A bogie assembly and sky rail car

Abstract

The application discloses a bogie assembly, which comprises a frame assembly, a first spring assembly, and a steel wheel assembly. The frame assembly is arranged above an aerial track beam and has the same extension direction as the aerial track beam. The first spring assembly is arranged at the bottom of the frame assembly. The steel wheel assembly comprises two steel wheels which are oppositely arranged at the two sides of the first spring assembly and is used for buffering the acting force between the frame assembly and the steel wheel assembly. The bogie assembly adopts the steel wheel assembly as a walking mechanism, and the steel wheel assembly is connected with the bottom of the frame assembly through the first spring assembly. The solid rubber wheel or the pneumatic tire is replaced by the steel wheel, and the bogie assembly is more suitable for the transportation demand of large transportation capacity, high frequency and long distance, has high durability, avoids the defect that the maintenance cost is too high when the solid rubber wheel or the pneumatic tire is used, reduces the operation cost, better meets the market demand, buffers the vibration between the steel wheel assembly and the frame assembly through the first spring assembly, ensures the damping and comfort performance during the operation of the bogie assembly, and meets the damping requirement of the aerial track vehicle.

Description

Technical Field

[0001] This application belongs to the field of aerial rail transportation technology, and in particular relates to a bogie assembly and an aerial rail transport vehicle. Background Technology

[0002] In related technologies, for both passenger and freight transport on elevated tracks, the running system typically uses solid rubber wheels or pneumatic tires. While solid rubber wheels and pneumatic tires offer good shock absorption and comfort, they experience significant wear and tear, have a short lifespan, and incur high maintenance costs throughout their lifecycle. In freight transport, in addition to short-distance transshipment needs, there are also demands for high-volume, high-frequency, and long-distance transport. In such application scenarios, the maintenance costs of solid rubber wheels and pneumatic tires are too high, making them unacceptable to the market.

[0003] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0004] This application aims to at least partially address the technical problem of excessively high maintenance costs for aerial rail vehicles using solid rubber wheels or pneumatic tires. To this end, this application provides a bogie assembly and an aerial rail vehicle.

[0005] This application provides a bogie assembly, the bogie assembly comprising:

[0006] The frame assembly is located above the aerial track beam, and the extension direction of the frame assembly is the same as the extension direction of the aerial track beam;

[0007] A first spring assembly is disposed at the bottom of the frame assembly;

[0008] The steel wheel assembly includes two steel wheels, which are disposed opposite to each other on both sides of the first spring assembly. The first spring assembly is used to buffer the force between the frame assembly and the steel wheel assembly.

[0009] In some embodiments, the first spring comprises:

[0010] A base, which is connected to the frame;

[0011] A gearbox, wherein the gearbox is disposed below the base and connected to the base via a vertical connector, and the steel wheel is disposed on the gearbox; and,

[0012] A first rubber spring is provided, with the first rubber spring padding between the base and the gearbox.

[0013] In some embodiments, the first rubber spring is annular and is sleeved on the vertical connector.

[0014] In some embodiments, the bogie assembly further includes:

[0015] A traction motor is mounted on the aforementioned frame assembly;

[0016] A universal coupling is used to connect the traction motor and the gearbox.

[0017] In some embodiments, the bogie assembly further includes:

[0018] A stabilizing rod, the first end of which is hinged to the gearbox, and the second end of which, opposite to the first end, is hinged to the frame.

[0019] In some embodiments, the frame assembly is provided with a guide wheel mounting seat; the bogie assembly further includes a guide wheel, which is mounted on the guide wheel mounting seat, and the rotation axis of the guide wheel is perpendicular to the horizontal plane.

[0020] In some embodiments, the frame assembly is provided with brake mounting seats corresponding to the steel wheels respectively; the bogie assembly also includes a brake, which is disposed on the brake mounting seat and is used for friction braking with the tread surface of the steel wheel, and the gap between the brake and the steel wheel is adjustable.

[0021] This application provides an aerial rail vehicle, which includes the aforementioned bogie assembly and frame assembly to connect a suspension assembly between the bogie assembly and the frame assembly. The suspension assembly includes:

[0022] A bolster assembly; mounted on the bogie assembly;

[0023] The suspension bracket has its top end connected to the bolster via a ball joint, and its bottom end connected to the vehicle frame assembly.

[0024] A vertical shock absorber, connected between the bolster assembly and the suspension bracket; and,

[0025] A longitudinal shock absorber is connected between the frame assembly and the suspension bracket.

[0026] In some embodiments, the frame assembly is provided with suspension bracket mounting holes, the bottom end of the suspension bracket is located in the suspension bracket mounting holes and connected to the frame assembly; the frame assembly is provided with a plurality of longitudinal stops extending along the travel direction of the aerial railcar and a plurality of transverse stops perpendicular to the longitudinal stops around the suspension bracket mounting holes.

[0027] In some embodiments, the lateral stop is fitted against the suspension bracket.

[0028] The embodiments of this application have at least the following beneficial effects:

[0029] The aforementioned bogie assembly uses steel wheels as its running gear. The steel wheels are connected to the bottom of the frame assembly via a first spring assembly. Replacing solid rubber wheels or pneumatic tires with steel wheels makes it more suitable for high-volume, high-frequency, and long-distance transportation needs, offering high durability while avoiding the high maintenance costs associated with solid rubber wheels or pneumatic tires, thus reducing operating costs and better meeting market demands. Simultaneously, the first spring assembly buffers vibrations between the steel wheels and the frame assembly, ensuring shock absorption and comfort during operation of the axial frame assembly, meeting the shock absorption requirements of aerial rail vehicles. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 A schematic diagram showing the relative positions of the aerial railcar and the aerial rail beam in an embodiment of this application is shown;

[0032] Figure 2 It shows Figure 1 The left view;

[0033] Figure 3 It shows Figure 1 A structural schematic diagram of the bogie assembly and suspension assembly in an aerial railcar;

[0034] Figure 4 It shows Figure 3 A schematic diagram of the frame structure in the bogie assembly;

[0035] Figure 5 It shows Figure 3 A schematic diagram of the structure of the first spring in the bogie assembly;

[0036] Figure 6 It shows Figure 3 A schematic diagram showing the relative positions of the traction motor, steel wheel assembly, and first spring assembly in the bogie assembly;

[0037] Figure 7 It shows Figure 1 A schematic diagram of the connection structure between the suspension components and the frame components in an aerial railcar;

[0038] Figure 8 It shows Figure 1 A schematic diagram of the frame assembly in an aerial railcar;

[0039] Figure 9 It shows Figure 8 A partial structural diagram of the mid-frame assembly.

[0040] Figure label:

[0041] 10. Aerial track beam; 11. Rail; 12. Guide rail; 13. Positive current receiving rail; 14. Negative current receiving rail; 15. Fastener assembly; 20. Container unit; 100. Bogie assembly; 110. Frame assembly; 111. First stop; 112. Second stop; 113. Current receiver mounting base; 114. Rubber spring base; 115. Center collar; 116. Motor support; 117. Protective support plate; 118. Guide wheel mounting base; 119. Brake mounting base; 120. First spring assembly; 121. 121. Base; 122. Gearbox; 123. First rubber spring; 181. Buffer collar; 182. Fixing bolt; 183. Upper pad; 184. Lower pad; 185. Rubber sleeve; 186. Rubber pad; 187. Nut washer; 188. Vertical connector; 189. Vertical connecting nut; 130. Steel wheel assembly; 131. Steel wheel; 132. Shaft end grounding device; 140. Guide wheel; 150. Single-pole current collector; 160. Brake; 170. Traction motor; 171. Universal coupling; 172. Stabilizer 180. Tie rod; 190. Motion control device; 200. Power supply device; 210. Suspension assembly; 220. Bolt assembly; 230. Suspension bracket; 240. Vertical shock absorber; 250. Longitudinal shock absorber; 260. Crack monitor; 261. Center pin; 262. Second rubber spring; 263. Anti-detachment plate; 264. Ball joint; 265. Center stop seat; 266. Anti-detachment shackle; 267. Lateral stop; 268. Longitudinal stop; 269. Pin; 270. Nylon pad; 300. Pin fixing nut; 300. Car Frame assembly; 311, end beam; 312, middle beam; 313, crossbeam; 214, rotary lock device; 315, guide plate device; 316, accessory components; 317, air reservoir; 318, air compressor; 319, drive motor; 320, rotating shaft; 321, first rotating handle; 322, mechanical stop; 323, connecting rod; 324, spring top pin device; 325, rotating pin; 326, lock sleeve; 327, concave base; 328, second rotating handle; 329, rotating handle nut; 330, electrical distribution box; 331, coupler buffer device. Detailed Implementation

[0042] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0043] Furthermore, reference numerals and / or reference letters may be repeated in different examples in this application. Such repetition is for simplification and clarity purposes and does not in itself indicate a relationship between the various embodiments and / or settings discussed. In addition, this application provides examples of various specific processes and materials; however, those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0044] This application is described below with reference to the accompanying drawings and specific embodiments:

[0045] In this field, the development level of multimodal transport remains relatively low, with road transport dominating. Problems such as poor coordination between road, rail, and water transport, an imperfect market environment, inadequate regulations and standards, and lagging application of advanced technologies are prominent. Containers are widely used in port, logistics, and coal freight sectors, but in actual transport, they are often constrained by the distance of railway stations and the complex surrounding environment in some areas, necessitating extensive truck transshipment, leading to significant issues of congestion, pollution, inefficiency, and safety. Freight systems utilizing air-rail transport have attracted widespread market attention and possess promising market prospects. However, in related technologies, whether for passenger or freight transport, the running system generally uses solid rubber wheels or pneumatic tires. While solid rubber wheels and pneumatic tires offer good shock absorption and comfort, they experience significant wear, have a short service life, and incur high maintenance costs throughout their lifecycle. In freight transport, besides short-distance transshipment needs, there are also demands for large-volume, high-frequency, and long-distance transport. In such application scenarios, the high maintenance costs of solid rubber wheels and pneumatic tires make them unacceptable to the market.

[0046] Based on the above problems, this application provides an aerial railcar and its bogie assembly 100, such as... Figures 1 to 6 As shown, the bogie assembly 100 for an aerial railcar includes a frame assembly 110, a first spring assembly 120, and a steel wheel assembly 130. The frame assembly 110 is located above the aerial rail beam 10, and the extension direction of the frame assembly 110 is the same as the extension direction of the aerial rail beam 10. The first spring assembly 120 is disposed at the bottom of the frame assembly 110. The steel wheel assembly 130 includes two steel wheels 131, which are disposed opposite to each other on both sides of the first spring assembly 120. The first spring assembly 120 is used to buffer the force between the frame assembly 110 and the steel wheel assembly 130.

[0047] In the above embodiment, a steel wheel assembly 130 is used as the walking mechanism. The steel wheel assembly 130 is connected to the bottom of the frame assembly 110 through the first spring assembly 120. Replacing solid rubber wheels or pneumatic tires with steel wheels 131 is more suitable for transportation needs with large capacity, high frequency, and long distance. It has high durability and avoids the drawback of high maintenance costs when using solid rubber wheels or pneumatic tires, thus reducing operating costs and better meeting market demands. At the same time, the first spring assembly 120 buffers the vibration between the steel wheel assembly 130 and the frame assembly 110, ensuring shock absorption and comfort performance during the operation of the axial frame assembly and meeting the shock absorption requirements of the aerial rail vehicle.

[0048] In the above embodiments, the steel wheel assembly 130 is connected to the frame assembly 110 via the first spring assembly 120. The steel wheel assembly 130 has high durability, long service life, and relatively low manufacturing and maintenance costs, which can better meet the market's demands for transportation and maintenance costs. Especially in the freight sector, there are often no higher requirements for indicators such as noise and comfort, and the need for steep ramps can be determined according to actual conditions without being mandatory. Therefore, for some applications of aerial rail freight, the aerial rail vehicle composed of bogies according to the embodiments of this application is more in line with the market's demand for operating costs.

[0049] In certain application scenarios, elevated railcars face harsh operating environments, including strong winds and sandstorms, high transport volumes, long gradients, and large temperature differences. For example, on one elevated rail line, there are 177 days a year with wind speeds exceeding level 8, 101 days exceeding level 10, and 67 days exceeding level 11, with the highest operating wind speed even reaching level 10; the annual transport volume is 15 million tons, and the number of operating days is 300 days per year; the line is 66 km long, with an elevation difference of approximately 1800 m and a maximum gradient of 60‰; the operating temperature difference reaches -25.5℃ to 48.0℃. Due to the inherent material and structural characteristics of rubber wheels, using rubber wheels as the running wheels of elevated railcars presents the following problems:

[0050] Its heat dissipation is poor. The longest continuous operation time in a single test is 30 minutes, and it needs to dissipate heat for 5 minutes. Otherwise, there will be a risk of rubber cracking, peeling or falling off.

[0051] With a short service life, based on a transport capacity of 15 million tons and a distance of 66 km, the annual mileage of the vehicles is approximately 300,000 km, and the lifespan of the rubber tires is only 3.2 months. The speed is also relatively low; the maximum speed for heavy-duty wheels is 40 km / h.

[0052] Maintenance costs are high. Based on a transport capacity of 15 million tons, the comprehensive maintenance cost of solid rubber wheels is at least 74.62 million yuan per year, which is equivalent to 364,000 yuan per vehicle per year.

[0053] In addition, the use of rubber wheels on the aerial railcar will also have a certain impact on the aerial rail beam, resulting in poor fatigue resistance of the aerial rail beam, poor stress state of the rubber wheels, and high construction difficulty of the aerial rail beam.

[0054] For example, for open-face girder beams, the pressure from the rubber wheels is eccentric, resulting in poor fatigue performance. This leads to an increase in the number of annular stiffeners and bottom stiffeners on the track beam, resulting in more ineffective weight. Furthermore, wear and corrosion on the track surface cause the running plates to thin and become irreparable. Similarly, under the pressure of the running wheels, the lower-opening box girder tends to expand outwards, forming an inverted V-shape on the track surface. This causes a tendency for the inner side of the running wheels to become detached, while the pressure on the outer side increases, leading to increased wheel wear. On-site observation shows that there are more cracks on the outer side of the running wheels than on the inner side. In addition, the unevenness of the track surface and the high rigidity of the overall frame cause significant load increases and decreases on the running wheels, also leading to increased wear. Furthermore, aerial track beams not only face greater challenges in dimensional control but also in post-manufacturing adjustments. The manufacturing dimensions of aerial track beams cannot strictly meet design requirements, mainly because the lower-opening structure of the track beam results in lower beam rigidity, which is detrimental to dimensional control. After the lower-opening box girder is manufactured, adjustments are very difficult.

[0055] To address the aforementioned problems in aerial rail transportation, this application proposes an inventive concept of using steel wheels as the running wheels for aerial rail vehicles. Compared to aerial rail vehicles using rubber wheels, steel wheels offer advantages such as better heat dissipation, higher load-bearing capacity, better wear resistance, higher speed, greater climbing ability, lower maintenance costs, longer service life, higher safety performance, and mature practical application. Furthermore, steel rails based on box girder structures can be used, reducing the difficulty of constructing and adjusting the aerial rail beams. This makes aerial rail vehicles using steel wheels more suitable for applications requiring long distances, high speeds, high frequency, and low noise.

[0056] Furthermore, aerial rail transport systems using steel wheels offer superior economic advantages, as analyzed below:

[0057] Solid rubber tires: Assuming a single tire cost of 40,000 yuan and a rim lifespan of 5 years, the average purchase cost per vehicle is 4*8 / 5=64,000 yuan / year, and the total rim cost for all vehicles is 64,000*205=13.12 million yuan / year. The rubber tires need to be replaced every 80,000 kilometers, with a replacement cost of 10,000 yuan per tire. Assuming a single vehicle's mileage of 300,000 kilometers / year, each vehicle needs to replace its tires 3.75 times per year, resulting in a rubber vulcanization cost of 1*8*3.75=300,000 yuan / year per vehicle. Based on a total of 205 vehicles, the total tire replacement cost for all vehicles is 300,000*205=61.5 million yuan / year. The total cost is 74.62 million yuan / year.

[0058] Pneumatic tires: Assuming a cost of 0.5 million per tire and a replacement interval of 100,000 kilometers, each vehicle needs to have its tires replaced 3 times per year. The cost per tire is 0.5 * 8 * 3 = 120,000 per year. With a total of 205 vehicles, the total cost of replacing tires for all vehicles is 120,000 * 205 = 24.6 million per year. Assuming a rim lifespan of 5 years, the cost per rim is 0.5 * 8 / 5 = 0.8 million per year. The total cost of replacing rims for all vehicles is 0.8 * 205 = 1.64 million per year. The total cost is 26.24 million per year.

[0059] Steel wheels: Based on a rail cost of 1.24 million RMB / km (40 years), the rail cost is 1.24 * 66 * 2 = 163.68 million RMB, averaging 4.092 million RMB per year. Assuming a steel wheel lifespan of 2.4 million km, it needs to be replaced every 8 years. With a steel wheel cost estimated at 0.34 million RMB / wheel, the cost per wheel is approximately 0.34 * 8 / 8 = 0.34 million RMB per year, for a total wheel replacement cost of 0.34 * 205 = 697,000 RMB per year. Assuming a 150,000 km turning and repair cost of 0.12 million RMB, the annual turning and repair cost per wheel is 0.12 * 8 * 2 = 1.92 million RMB per year, for a total turning and repair cost of 1.92 * 205 = 3.936 million RMB per year. The total cost is 8.725 million RMB per year. If the steel wheel with a first spring is used as described in this application, and the cost of a single wheel is estimated at 25,000, then the total cost would be 13,153,000 per year.

[0060] In summary, although steel wheels require a larger initial investment in rails, they have a longer service life and lower procurement and maintenance costs, resulting in a lower overall cost over their life cycle compared to solid rubber wheels and pneumatic wheels.

[0061] In some embodiments, such as Figure 1 and Figure 2 As shown, the beam body of the aerial track beam 10 can be an open-bottom track beam. The aerial track beam 10 can include the beam body and structures such as steel rails 11, guide rails 12, positive current receiving rails 13 and negative current receiving rails 14 set on the beam body. The overall structure of the beam body can be adaptively adjusted according to its components. The steel rail 11 supports the steel wheel 131, enabling the steel wheel 131 to run on the steel rail 11. The steel rail 11 can be fixed to the beam by fastener assembly 15. The guide rail 12 abuts against the guiding component of the bogie assembly 100 to guide and limit the bogie assembly 100. The positive current receiving rail 13 and the negative current receiving rail 14 are set independently relative to the steel rail 11 and the guide rail 12 as the third rail, and are used to supply power to the electrical equipment on the aerial railcar. Generally, DC1500V or DC750V is used. The independent setting of the positive current receiving rail 13 and the negative current receiving rail 14 can avoid electrical safety problems caused by extreme working conditions, such as rain, making the operation of the aerial railcar safer and more reliable.

[0062] In some embodiments, such as Figure 3 and Figure 4 As shown, the bogie assembly 100 is the traveling mechanism of the aerial railcar on the aerial track beam 10. The aerial railcar travels on the track 11 by rotating the steel wheel assembly 130 relative to the steel rail 11. The bogie assembly 100 serves as a support mechanism for the aerial railcar's travel on the aerial track beam 10, supporting the various components of the aerial railcar. The frame assembly 110 serves as the supporting skeleton for the various components within the bogie assembly 100. The frame assembly 110 mainly includes a steel structure frame body, on which mounting seats, holes, slots, and other corresponding structures for mounting the various components of the bogie assembly 100 can be provided.

[0063] In some embodiments, such as Figure 3 and Figure 4 As shown, a first stop 111 may be provided at the end of the frame assembly 110 extending along the direction of the aerial track beam 10. The first stop 111 is used for anti-collision at the end of the frame assembly 110.

[0064] In some embodiments, such as Figure 3 and Figure 4 As shown, current collector mounting seats 113 can be respectively provided on opposite sides of the top of the frame assembly 110. The oppositely arranged current collector mounting seats 113 are used to mount single-pole current collectors 150, which are used to make contact with the positive current collector rail 13 or the negative current collector rail 14 for conductive conduction. The current collector mounting seats 113 are positioned opposite each other on the frame assembly 110, which can prevent accidental short circuits that may occur if the current collectors are installed on the same side of the frame assembly 110. Optionally, the single-pole current collector 150 can be installed in the area of ​​the frame assembly 110 above the wheel axle, which can minimize the change in lateral dimensions caused by cornering, thereby preventing excessive compression and damage to the single-pole current collector 150.

[0065] As an optional implementation, the first spring assembly 120 includes a base 121, a gearbox 122, and a first rubber spring 123. The base 121 is connected to the frame assembly 110; the gearbox 122 is located below the base 121 and connected to the base 121 via a vertical connector 188; a steel wheel 131 is mounted on the gearbox 122; and the first rubber spring 123 is placed between the base 121 and the gearbox 122.

[0066] In some embodiments, such as Figure 5As shown, the base 121 is disposed at the bottom of the frame assembly 110 and fixedly connected to the frame assembly 110, for example, the base 121 is welded to the frame assembly 110. The gearbox 122 is located below the base 121, one end of the vertical connector 188 passes through the gearbox 122 and is connected to the base 121, and the other end of the vertical connector 188 is locked by a vertical connecting nut 189. For example, the vertical connector 188 can be a vertical shaft pin, and the vertical connecting nut 189 can be a slotted nut. In these embodiments, by placing a first rubber spring 123 between the base 121 and the gearbox 122, the first rubber spring 123 can provide shock absorption.

[0067] As an alternative implementation, the first rubber spring 123 is annular and is sleeved on the vertical connector 188.

[0068] In some embodiments, such as Figure 5 As shown, by making the first rubber spring 123 annular and sleeved on the vertical connector 188, the first rubber spring 123 can be ensured to be restricted by the vertical connector 188 between the base 121 and the gearbox 122, thus ensuring that it plays a shock-absorbing role.

[0069] In some embodiments, such as Figure 5 As shown, optionally, the top and bottom ends of the gearbox 122 are respectively provided with an upper pad 183 and a lower pad 184. The upper pad 183 and lower pad 184 are respectively provided with through holes for the vertical connector 188 to pass through. The upper pad 183 and lower pad 184 improve the reliability of the gearbox 122 connection and its shock absorption performance. Optionally, a rubber pad 186 and a nut washer 187 are also provided between the vertical connecting nut 189 and the gearbox 122 to ensure the reliability of the connection between the vertical connecting nut 189 and the vertical connector 188, preventing it from loosening or falling off under vibration. Optionally, the portion of the vertical connector 188 located inside the gearbox 122 is fitted with a rubber sleeve 185, fixing the relative position of the vertical connector 188 and the gearbox 122 in the lateral direction, preventing lateral movement between the connector and the gearbox 122, preventing lateral swaying of the first spring assembly 120, and improving the stability of the bogie assembly 100 during travel. Optionally, the portion of the vertical connector 188 located on the base 121 is fitted with a buffer collar 181, and a fixing bolt 182 passes through the base 121 and the vertical connector 188 in the horizontal direction, thereby fixing the vertical connector 188 to the base 121 together.

[0070] As an alternative implementation, the bogie assembly 100 also includes a traction motor 170 and a universal coupling 171. The traction motor 170 is mounted on the frame assembly 110, and the universal coupling 171 connects the traction motor 170 and the gearbox 122.

[0071] In some embodiments, such as Figure 3 and Figure 6 As shown, the bogie assembly 100 also includes a traction motor 170, which serves as a power supply device to provide traction for the movement of the steel wheel assembly 130 on the overhead track beam 10.

[0072] In some embodiments, such as Figure 3 and Figure 6 As shown, a motor support 116 and a protective plate 117 are provided on the frame assembly 110. The traction motor 170 is fixed in the frame assembly 110 through the motor support 116. At the same time, the protective plate 117 is located at the bottom of the traction motor 170 to protect the traction motor 170 and prevent it from falling off.

[0073] In some embodiments, the gearbox 122 serves as a transmission device from the traction motor 170 to the steel wheel assembly 130, which can transmit the kinetic energy of the traction motor 170 to the steel wheel assembly 130, and can change the rotational speed of the steel wheel assembly 130 according to the travel speed. For example, the gearbox 122 can be used as a speed reducer.

[0074] In some embodiments, such as Figure 5 and Figure 6 As shown, since a first spring assembly 120 is provided in the bogie assembly 100, after the traction motor 170 is installed on the frame assembly 110, the relative height between the traction motor 170 and the gearbox 122 will also change when the aerial railcar changes between empty and loaded states. This application realizes the connection between the traction motor 170 and the gearbox 122 through the universal coupling 171, which can better adapt to the change in the relative height between the traction motor 170 and the gearbox 122.

[0075] In some embodiments, such as Figure 5 and Figure 6 As shown, since the steel wheel assembly 130 is driven by the traction motor 170 through the universal coupling 171 and the gearbox 122, the traction motor 170 can also achieve electric braking of the steel wheel assembly 130.

[0076] As an optional implementation, the bogie assembly 100 also includes a stabilizing rod 172, the first end of which is hinged to the gearbox 122, and the second end of which is opposite to the first end and is hinged to the frame assembly 110.

[0077] In some embodiments, such as Figure 6As shown, since the center of gravity of the gearbox 122 may not fall on the central axis of the bogie, there is a certain risk of center of gravity deflection. In order to ensure the stability of the aerial railcar's running posture, an oblique stabilizing rod 172 is provided between the component assembly and the gearbox 122. The first end of the stabilizing rod 172 is hinged to the gearbox 122, and the second end of the stabilizing rod 172 opposite to the first end is hinged to the frame assembly 110. The stabilizing rod 172 restricts the occurrence of the gearbox 122 tilting or tilting on one side when the empty car and the loaded car change, thus avoiding the instability of the aerial railcar due to the tilting or tilting of the gearbox 122 on one side.

[0078] In some embodiments, such as Figure 6 As shown, the gearbox 122 is equipped with bearings, and the steel wheel 131 is mounted on the gearbox 122 via the bearings. Optionally, a shaft end grounding device 132 is provided on the side of the steel wheel 131 adjacent to the bearing. The shaft end grounding device 132 can ensure the grounding effect while avoiding damage to the rollers in the bearing due to electrical corrosion, that is, to prevent damage to the bearing rollers and thus avoid endangering the safe operation of the aerial railcar.

[0079] As an optional implementation, the frame assembly 110 is provided with a guide wheel mounting seat 118; the bogie assembly 100 also includes a guide wheel 140, which is mounted on the guide wheel mounting seat 118, and the rotation axis 320 of the guide wheel 140 is perpendicular to the horizontal plane.

[0080] In some embodiments, such as Figure 2 As shown, guide rails 12 are positioned opposite each other on both sides of the beam; simultaneously, as... Figure 4 As shown, guide wheel mounting seats 118 can be provided on opposite sides of the frame assembly 110. Guide wheels 140 are mounted on the frame assembly 110 via the guide wheel mounting seats 118, ensuring that the rotation axis 320 of the guide wheels 140 is perpendicular to the horizontal plane. During operation of the aerial railcar, as... Figure 2 As shown, the guide wheel 140 can roll on the guide rail 12.

[0081] In some embodiments, such as Figure 2 and Figure 4 As shown, the steel wheel 131 can have its own rim, and the guide wheel 140 mainly plays a safety protection role in preventing derailment in this type of aerial railcar. The guide wheel 140 has a long service life, which can reduce the maintenance cost of the aerial railcar.

[0082] As an optional implementation, the frame assembly 110 is provided with brake mounting seats 119 corresponding to the steel wheels 131 respectively; the bogie assembly 100 also includes a brake 160, which is disposed on the brake mounting seat 119 and is used for friction braking with the tread surface of the steel wheels 131. The gap between the brake 160 and the steel wheels 131 is adjustable.

[0083] In some embodiments, such as Figures 1 to 4 As shown, the frame assembly 110 is provided with multiple brake mounting seats 119. After the brake 160 is mounted on the frame assembly 110 through the brake mounting seats 119, the brake 160 can be respectively aligned with the steel wheel 131 to provide braking effect to the steel wheel 131.

[0084] In some embodiments, optionally, such as Figure 2 and Figure 4 As shown, the brake 160 can adopt an air tread braking type, that is, the brake 160 and the steel wheel 131 tread friction braking, which can make the braking method of the aerial railcar lower in cost and more suitable for freight train transportation; furthermore, compared with the wheel disc braking method, it can save the lateral space at the wheel axle of the steel wheel 131, and the inner width requirement of the aerial rail beam 10 is lower, thus reducing the construction cost of the aerial rail beam 10.

[0085] In some embodiments, brake 160 can function as a braking system independent of electric braking. In the elevated rail vehicle, conventional braking can be achieved using electric braking. When the elevated rail vehicle's operating speed is low, such as below 5 km / h, brake 160 participates in stopping as an auxiliary brake. Brake 160 can also perform emergency braking of the elevated rail vehicle in abnormal situations, such as when electric braking fails. That is, brake 160 generally employs passive braking, enabling emergency braking even in the event of a power outage. Furthermore, brake 160 can also perform prolonged parking braking on slopes for the elevated rail vehicle.

[0086] In some embodiments, such as Figure 2 and Figure 4 As shown, the frame assembly 110 can be equipped with eight brakes 160, each corresponding to one of the eight steel wheels 131. Mechanical braking can be achieved by controlling the friction between the brake shoes on the eight independent brakes 160 and the tread surfaces of the steel wheels 131. All eight brakes 160 can be passive brakes 160; however, when the gradient of the overhead track beam 10 is relatively small, four active brakes 160 and four passive brakes 160 can also be used.

[0087] In some embodiments, the brake shoes of the brake 160 have an automatic clearance adjustment function, which can automatically adapt to the condition that the wheel diameter of the steel wheel 131 becomes smaller after wear. The application of braking force can be achieved through precise braking force distribution by a microcomputer control unit; in the freight field, if the transported goods have obvious empty and loaded characteristics, only two modes of braking force application can be provided, which can replace the relatively costly method of achieving precise braking force distribution through a microcomputer control unit.

[0088] In some embodiments, the brake 160 is installed on the side of the steel wheel 131 away from the gearbox 122, that is, the brake 160 is installed on the outside of the steel wheel 131, which facilitates inspection and maintenance and also makes it convenient to operate manually when necessary.

[0089] Based on the same inventive concept, this application also provides an aerial railcar, which includes the aforementioned bogie assembly 100 and frame assembly 300, and a suspension assembly 200 connected between the bogie assembly 100 and the frame assembly 300. The suspension assembly 200 includes: a bolster assembly 210 disposed on the bogie assembly 100; a suspension bracket 220, the top end of which is connected to the bolster assembly 210 via a ball joint 263, and the bottom end of which is connected to the frame assembly 300; a vertical shock absorber 230 connected between the bolster assembly 210 and the suspension bracket 220; and a longitudinal shock absorber 240 connected between the frame assembly and the suspension bracket 220.

[0090] Since the aerial railcar provided by the present invention includes the bogie assembly 100 of the above-mentioned technical solution, the aerial railcar provided by the present invention has all the beneficial effects of the above-mentioned folding bogie assembly 100, which will not be elaborated here.

[0091] In some embodiments, such as Figure 3 and Figure 7 As shown, the suspension assembly 200 is a key component connecting the bogie assembly 100 and the frame assembly 300, and needs to transmit various forces between the bogie assembly 100 and the frame assembly 300. Optionally, the suspension assembly 200 includes a bolster assembly 210, a suspension bracket 220, a vertical shock absorber 230, and a longitudinal shock absorber 240. The bolster assembly 210 is mounted on the bogie assembly 100; the top end of the suspension bracket 220 is connected to the bolster assembly 210 via a ball joint 263, and the bottom end of the suspension bracket 220 is connected to the frame assembly 300; the vertical shock absorber 230 is connected between the bolster assembly 210 and the suspension bracket 220; and the longitudinal shock absorber 240 is connected between the frame assembly and the suspension bracket 220.

[0092] In some embodiments, such as Figure 3 As shown, the suspension bracket 220 passes through the central collar 115 of the frame assembly 110 and connects to the bolster assembly 210 located at the top of the frame assembly 110. Optionally, four second stops 112 are provided around the central collar 115, which are used to stop and limit the horizontal rotation of the bolster assembly 210.

[0093] In some embodiments, optionally, such as Figure 3 and Figure 7As shown, the suspension assembly 200 also includes a center pin 260, a second rubber spring 261, an anti-detachment plate 262, a ball joint 263, a center stop seat 264, an anti-detachment shackle 265, a lateral stop 266, a longitudinal stop 267, a pin 268, a nylon pad 269, and a pin fixing nut 270. For example, the suspension bracket 220 is connected to the center pin 260 on the bolster assembly 210 via the ball joint 263. The ball joint 263 can adapt to various working conditions of the center pin 260, such as vertical, horizontal torsion, lateral roll, and longitudinal impact.

[0094] In some embodiments, such as Figure 3 and Figure 7 As shown, the suspension assembly 200 includes four second rubber springs 261, which are cushioned between the bolster assembly 210 and the frame assembly 110. Optionally, four rubber spring bases 114 are provided on the top of the frame assembly 110, corresponding to the second rubber springs 261, so that the four second rubber springs 261 can be located in the rubber spring bases 114 respectively.

[0095] In some embodiments, such as Figure 3 and Figure 7 As shown, the vertical vibration damper can adapt not only to vertical working conditions, but also to the lateral roll motion of the overhead railcar.

[0096] As an optional implementation, the frame assembly 300 is provided with mounting holes for suspension brackets 220, the bottom end of which is located in the mounting holes and connected to the frame assembly 300. The frame assembly 300 is provided with a plurality of longitudinal stops 267 extending along the direction of travel of the elevated rail vehicle and a plurality of transverse stops 266 perpendicular to the longitudinal stops 267 around the mounting holes for the suspension brackets 220. Further optionally, the transverse stops 266 are fitted against the suspension brackets 220.

[0097] In some embodiments, such as Figure 7 As shown, optionally, multiple longitudinal stops 267 and lateral stops 266 are provided on the frame assembly 300 around the suspension bracket 220. The longitudinal stops 267 and longitudinal dampers prevent excessive longitudinal impact during emergency braking. Appropriate clearance is generally provided at the lateral stops 266 to release some of the roll motion of the aerial railcar body through the bottom pin 268 of the suspension assembly 200, resulting in better dynamic performance of the aerial railcar.

[0098] In this application, considering the various lateral loads on the freight container unit 20, the reserved gap may cause the vehicle body and container unit 20 to be in an inclined state, resulting in unsuccessful loading and unloading of the ground transfer equipment. In related technologies, if a solution of adding stabilizing outriggers to keep the container unit 20 level is adopted, it will not only increase costs, but also affect loading and unloading efficiency. Taking into account the above factors, and in conjunction with the embodiment of this application, the center of the ball joint 263 at the upper part of the suspension bracket 220 can release part of the lateral roll motion. Therefore, the lateral stop 266 at the bottom of the suspension bracket 220 does not need to reserve a roll angle. Although the wheel load reduction rate of the bogie assembly 100 increases slightly under some operating conditions, the loading and unloading efficiency is higher and the overall benefits are better.

[0099] In some embodiments, such as Figure 7 As shown, the suspension assembly 200 may also be equipped with an anti-detachment plate 262, an anti-detachment shackle 265, and a crack monitor 250 as safety protection measures. Among them, the anti-detachment plate 262 can serve as backup protection against fatigue fracture at the cap of the center pin 260, the anti-detachment shackle 265 can serve as backup protection against fracture of the bottom pin 268, and the crack monitor 250 can monitor in real time whether there are small cracks inside the pin 268.

[0100] In some embodiments, such as Figure 1 , Figure 8 as well as Figure 9 As shown, the frame assembly 300 includes two center beams 312 arranged opposite each other, an end beam 311 connected between the ends of the two center beams 312, and a cross beam 313 connected between the two center beams 312. The frame assembly can be equipped with components such as a rotary lock device 214, a guide plate device 315, an accessory assembly 316, an air reservoir 317, an air compressor 318, and a coupler buffer device 331.

[0101] Optionally, the end of the crossbeam 313 is provided with a guide plate device 315, which can compensate for minor errors in the alignment of the ground loading and unloading equipment and the rotary locking device 214. In some embodiments, the chassis assembly 300 can be used for the transfer of 20ft container units 20; in other embodiments, the number of crossbeams 313 and rotary locking devices 214 in the chassis assembly 300 can be increased to make the chassis assembly 300 suitable for the transfer of container units 20 with weights of 40ft, 45ft, etc.

[0102] In some embodiments, the frame assembly 300 serves as a support structure for the transport container unit 20, such as... Figure 8 As shown, the frame assembly 300 may be equipped with two sets of rotary locking devices 214 in the middle for locking with the container unit 20.

[0103] The system enables automatic opening, closing, and locking of the container unit 20 when it is lifted by ground transfer equipment. Optionally, the rotary locking device 214 has both mechanical and electrical protection to enable rapid conversion of the container unit 20 from ground to air transport.

[0104] In some embodiments, such as Figure 8 As shown, a coupler buffer device 331 may be provided at the end of the frame assembly 300. The coupler buffer device 331 is used for connection buffering in the group transportation of aerial railcars and / or vehicle rescue in special circumstances.

[0105] In some embodiments, such as Figure 8 As shown, the chassis assembly can also be equipped with mounting brackets for various devices. Those skilled in the art can select appropriate mounting locations based on the structure and purpose of each device, which will not be elaborated further here.

[0106] In some embodiments, the aerial railcars may be transported in groups, with adjacent aerial railcars connected by a tow bar.

[0107] In some embodiments, such as Figure 9 As shown, the rotary locking device 214 includes a drive motor 319, a rotating shaft 320, a first rotating handle 321, a mechanical stop 322, a connecting rod 323, a spring top pin device 324, a pivot pin 325, a lock sleeve 326, a concave base 327, a second rotating handle 328, a rotating handle nut 329, and a distribution box 330. The top of the spring top pin device 324 is equipped with a circular locking plate. When the corner piece of the container unit 20 lifts the top pin of the spring top pin device 324, the circular locking plate disengages from the slot on the second rotating handle 328. The drive motor 319 can then drive the first rotating handle 321 to move the connecting rod 323, thereby causing the second rotating handle 328 and the pivot pin 325 to rotate 90° respectively. When the ground lifting platform descends, the circular locking plate on the spring top pin device 324 resets and enters the slot on the second rotating handle 328, at which point the pivot pin 325 is mechanically locked in place.

[0108] In some embodiments, such as Figures 1 to 9 As shown, a traction device and a motion control device 180 may be provided on the frame assembly 300, and a power supply device 190, including a current collector, may be provided on the frame assembly 110. In some embodiments, the motion control device 180 is an electrical control assembly for various types of equipment, including controlling the vehicle's operating status, detecting the vehicle's speed, position, and status information, and also realizing signal transmission between the vehicle and the ground central control, and executing commands of the drive mechanism, etc.

[0109] In some embodiments, the traction device may include a traction inverter, an auxiliary converter, a high-voltage control box, a water-cooling device, a battery, and other structures. The motion control device 180 may include a signal control box, a low-voltage control box, and other structures. It may also include an electrical control box for devices such as the brake 160, the rotary lock device 214, and the coupler buffer device 331. The specific arrangement can be determined based on the positions of the various devices on the frame assembly 110 and the chassis assembly 300, and will not be elaborated further here.

[0110] In some embodiments, the loading and unloading process of the aerial railcar is as follows:

[0111] When an empty vehicle stops at the loading / unloading site, a ground-based transfer device with lifting capabilities moves the container unit 20 to the bottom of the vehicle. The container unit 20 is lifted until its upper corner fitting hole enters the rotary locking device 214. Once the top pin signal of the rotary locking device 214 is triggered, lifting stops. After the rotary lock rotates 90°, the lifting mechanism of the transfer device lowers, and the vehicle, carrying the container, drives away, thus completing the transfer of the container from ground equipment to the air vehicle. The unloading process is the reverse of the loading process and will not be described further here.

[0112] It should be noted that all directional indications in the embodiments of this application are only used to explain the relative positional relationship and movement of each component in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0113] In this application, unless otherwise expressly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0114] Furthermore, the use of terms such as "first" and "second" in this application is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0115] Furthermore, the technical solutions of the various embodiments can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0116] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A bogie assembly, characterized by, The bogie assembly comprises: a frame assembly, which is located above an air track beam and has the same extension direction as the air track beam; a first spring assembly, which is arranged at the bottom of the frame assembly; and a steel wheel assembly, which comprises two steel wheels arranged oppositely on both sides of the first spring assembly, and the first spring assembly is used to buffer the acting force between the frame assembly and the steel wheel assembly. The first spring assembly comprises: a base connected with the frame assembly; a gear box arranged below the base and connected with the base through a vertical connecting member, the steel wheel is arranged on the gear box, one end of the vertical connecting member penetrates through the gear box and is connected with the base, and the other end of the vertical connecting member is locked through a vertical connecting nut; and a first rubber spring, which is annular and sleeved on the vertical connecting member, is arranged between the base and the gear box. The top end and the bottom end of the gear box are respectively provided with an upper pad plate and a lower pad plate, the upper pad plate and the lower pad plate are respectively provided with a through hole for the vertical connecting member to penetrate through, a rubber pad and a nut pad plate are arranged between the vertical connecting nut and the gear box, a rubber sleeve is sleeved on the part of the vertical connecting member located inside the gear box, a buffer sleeve ring is sleeved on the part of the vertical connecting member located at the base, and the vertical connecting member is connected with the base through a fixing bolt, which penetrates through the base and the vertical connecting member in the horizontal direction.

2. The bogie assembly of claim 1, wherein, The bogie assembly further comprises: a traction motor arranged on the frame assembly; a universal joint connected between the traction motor and the gear box.

3. The bogie assembly of claim 2, wherein, The bogie assembly further comprises: a stabilizing pull rod, a first end of which is hinged with the gear box, and a second end opposite to the first end is hinged with the frame assembly.

4. The bogie assembly of claim 2, wherein, A guide wheel mounting seat is arranged on the frame assembly, and the bogie assembly further comprises a guide wheel mounted on the guide wheel mounting seat, and a rotating shaft of the guide wheel is perpendicular to a horizontal plane.

5. The bogie assembly of claim 2, wherein, Brake mounting seats corresponding to the steel wheels are arranged on the frame assembly, and the bogie assembly further comprises brakes arranged on the brake mounting seats, the brakes are used to frictionally brake tread surfaces of the steel wheels, and a gap between the brakes and the steel wheels is adjustable.

6. An air track vehicle characterized by, The air track vehicle comprises the bogie assembly according to any one of claims 1 to 5, a vehicle frame assembly, and a suspension assembly connected between the bogie assembly and the vehicle frame assembly, the suspension assembly comprises: a bolster assembly arranged on the bogie assembly; a suspension bracket, a top end of which is connected with the bolster assembly through a spherical hinge, and a bottom end of which is connected with the vehicle frame assembly; a vertical shock absorber connected between the bolster assembly and the suspension bracket; and a longitudinal shock absorber connected between the vehicle frame assembly and the suspension bracket.

7. An air track vehicle as claimed in claim 6, wherein The frame assembly is provided with suspension bracket mounting holes, the bottom end of the suspension bracket is located in the suspension bracket mounting holes and connected to the frame assembly; the frame assembly is provided with a plurality of longitudinal stops extending along the travel direction of the aerial railcar and a plurality of transverse stops perpendicular to the longitudinal stops around the suspension bracket mounting holes.

8. An air track vehicle as claimed in claim 7, wherein, The lateral stop is fitted with the suspension bracket.

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