device can stably drive the EMU bogie to perform emergency rotation and ensure the stability of the device during use, the drive device includes a transmission shaft arranged on the outer side of the drive axle, and a body-suspended traction motor is arranged at the end of the transmission shaft away from the drive axle; the drive device also includes half-axles arranged at both ends of the drive axle, and the half-axles are arranged inside the drive axle. The drive device also includes a main reducer arranged on the inner side of the drive axle and wheel-side reducers on both sides.

[0011] Furthermore, in order to transmit steering parameters through the steering wheel or servo motor, the steering arm is driven to rotate by the steering gear and the power pump. When a certain angle is reached, the limit switch triggers a limit signal to stop the steering system; the steering arm drives the longitudinal tie rod to rotate the wheel through the bell crank; the bell crank drives the transverse tie rod 1 to swing, and drives the wheel to rotate through the bell crank; the bell crank drives the balance bar to swing, and drives the wheel to rotate through the bell crank; the bell crank drives the transverse tie rod 2 to swing, and drives the wheel to rotate through the bell crank. The steering power cylinder is connected to the drive axle 2 and to the bell crank. During the steering process, the steering power is supplied by the steering power pump and the steering gear synchronously to achieve steering assistance. The limit member realizes the mechanical limit function when the wheel reaches the agreed turning angle. The steering device includes longitudinal tie rods and balance rods arranged on both sides of the drive axle 1. A bell crank is provided at one end of the drive axle of the longitudinal tie rod that matches the kingpin. A steering arm is provided on the side of the longitudinal tie rod away from the drive axle 1. Limit switches are provided on both sides of the steering arm. A steering gear is provided, and two ends of the drive axle of the balance bar are provided with crankshafts that cooperate with the kingpin. A second transverse tie rod is provided on the other side of the crankshaft and connected to the crankshaft on the other side of the drive axle. A steering power cylinder is connected between the crankshaft and the drive axle. It can also be a pure hydraulic braking device that controls the hydraulic pump through the steering system to supply oil to the steering power cylinder oil port A or B to provide initial steering force; the steering power cylinder drives the wheels to rotate through the crankshaft; the crankshaft drives the transverse tie rod 2 to rotate through the crankshaft; the crankshaft drives the balance bar to swing, which drives the wheels of the drive axle 1 to rotate through the crankshaft; the crankshaft drives the transverse tie rod 1 to swing, which drives the wheels to rotate through the crankshaft. An angle encoder provides wheel angle information in real time. When the wheel reaches a predetermined angle, a limit member realizes a mechanical limit function. The pure hydraulic steering device includes a steering power cylinder arranged between the drive axle 2 and the crankshaft, a crankshaft connected to a second transverse tie rod, a crankshaft connected to the second transverse tie rod, a balance bar connected to the crankshaft, a drive axle 1 crankshaft connected to the other end of the balance bar, and a transverse tie rod 1 connected to the crankshaft.

[0012] Furthermore, in order to ensure that drive axle 1 and drive axle 2 can steer stably at a certain ratio, a balance bar is provided on one side of the longitudinal crank on one side of drive axle 2 and connected to drive axle 1, and one end of the crank on the other side is connected to the wheel with a support body through a steering power cylinder; a limit piece is provided on the steering knuckle of the drive axle.

[0013] The beneficial effects of the present invention are:

[0014] 1. The present invention uses drive axles 1 and 2 as the load-bearing bodies, which have a certain load-bearing stiffness. The actual wheel rotation angle can be read in real time by an angle encoder, forming a closed loop with the steering device control. A certain rotation angle is achieved through the wheels with support bodies to meet the vehicle steering requirements, and the self-rolling is converted into translational movement of the bogie and the vehicle, and some vibrations transmitted from the road are filtered out. The wheels with support bodies contain support bodies to meet the requirements of driving to the nearest repair station with zero tire pressure after damage or explosion. The wheels with support bodies have tire pressure monitoring sensors bonded to the support bodies to monitor the tire pressure, temperature, and sensor voltage in real time. In the event of an abnormality, a fault message is sent to the user's main interface through the tire pressure monitoring system to remind the user to perform maintenance in a timely manner.

[0015] 2. The brake disc and the wheel with support in the braking device rotate synchronously; the brake caliper in the braking device is fixedly connected to the steering knuckle. It can be a passive hydraulic brake caliper, which outputs clamping force by relying on its own disc spring pressure, and relieves and adjusts the clamping force by high-pressure brake fluid. It can also be an air brake caliper, which outputs clamping force by high-pressure air and its own leverage ratio. The parking brake outputs clamping force by the parking cylinder disc spring's own pressure and leverage ratio; the clamping force acts on the brake disc through the brake pad in the braking device to generate braking torque; the brake pad in the braking device is equipped with a wear monitoring device, which transmits brake pad wear information by the on-off of the wear resistance line, and feeds back to the host interface to remind the user to maintain.

[0016] 3. The suspension device provides vehicle running stability and comfort requirements. The traction device is located between the vehicle body and drive axle 1 and drive axle 2 to transmit the vehicle traction and braking force. The drive device transmits driving torque and electric braking torque to drive axle 1 and drive axle 2, and the steering device realizes vehicle steering. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0018] Figure 1 2 is a schematic structural diagram of a digital rail rubber wheel train bogie according to an embodiment of the present invention;

[0019] Figure 2 yes Figure 1 A partial enlarged view of point A in the middle;

[0020] Figure 3 yes Figure 1 A partial enlarged view of point B in the middle;

[0021] Figure 4 yes Figure 1 A partial enlarged view of point C in the middle;

[0022] Figure 5 yes Figure 1 A partial enlarged view of point D in the middle;

[0023] Figure 6 This is a schematic structural diagram of a suspension device in a bogie for a digital rail rubber wheel train according to an embodiment of the present invention;

[0024] Figure 7 yes Figure 6 A partial enlarged view of point E in the middle;

[0025] Figure 8 This is a schematic structural diagram of a traction device in a bogie for a digital rail rubber wheel train according to an embodiment of the present invention;

[0026] Figure 9 This is a structural schematic diagram of a steering device in a bogie for a digital rail rubber wheel train according to an embodiment of the present invention;

[0027] Figure 10 yes Figure 9 A partial enlarged view of point F in the middle;

[0028] Figure 11 Yes Figure 9 A partial enlarged view of point G in the middle;

[0029] Figure 12 yes Figure 9 A partial enlarged view of the H in the middle;

[0030] Figure 13 yes Figure 9 A partial enlarged view of point I in the middle;

[0031] Figure 14 This is a schematic structural diagram of a driving device in a bogie for a digital rail rubber wheel train according to an embodiment of the present invention;

[0032] Figure 15 yes Figure 14 A partial enlarged view of the J in the middle;

[0033] Figure 16 yes Figure 14 A local enlarged view of point K in the middle.

[0034] In the picture:

[0035] 1. Drive axle 1; 2. Drive axle 2; 3. Angle encoder; 4. Wheel with support body; 5. Basic brake system; 6. Suspension system; 603. Air spring; 604. Air spring intake hose; 605. Height valve; 606. Height valve adjustment rod; 607. Differential pressure valve; 608. Anti-roll torsion bar; 609. Anti-roll torsion bar connecting rod; 610. Vertical oil pressure shock absorber; 7. Traction device; 701. Traction rod; 702. Traction rod node; 703. Height Valve regulating rod mounting seat; 704, composite mounting seat; 8, driving device; 801, transmission shaft; 802, body-suspended traction motor; 803, half-axle component; 804, main reducer; 9, steering device; 901, longitudinal tie rod; 902, bell crank; 903, steering arm; 904, limit switch; 905, steering gear; 906, tie rod 1; 907, tie rod 2; 908, balance bar; 909, power steering cylinder; 910, limit component; 10, steering knuckle. DETAILED DESCRIPTION

[0036] To further illustrate each embodiment, the present invention provides drawings, which are part of the disclosure of the present invention. They are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. By referring to these contents, ordinary technicians in this field should be able to understand other possible implementation methods and advantages of the present invention. The components in the figures are not drawn to scale, and similar component symbols are generally used to represent similar components.

[0037] According to an embodiment of the present invention, a motor vehicle bogie for a digital rail rubber wheel train is provided.

[0038] The present invention will now be further described with reference to the accompanying drawings and specific embodiments. Figures 1-16 As shown, the digital track rubber wheel train EMU bogie according to an embodiment of the present invention includes a drive axle 1, and a matching drive axle 2 2 is provided on one side of the drive axle 1. It is characterized in that an angle encoder 3 is provided at the kingpin position of the drive axle 1 and the drive axle 2 2, and both ends of the drive axle 1 and the drive axle 2 are connected to the support wheel 4 through a steering knuckle 10, and a braking device 5 is provided on the inner side of the support wheel 4; a suspension device 6 and a traction device 7 are provided on both sides of the top of the drive axle 1 and the drive axle 2; a drive device 8 is provided at the middle position of the outer side of the drive axle 1 and the drive axle 2; and a steering device 9 is provided at one end of the outer side of the drive axle 1.

[0039] With the aid of the above technical solution, the present invention uses drive axle 1 and drive axle 2 as the load-bearing body, which has a certain load-bearing stiffness. The angle encoder 3 can be used to read the actual wheel rotation angle in real time, and form a closed loop with the steering device control. A certain rotation angle is achieved through the wheel with support body 4 to meet the vehicle steering, and is converted into the translation of the bogie and the vehicle through its own rolling, and filters out some vibrations transmitted from the road; the wheel with support body 4 contains a support body to meet the requirement of driving to the nearest maintenance station with zero tire pressure after damage or explosion; a tire pressure monitoring sensor is bonded to the support body of the wheel with support body 4, which can monitor the tire pressure, temperature, and sensor voltage in real time. In case of abnormality, the tire pressure monitoring system sends a fault message to the user main interface to remind the user to maintain it in time. The brake disc in the braking device 5 rotates synchronously with the wheel with support body 4; the brake caliper in the braking device 5 rotates with the rotor The joint is connected and fixed. The clamp is a passive hydraulic brake caliper, which outputs clamping force by relying on its own disc spring pressure, and relieves and adjusts the clamping force by high-pressure brake fluid. It can also be an air brake caliper, which outputs clamping force by high-pressure air and its own lever ratio. The parking brake outputs clamping force by the parking cylinder disc spring's own pressure and lever ratio; the clamping force acts on the brake disc through the brake pad in the brake device 5 to generate braking torque; the brake pad in the brake device 5 is equipped with a wear monitoring device, which transmits brake pad wear information through the on-off of the wear resistance line, and feeds back to the host interface to remind the user to maintain. The suspension device 6 provides vehicle operation stability and comfort requirements. The traction device 7 is located between the vehicle body and drive axle 1 and drive axle 2 to transmit vehicle traction and braking force, and transmits driving torque and electric braking torque to drive axle 1 and drive axle 2 through the drive device 8. Vehicle steering is achieved through the steering device 9.

[0040] In one embodiment, for the above-mentioned suspension device 6, the suspension device 6 includes air springs 603 arranged at both ends of the drive axle 1 and the drive axle 2, and a plurality of air springs 603 are respectively connected to the drive axle 1 and the drive axle 2, and the top of the air spring 603 is sequentially provided with an air spring air intake hose 604 and a height valve 605, and the side of the air spring 603 is provided with a height valve adjustment rod 606, and one side of the height valve adjustment rod 606 is provided with a differential pressure valve 607; an anti-roll torsion bar 608 is sleeved on one side of the bottom of the composite mounting seat 1 601 and the composite mounting seat 2 602, and an anti-roll torsion bar link 609 is provided on the bottom of the anti-roll torsion bar 608 away from the composite mounting seat 1 601, and the anti-roll torsion bar link 609 is connected to the drive axle 1. 1 connection, a vertical oil pressure shock absorber 610 is provided on the outside of the air spring 603, so that the composite mounting seat 1 601 and the composite mounting seat 2 602 are welded to the vehicle body as a whole to provide a mounting interface for the anti-roll torsion bar 608, the air spring 603 has a certain vertical and lateral stiffness, the base is connected to the axle and the upper cover is connected to the vehicle body, which alleviates the vibration from the axle to the vehicle body during the operation of the vehicle and provides ride comfort for the vehicle. An emergency rubber pile is provided, and when a fault occurs or the wind pressure is insufficient, the vehicle can be driven at a certain speed. The air spring intake hose 604 is connected to the wind energy pipeline and the air inlet, and has strong adaptability to new technologies. The height valve adjustment rod 606 connects the horizontal rod of the height valve 605 and the height valve mounting seat on the drive axle to transmit the relative displacement between the drive axle and the vehicle body. The two sides are made of metal The ball joint has strong adaptability in angle, and a hexagonal two-end threaded adjustment rod is used in the middle to facilitate adjustment of its length. After adjustment, it is locked and fixed by a nut. The height valve 605 is installed on the vehicle body, and each air spring 603 is equipped with one. The main air duct of the air supply path is from the height valve to the air spring intake hose 604. When the corresponding side of the vehicle tilts, the height valve adjustment rod 606 connected between the height valve 605 and the drive axle is used to make its horizontal rod swing up and down so that the air spring on the corresponding side rushes or exhausts air, and finally keeps the vehicle balanced. A differential pressure valve 607 is connected to the air pipeline between the two air springs 603 on the same drive axle. When the pressure of the air springs 603 on both sides exceeds a certain value, the pressure on both sides is balanced. The vertical oil pressure shock absorber 610 is installed between the drive axle and the vehicle body. One is arranged near the spring 603, and through reasonable damping parameters, it cooperates with the air spring to achieve the stability and comfort of the vehicle; it has a lifting function, which controls the distance between the air spring and the vehicle body within a certain range, prevents the air spring from being overfilled, and lifts the axle when repairing the vehicle. The anti-roll torsion bar 608 is installed on the mounting seat corresponding to the composite mounting seat 1 601 and the composite mounting seat 2 602 through a rubber bearing, and is connected to the drive axle through the anti-roll torsion bar link 609. It has a certain torsional stiffness and has a good restraining effect when the vehicle rolls. The anti-roll torsion bar link 609 connects the anti-roll torsion bar 608 and the axle to transmit the restraining force. The ball joints at both ends can adapt well to the rolling of the vehicle in different directions, and there is a thread in the middle to adjust the length of the anti-roll torsion bar link 609.

[0041] In one embodiment, for the above-mentioned traction device 7, the traction device 7 includes a composite mounting seat 704 arranged on one side of the anti-roll torsion bar 608, traction rods 701 at both ends of the outer side of the composite mounting seat 704, and a traction rod node 702 is provided at the end of the traction rod 701 away from the composite mounting seat 704. The outer end of the traction rod node 702 is provided with a height valve adjustment rod mounting seat 703, so that the traction rod 701 has a certain radial and deflection stiffness, which is pressed on both ends of the traction rod 701 to provide buffering and a certain deflection angle for the force. The traction rod 701 connects the composite mounting seat 1 601 and the composite mounting seat 2 602 with the drive axle through the traction rod node 702, determines the position relationship of the drive axle, transmits the traction and braking force between the vehicle body and the drive axle, and the two sets of diagonal rods in the middle effectively suppress the lateral displacement of the vehicle body. The height valve adjustment rod mounting seat 703 is installed on the traction rod 701 to ensure the stability of the installation.

[0042] In one embodiment, for the above-mentioned drive device 8, the drive device 8 includes a transmission shaft 801 arranged on the outside of the drive axle 1, and a body-suspended traction motor 802 is arranged at the end of the transmission shaft 801 away from the drive axle 1; the drive device 8 also includes half-axles 803 arranged at both ends of the drive axle 1, and the half-axles 803 are arranged inside the drive axle, and the drive device 8 also includes a main reducer 804 arranged on the inside of the drive axle 1 and wheel-side reducers on both sides, so as to ensure that the drive device 8 can stably drive the EMU bogie to rotate, and ensure the transmission of driving force and braking force of the device during use; the drive device 8 converts the torque perpendicular to the drive axle into the axial torque of the drive axle; the double-sided gear grinding technology is used to enable the vehicle to achieve two-way travel; a mechanical differential mechanism is provided to realize different speed rotation of the wheels on both sides of the drive axle; the cross-shaped structure at both ends of the transmission shaft 801 and the sleeve tooth structure in the middle can well adapt to the floating, sinking, shaking and other movements between the vehicle body and the drive axle.

[0043] In one embodiment, the steering device 9 can be implemented in three ways. The steering device 9 includes a longitudinal tie rod 901 and a balance bar 908 arranged at the top of both ends of the drive axle 1. The top of the longitudinal tie rod 901 is provided with a crank 902 that cooperates with the half-shaft member 803. A steering swing arm 903 is provided on the side of the longitudinal tie rod 901 away from the drive axle 1. Limit switches 904 are provided on both sides of the steering swing arm 903. A steering gear 905 is provided above the limit switch 904. A transverse tie rod 1 906 is provided at the bottom end of one of the cranks 902. A balance bar 908 is provided on the outside of one transverse crank 902. A transverse tie rod 2 907 is provided on the longitudinal crank 902 on the other side of the balance bar 908. A steering cylinder 909 is provided on the crank 902 on the other side of the transverse tie rod 907. The first steering mode is to control the rotation of the steering gear 905 by transmitting the steering parameters through the steering wheel or servo motor, and the steering arm 903 is driven by the power pump to rotate. When a certain angle is reached, the limit signal of the steering system is triggered by the limit switch 904 to stop working; the steering arm 903 drives the longitudinal rod 901 to rotate the wheel 1 through the crank 902; the crank 902 drives the transverse rod 1 906 to swing, and drives the wheel 2 to rotate through the crank 902; the crank 902 drives the balance bar 908 to swing, and drives the wheel 3 to rotate through the crank 902; the crank 902 drives the transverse rod 2 907 to swing, and drives the wheel 4 to rotate through the crank 902. The power steering cylinder 909 is connected to the second drive axle and to the crank 902. During the steering process, the power steering pump and the steering gear are used to supply oil synchronously to achieve power steering. The limiter 910 realizes the mechanical limit function when the wheel reaches the agreed turning angle. The second pure hydraulic steering method (the steering device 9 does not include the steering gear 905, the steering arm 903, the limit switch 904, and the trailing rod 901) controls the hydraulic pump through the steering system to supply oil to the oil port A or B of the power steering cylinder 909 to provide the initial steering force. The power steering cylinder 909 is controlled by the steering system. Crankshaft 902 rotates wheel 4; crankshaft 902 drives tie rod 2 907, which in turn rotates wheel 3; crankshaft 902 swings balance bar 908, which in turn rotates wheel 2; crankshaft 902 swings tie rod 1 906, which in turn rotates wheel 1. Stopper 910 provides a mechanical stop when the wheel reaches the desired angle. The third steering method is redundant with the first and second methods, enabling switching to the other if one fails. Drive axle 1 and drive axle 2 are suspended from the vehicle body, laying the foundation for a compact bogie with a short wheelbase. Drive axle 1 and drive axle 2 rotate the wheels via crankshafts, driving the steering knuckle around the kingpin. Double crosses at both ends of the drive axle, located at the steering yoke, facilitate wheel steering. The planetary gear structure of the steering arm 903 enhances torque transmission and allows for varying speed ratios.

[0044] In summary, with the aid of the above technical solutions of the present invention, the present invention uses drive axle 1 and drive axle 2 as the load-bearing bodies, which have a certain load-bearing stiffness. The angle encoder 3 can be used to read the actual wheel turning angle in real time, and a closed loop is formed with the steering device control. A certain turning angle is achieved through the wheel 4 with a support body to meet the vehicle steering requirements, which is converted into the translation of the bogie and the vehicle through its own rolling, and filters out some of the vibrations transmitted from the road; the wheel 4 with a support body contains a support body to meet the requirements of driving to the nearest maintenance station with zero tire pressure after damage or explosion; a tire pressure monitoring sensor is bonded to the support body of the wheel 4 with a support body, which can monitor the tire pressure, temperature, and sensor voltage in real time. In case of abnormality, a fault message is sent to the user's main interface through the tire pressure monitoring system to remind the user to maintain it in time. The brake disc in the brake system 5 rotates synchronously with the wheel 4 with support. The brake caliper in the brake system 5 is fixedly connected to the steering knuckle. It can be a passive hydraulic brake caliper, which outputs clamping force based on its own disc spring pressure, and the clamping force is relieved and adjusted by high-pressure brake fluid. Alternatively, it can be an air brake caliper, which outputs clamping force based on high-pressure air and its own leverage ratio. In the parking brake, the clamping force is output based on the parking cylinder disc spring's own pressure and leverage ratio. The clamping force acts on the brake disc through the brake pads in the brake system 5 to generate braking torque. The brake pads in the brake system 5 are equipped with a wear monitoring device, which transmits brake pad wear information by switching on and off a wear resistor line, and provides feedback to the host interface to remind the user to perform maintenance. The suspension system 6 ensures vehicle running stability and comfort. The traction device 7 is located between the vehicle body and drive axle 1 and drive axle 2, transmitting vehicle traction and braking force. The drive device 8 transmits driving torque and electric braking torque to drive axle 1 and drive axle 2, and the steering device 9 achieves vehicle steering.

[0045] In the present invention, unless otherwise clearly stipulated and limited, the terms "install", "set", "connect", "fix", "screw" and the like should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal connection of two elements or the interaction relationship between two elements. Unless otherwise clearly defined, ordinary technicians in this field can understand the specific meanings of the above terms in the present invention according to the specific circumstances.

[0046] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A motor vehicle bogie for a digital track rubber wheel train, comprising a driving axle 1 (1), wherein a matching driving axle 2 (2) is provided on one side of the driving axle 1 (1), characterized in that: Angle encoders (3) are provided at the kingpin positions of the first drive axle (1) and the second drive axle (2), both ends of the first drive axle (1) and the second drive axle (2) are connected to the supporting wheel (4) via a steering knuckle (10), and a braking device (5) is provided on the inner side of the supporting wheel (4); A suspension device (6) and a traction device (7) are provided on both sides of the first drive axle (1) and the second drive axle (2); A driving device (8) is provided at the middle position of the outer sides of the first driving bridge (1) and the second driving bridge (2); A steering device (9) is provided at an outer end of the first drive axle (1); The suspension device (6) includes air springs (603) arranged at both ends of the first drive axle (1) and the second drive axle (2), and a plurality of the air springs (603) are connected to the first drive axle (1) and the second drive axle (2), respectively. The top of the air spring (603) is provided with an air spring air intake hose (604) and a height valve (605) in sequence. The side of the air spring (603) is provided with a height valve adjustment rod (606), and one side of the height valve adjustment rod (606) is provided with a differential pressure valve (607). The traction device (7) includes a group of composite mounting seats arranged on one side of the anti-roll torsion bar (608), the group of composite mounting seats including composite mounting seat 1 (601) and composite mounting seat 2 (602), the composite mounting seat 1 (601) and the composite mounting seat 2 (602) being welded to the vehicle body into a whole, the anti-roll torsion bar (608) is sleeved on one side of the bottom of the composite mounting seat 1 (601) and the composite mounting seat 2 (602), the anti-roll torsion bar (608) is provided with an anti-roll torsion bar connecting rod (609) at the bottom of one end away from the composite mounting seat 1 (601), and the anti-roll torsion bar connecting rod (609) is connected to the driving axle 1 (1); A vertical oil pressure shock absorber (610) is provided on the outside of the air spring (603); The traction device (7) comprises traction rods (701) arranged at both ends of the outer sides of the composite mounting seat 1 (601) and the composite mounting seat 2 (602), a traction rod node (702) being provided at one end of the traction rod (701) away from the set of composite mounting seats, the drive axle 1 (1) and the drive axle 2 (2) being connected to the corresponding traction rod (701) via the corresponding traction rod node (702), and a height valve adjustment rod mounting seat (703) being provided at the outer end of the traction rod node (702).

2. The digital track rubber wheel train bogie according to claim 1, characterized in that: The driving device (8) comprises a transmission shaft (801) arranged outside the first driving axle (1), and a body-suspended traction motor (802) is provided at one end of the transmission shaft (801) away from the first driving axle (1); The driving device (8) further comprises half-axle components (803) arranged at both ends of the first driving axle (1), and the half-axle components (803) are arranged inside the first driving axle (1).

3. The digital track rubber wheel train bogie according to claim 2, characterized in that: The driving device (8) further includes a main reducer (804) arranged on the inner side of the driving axle (1) and wheel-side reducers on both sides.

4. The digital track rubber wheel train bogie according to claim 1, characterized in that: The steering device (9) includes a longitudinal tie rod (901) arranged on the side of the driving axle (1), a crank (902) matched with a kingpin is arranged at the top end of the longitudinal tie rod (901), a steering swing arm (903) is arranged on the side of the longitudinal tie rod (901) away from the driving axle (1), limit switches (904) are arranged on both sides of the steering swing arm (903), and a steering gear (905) is arranged on the upper part of the steering swing arm (903).

5. The digital track rubber wheel train bogie according to claim 4, characterized in that: A tie rod 1 (906) is provided at the bottom end of the crank (902).

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