Bogie assembly, railway vehicle and railway system

Abstract

The application discloses a bogie assembly, a railway vehicle and a railway system, and relates to the technical field of bogie assemblies.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and in particular to a bogie assembly, a rail vehicle, and a track system. Background Technology

[0002] To solve urban traffic congestion, vigorously developing public transportation is a wise choice. Among them, rail vehicles and rail transit systems, which are simple and practical in appearance, occupy little space, have low cost, and have considerable carrying capacity, are the best options.

[0003] In traditional rail vehicle bogie structures, guide wheels are mounted on guide frames, which in turn have steering tie rods. These tie rods drive the steering knuckles, which in turn drive the running wheels to turn, enabling the vehicle to corner. However, due to unevenness in the track surface, the guide frames also rotate to some extent during straight-line travel, causing the running wheels to oscillate back and forth. This oscillation of the running wheels deteriorates vehicle stability, accelerates tire wear, and reduces tire lifespan. Summary of the Invention

[0004] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a bogie assembly for a rail vehicle that can ensure the normal rotation of the running wheels when the rail vehicle is cornering, and can also prevent the running wheels from swaying when traveling straight.

[0005] The present invention further proposes a rail vehicle.

[0006] The present invention further proposes an orbital system.

[0007] According to a first aspect of the present invention, a bogie assembly for a rail vehicle includes: a bogie; the bogie includes: a base; and a locking mechanism disposed on the base, the locking mechanism being adapted to lock or unlock the bogie under the action of an external force.

[0008] Therefore, by setting a locking mechanism to lock or unlock the bogie under external force, the bogie can be locked when the rail vehicle is traveling in a straight line, which can ensure the normal rotation of the rail vehicle when turning, facilitate the rail vehicle to turn better, and avoid the problem of the rail vehicle swaying due to the unevenness of the track beam surface when traveling in a straight line, thereby improving the running stability of the rail vehicle.

[0009] According to some embodiments of the present invention, the locking mechanism extends along the width direction of the rail vehicle, and the locking mechanism moves along the width direction of the rail vehicle under the action of an external force to lock or unlock the bogie.

[0010] According to some embodiments of the present invention, the locking mechanism alternately locks or unlocks the bogie under the action of multiple external forces.

[0011] According to some embodiments of the present invention, when the rail vehicle is traveling on the track, the locking mechanism is adapted to lock or unlock the bogie under the action of an external force provided by an actuating element provided on the track.

[0012] According to some embodiments of the present invention, the bogie further includes a guide frame rotatably disposed on the base, and the locking mechanism locks or unlocks the guide frame under the action of an external force.

[0013] According to some embodiments of the present invention, the locking mechanism includes: a sleeve disposed on the base and extending along the width direction of the rail vehicle; a push rod movably disposed within the sleeve; a force-bearing member disposed at the outer end of the push rod away from the centerline of the width direction of the rail vehicle; and a locking block disposed at the inner end of the push rod and locking the bogie inward or unlocking the bogie outward after the force-bearing member is subjected to an external force.

[0014] According to some embodiments of the present invention, the locking mechanism further includes: a first helical member, which is slidably disposed within the sleeve and connected to the force-receiving member; a second helical member, which is disposed within the sleeve and located between the first helical member and the push rod; and an elastic reset member, which abuts against the push rod and the sleeve, and provides the push rod with an outward elastic reset force.

[0015] According to some embodiments of the present invention, the force-bearing component includes a pulley and a mounting base, the pulley being rotatably disposed on the mounting base, the mounting base having a mounting groove therein, and the end of the first auger extending into the mounting groove.

[0016] According to some embodiments of the present invention, the guide frame is provided with a downwardly extending locking seat, the locking seat is provided with a locking groove, and the locking block selectively engages with the locking groove.

[0017] According to some embodiments of the present invention, the locking groove is configured such that its width decreases in the direction from the outside to the inside, and the locking block is correspondingly configured such that its width decreases in the direction from the outside to the inside.

[0018] According to some embodiments of the present invention, the base includes: a shaft bridge and a mounting bracket, the upper end of the mounting bracket being disposed on the shaft bridge, and the locking mechanism being disposed on the lower end of the mounting bracket.

[0019] According to some embodiments of the present invention, there are at least two locking mechanisms, and the at least two locking mechanisms are arranged opposite to each other in the width direction of the rail vehicle.

[0020] According to some embodiments of the present invention, the mounting bracket includes: at least two anti-rollover cantilever arms disposed opposite to each other in the width direction of the rail vehicle and disposed on the axle bridge, and at least two locking mechanisms corresponding one-to-one with the at least two anti-rollover cantilever arms.

[0021] According to some embodiments of the present invention, the mounting bracket further includes an anti-rollover mounting rod, which is connected between at least two of the anti-rollover cantilever arms.

[0022] According to some embodiments of the present invention, when the rail vehicle is traveling on the track, the locking mechanism is adapted to lock or unlock the bogie under the action of an external force provided by an action member provided on the track.

[0023] According to a second aspect of the present invention, a rail vehicle includes: a car body; and a bogie assembly of the rail vehicle described above, wherein the base is disposed below the car body.

[0024] According to a third aspect of the present invention, a track system includes: a track beam comprising: a straight section and a curve section, the curve section and the straight section being alternately arranged, the curve section being provided with an inwardly protruding actuating member; and the track vehicle, wherein the outer end of the locking mechanism contacts the actuating member to unlock or lock the bogie.

[0025] According to some embodiments of the present invention, the action member includes: a pre-entry action member and a post-exit action member, wherein the pre-entry action member is disposed at the entry point of the cornering section and the post-exit action member is disposed at the exit point of the cornering section, the outer end of the locking mechanism unlocks the bogie after contacting the pre-entry action member, and the outer end of the locking mechanism locks the bogie after contacting the post-exit action member.

[0026] According to some embodiments of the present invention, the inner surfaces of the pre-turn action and the post-turn action are guide slopes extending inward in the driving direction.

[0027] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0028] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0029] Figure 1This is a front view of the bogie assembly and track beam according to an embodiment of the present invention;

[0030] Figure 2 This is a schematic diagram of the bogie assembly according to an embodiment of the present invention;

[0031] Figure 3 This is a structural schematic diagram of the bogie assembly and track beam according to an embodiment of the present invention;

[0032] Figure 4 This is a schematic diagram of the track beam according to an embodiment of the present invention;

[0033] Figure 5 This is a schematic diagram of the locking mechanism according to an embodiment of the present invention;

[0034] Figure 6 This is a front view of the locking mechanism in the unlocked state according to an embodiment of the present invention;

[0035] Figure 7 This is a partial schematic diagram of the unlocked state of the locking mechanism according to an embodiment of the present invention;

[0036] Figure 8 This is a front view of the locking mechanism in the locking state according to an embodiment of the present invention;

[0037] Figure 9 This is a schematic diagram of the locking mechanism according to an embodiment of the present invention;

[0038] Figure 10 This is an exploded view of the locking mechanism according to an embodiment of the present invention;

[0039] Figure 11 This is a front view of the sleeve according to an embodiment of the present invention;

[0040] Figure 12 It is along Figure 11 A cross-sectional view along the AA direction;

[0041] Figure 13 This is a cross-sectional view of the first spiral component;

[0042] Figure 14 This is a cross-sectional view of the second spiral component;

[0043] Figure 15 This is a cross-sectional view of the sleeve.

[0044] Figure label:

[0045] 100. Bogie assembly; 200. Track beam;

[0046] 10. Bogie; 11. Guide frame; 111. Locking seat; 1111. Lock groove; 112. Clearance groove;

[0047] 12. Guide wheel; 13. Base; 14. Axle bridge; 15. Mounting bracket; 151. Anti-rollover cantilever; 152. Anti-rollover mounting rod;

[0048] 22. Locking mechanism; 221. Sleeve; 2211. Boss; 2212. Slide groove; 2213. First notch;

[0049] 222. Push rod; 223. Force-bearing component; 2231. Pulley; 2232. Mounting base; 224. Locking block;

[0050] 225. First spiral component; 2251. Second notch; 2252. First protrusion;

[0051] 226. Second spiral component; 2261. Protrusion; 2262. Second protrusion;

[0052] 227. Elastic reset component; 201. Actuating component; 202. Running wheel; 203. Steering tie rod; 204. Steering knuckle arm; 205. Steering knuckle. Detailed Implementation

[0053] The embodiments of the present invention are described in detail below, and the embodiments described with reference to the accompanying drawings are exemplary.

[0054] The following is for reference. Figures 1-15 A bogie assembly 100 according to an embodiment of the present invention is described. The bogie assembly 100 can be located on the chassis of a rail vehicle and can improve the running stability of the rail vehicle and reduce the wear of the running wheels 202.

[0055] like Figure 1 and Figure 2 As shown, according to a first aspect embodiment of the present invention, a bogie assembly 100 includes a bogie 10 and a locking mechanism 22. The bogie 10 includes a base 13, and the locking mechanism 22 is disposed on the base 13. The locking mechanism 22 is adapted to lock or unlock the bogie 10 under the action of an external force.

[0056] Specifically, such as Figure 1 and Figure 2 As shown, the bogie assembly 100 mainly consists of the bogie 10 and the locking mechanism 22. The locking mechanism 22 is located below the base 10. This arrangement makes efficient use of the space in the bogie assembly 100, making its structure more compact. The locking mechanism 22 is suitable for locking or unlocking the bogie 10 under the action of external force. When the vehicle is traveling in a straight line, the locking mechanism 22 is in the locked state of the bogie 10, which can prevent the bogie 10 from swaying. When the vehicle is turning, the locking mechanism 22 is unlocked by the action of external force, which can facilitate the turning of the rail vehicle.

[0057] Therefore, by setting the locking mechanism 22 to lock or unlock the bogie 10 under the action of external force, the bogie 10 can be locked when the rail vehicle is traveling in a straight line, which can ensure the normal rotation of the rail vehicle when turning, facilitate the rail vehicle to turn better, and avoid the problem of swaying caused by the uneven surface of the track beam 200 when the rail vehicle is traveling in a straight line, thereby improving the running stability of the rail vehicle.

[0058] According to a specific embodiment of the present invention, the locking mechanism 22 extends along the width direction of the rail vehicle. Under the action of an external force, the locking mechanism 22 moves along the width direction of the rail vehicle, thereby locking or unlocking the bogie 10. Specifically, the locking mechanism 22 extends along the width direction of the vehicle, i.e., the left-right direction. The locking mechanism 22 is located on both sides of the centerline of the width of the rail vehicle. Since the rail vehicle is subjected to external forces in the width direction during operation, the locking mechanism 22 located in the width direction of the rail vehicle can attenuate these external forces, balancing the forces and achieving a stable state.

[0059] Furthermore, the locking mechanism 22 moves along the width direction of the rail vehicle under the action of external force. The locking mechanism 22 can extend and retract under the action of external force in the width direction of the vehicle, which can more stably control the locking of the bogie 10. When the rail vehicle is traveling in a straight line, the locking mechanism 22 locks the rotation of the bogie 10, thereby avoiding the problem of the running wheels 202 swaying due to the excitation of the guide surface of the track beam 200. When the rail vehicle is turning, the locking mechanism 22 unlocks the rotation of the bogie 10, and the rotation of the bogie 10 can enable the rail vehicle to turn better, thereby improving the running stability of the rail vehicle, reducing the wear of the running wheels 202, and increasing the service life of the running wheels 202.

[0060] According to some embodiments of the present invention, the locking mechanism 22 alternately locks or unlocks the bogie 10 under multiple external forces. Since the rail vehicle traveling on the track beam 200 needs to transition from straight travel to curves or vice versa multiple times, the locking mechanism 22 can alternately lock or unlock the bogie 10 under multiple external forces. This configuration of the locking mechanism 22 allows for better control of the locking and unlocking of the bogie 10, thereby effectively improving the running stability of the rail vehicle.

[0061] According to some embodiments of the present invention, when a rail vehicle is traveling on the track, the locking mechanism 22 is adapted to lock or unlock the bogie 10 under the action of an external force provided by an actuating member 201 provided on the track. Specifically, the actuating member 201 is provided at both the entry and exit points of the curve on the track beam 200. When the rail vehicle travels from a straight section to the entry point of a curve, the locking mechanism 22 unlocks the bogie 10 under the action of the external force from the actuating member 201. When the rail vehicle exits the curve, the locking mechanism 22 locks the bogie 10 again under the action of the external force from the actuating member 201. Thus, the locking mechanism 22 can lock or unlock the bogie 10 under the action of the external force provided by the actuating member 201. This configuration of the locking mechanism 22 and the actuating member 201 can effectively control the locking and unlocking of the bogie 10 according to the changes in the straight and curved sections of the rail vehicle, thereby effectively improving the running stability of the rail vehicle.

[0062] According to some embodiments of the present invention, such as Figure 1 As shown, the bogie 10 also includes a guide frame 11, which is rotatably mounted on the base 13. A locking mechanism 22 locks or unlocks the guide frame 11 under external force. Specifically, the rotatable mounting of the guide frame 11 on the base 13 facilitates cornering of the rail vehicle. The locking mechanism 22 locks or unlocks the guide frame 11 in the bogie 10 under external force, thereby facilitating the control of the rail vehicle's straight-line travel and cornering.

[0063] According to some embodiments of the present invention, such as Figure 1As shown, the locking mechanism 22 includes: a sleeve 221, a push rod 222, a locking block 224, and a force-bearing member 223. The sleeve 221 is disposed on the base 13 and extends along the width direction of the rail vehicle. The push rod 222 is movably disposed inside the sleeve 221. The force-bearing member 223 is disposed at the outer end of the push rod 222 away from the centerline in the width direction of the rail vehicle. The locking block 224 is disposed at the inner end of the push rod 222. Moreover, after the force-bearing member 223 is subjected to an external force, the locking block 224 locks the bogie 10 inward or unlocks the bogie 10 outward. Specifically, sleeve 221 is mounted on base 13 and extends along the width direction of the rail vehicle, facilitating the locking mechanism 22 to lock the bogie 10 in the left-right direction of the vehicle width. Push rod 222 can move axially within sleeve 221. Force-bearing component 223 is connected to the outer end of push rod 222 away from the centerline of the rail vehicle width direction, i.e., the end near the running wheel 202. Locking block 224 is connected to the inner end of push rod 222, i.e., near the centerline of the rail vehicle width direction, i.e., the centerline in the left-right direction. Locking mechanism 22 is mounted on the left and right sides of bogie 10. Locking block 224 locks bogie 10 inward after force-bearing component 223 is subjected to external force. After the force is applied, the force-bearing component 223 can transmit the external force to the locking block 224 through the push rod 222. The locking blocks 224 on both sides can lock the bogie 10 inward at the same time. After the force-bearing component 223 is subjected to external force again, the locking blocks 224 on both sides can unlock the bogie 10 outward at the same time. Since the external force is transmitted along the width direction of the vehicle, that is, the left and right direction, the locking mechanism 22 on the left and right sides of the vehicle can balance the force on the vehicle in the left and right direction, and can also achieve the effect of limiting the rotation of the bogie 10. This can avoid the problem of the rail vehicle swinging back and forth due to the excitation of the guide surface when it is traveling straight, thereby improving the running stability of the rail vehicle, reducing the wear of the running wheels 202, and increasing the service life of the running wheels 202.

[0064] According to some embodiments of the present invention, such as Figures 9-15As shown, the locking mechanism 22 further includes: a first spiral member 225, a second spiral member 226, and an elastic reset member 227. The first spiral member 225 is slidably disposed in the sleeve 221 and is connected to the force-receiving member 223. The second spiral member 226 is disposed in the sleeve 221 and is located between the first spiral member 225 and the push rod 222. The elastic reset member 227 abuts against the push rod 222 and the second spiral member 226 and provides preload to the second spiral member 226. The sleeve 221 has an axially extending boss 2211 on its inner wall. The boss 2211 has a groove 2212 and a first recess 2213. The groove 2212 and the first recess 2213 are alternately arranged along the circumference of the sleeve 221. The first spiral member 225 is slidably disposed in the sleeve 221 and is connected to the inner end of the force-bearing member 223. The second spiral member 226 is disposed in the sleeve 221 and is located between the first spiral member 225 and the push rod 222. The second spiral member 226 can slide and rotate. Furthermore, the first spiral member 225 has multiple second recesses 2251 and multiple first protrusions 2252. The first protrusions 2252 are provided to cooperate with the groove 2212 in the sleeve 221. The first protrusions 2252 of the first spiral member 225 can slide relative to the groove 2212. The second spiral member 226 is provided with a plurality of second protrusions 2262, each with a tip 2261. The second protrusions 2262 can enter the sliding groove 2212 and slide relative to the sliding groove 2212. Moreover, the number of second recesses 2251 on the first spiral member 225 is greater than the number of tips 2261 on the second spiral member 226. This ensures a more stable fit between the first spiral member 225 and the second spiral member 226. When the tips 2261 in the second spiral member 226 contact and engage with the second recesses 2251 in the first spiral member 225, the tips 2261 of the second spiral member 226 rotate under the guidance of the second recesses 2251 in the first spiral member 225.

[0065] When the locking mechanism 22 is in the retracted state, the first spiral member 225 and the second spiral member 226 are both located in the groove 2212 of the boss 2211 on the sleeve 221. Moreover, the second recess 2251 of the first spiral member 225 and the protrusion 2261 of the second spiral member 226 are in contact and engaged. At this time, the elastic reset member 227 is in the natural or compressed state, and the locking mechanism 22 is in the retracted state, i.e., the unlocked state. When the locking mechanism 22 is pressed by an external force, the first spiral member 225 pushes the second spiral member 226 to slide inward. At the same time, the elastic reset member 227 is gradually compressed. When the second protrusion 2262 of the second spiral member 226 disengages from the groove 2212, the interaction between the second recess 2251 of the first spiral member 225 and the protrusion 2261 of the second spiral member 226 causes the second spiral member 226 to rotate in one direction until one of the protrusions 2261 on the second spiral member 226 is completely engaged with the second recess 2251 on the first spiral member 225. When the external force disappears, the elastic reset member 227... When the first spiral member 225 and the second spiral member 226 slide outwards, when one of the protrusions 2261 of the second spiral member 226 comes into contact with the first recess 2213 on the sleeve 221, the protrusion 2261 of the second spiral member 226 disengages from the second recess 2251 of the first spiral member 225. The second spiral member 226 continues to rotate in one direction until one of the protrusions 2261 of the second spiral member 226 comes into complete contact with the first recess 2213 on the sleeve 221. The second spiral member 226 stops rotating, and the locking mechanism 22 is in the extended state, i.e., locking the bogie 10.

[0066] When the locking mechanism 22 is pressed by an external force again, the first spiral member 225 drives the second spiral member 226 to move inward. After the protrusion 2261 disengages from the first recess 2213, one of the protrusions 2261 of the second spiral member 226 rotates in one direction again under the action of the second recess 2251 of the first spiral member 225. When the external force disappears, under the action of the elastic reset member 227, the second spiral member 226 slides outward. One of the protrusions 2261 of the second spiral member 226 enters the slide groove 2212 along the inclined surface of the slide groove 2212, that is, the second protrusion 2262 enters the slide groove 2212, until the first spiral member 225 and the second spiral member 226 move into place, the locking mechanism 22 is in the retracted state again, that is, the bogie 10 is unlocked. Due to the multiple second recesses 2251 on the first spiral member 225 and the multiple protrusions 2261 on the second spiral member 226, the locking mechanism 22 can be alternately in the retracted and extended states under the action of an external force. This configuration allows the locking mechanism 22 to selectively lock the bogie 10, thereby improving the practicality and reliability of the locking mechanism 22.

[0067] Furthermore, the elastic reset element 227 in the locking mechanism 22 abuts against the push rod 222 and the sleeve 221. When the push rod 222 is subjected to an inward external force, it compresses the elastic reset element 227, which generates an opposite outward force. The elastic reset element 227 allows the push rod 222 to lock or unlock the bogie 10 more quickly, thereby improving the response speed of the locking mechanism 22's selective locking function of the bogie 10 and thus improving the smoothness of the rail vehicle's operation. The specific structure and working principle of this locking mechanism 22 can also be referenced from the existing technology of a push-button ballpoint pen.

[0068] According to some embodiments of the present invention, such as Figure 9 As shown, the force-bearing component 223 includes a pulley 2231 and a mounting base 2232. The pulley 2231 is rotatably mounted on the mounting base 2232, which has a mounting groove. The end of the first spiral component 225 is located within the mounting groove. The pulley 2231 is mounted on the mounting base 2232 at the outer end of the first spiral component 225. The mounting base 2232 provides a mounting position for the pulley 2231. The pulley 2231 can slide relative to the guide surface, causing a displacement change in the push rod 222 connected to it. The point-contact transmission between the pulley 2231 and the guide surface also reduces wear on the pulley 2231. After being subjected to the external force transmitted by the pulley 2231, the push rod 222 selectively unlocks or locks the guide frame 11, thereby improving the integrity of the unlocking and locking functions of the locking mechanism 22 on the guide frame 11, and further enhancing the practicality and scientific nature of the locking mechanism 22. The mounting slot facilitates the installation and mating of the mounting base 2232 and the first spiral component 225, thereby ensuring the reliability of the installation between the two.

[0069] According to some embodiments of the present invention, such as Figure 1 and Figure 8As shown, the guide frame 11 is provided with a downwardly extending locking seat 111, and the locking seat 111 is provided with a locking groove 1111. The locking block 224 selectively engages with the locking groove 1111. The guide frame 11 is rotatably mounted on the base 13. When the rail vehicle curves, the rotation of the guide frame 11 facilitates the turning of the rail vehicle. A guide wheel 12 is provided on the guide frame 11, which guides the direction of travel of the rail vehicle. The guide wheel 12 is rotatably mounted below the guide frame 11. The guide frame 11 is connected to the rail vehicle body. When the rail vehicle curves, the guide wheel 12, under the unbalanced force of the guide surface, will drive the guide frame 11 to rotate, thereby driving the rotation of the running wheels 202, enabling the rail vehicle to better navigate curves. When the rail vehicle is traveling straight, the guide wheel 12 is subjected to an unbalanced force from the guide surface. For example, the excitation of the guide surface will be transmitted to the running wheel 202 through the guide frame 11. The running wheel 202 will oscillate repeatedly. Due to the instability of the rail vehicle, the wear of the running wheel 202 will increase. The locking seat 111 is provided with a locking groove 1111. When the locking block 224 is locked with the locking groove 1111, the rotation of the guide frame 11 is restricted. When the locking block 224 is disengaged from the locking groove 1111, the guide frame 11 can rotate normally, which facilitates the turning of the rail vehicle. When the locking block 224 is engaged with the locking groove 1111, it can prevent the running wheel 202 of the rail vehicle from swinging during linear motion. With this configuration, by selectively engaging the locking block 224 on the locking mechanism 22 with the locking groove 1111 on the guide frame 11, the integrity of the unlocking and locking functions of the locking mechanism 22 on the guide frame 11 can be improved, thereby improving the practicality and scientific nature of the locking mechanism 22. The locking block 224 on the locking mechanism 22 selectively locks the locking groove 1111 on the guide frame 11, which can also enable the rail vehicle to pass through the curve better and avoid the problem of the running wheel 202 swinging back and forth when the rail vehicle is going straight, thereby improving the running stability of the rail vehicle and extending the service life of the running wheel 202.

[0070] According to some embodiments of the present invention, such as Figure 6 and Figure 7 As shown, the locking groove 1111 is constructed such that its width decreases from the outside to the inside, and the locking block 224 is correspondingly constructed such that its width decreases from the outside to the inside. Specifically, the width of the locking groove 1111 on the guide frame 11 decreases from the outside to the inside, and correspondingly, the width of the locking block 224 on the locking mechanism 22 decreases from the outside to the inside. This configuration provides the advantage of guided locking during the engagement of the locking block 224 with the locking groove 1111, preventing the locking block 224 from getting stuck in the locking groove 1111, thereby improving the practicality and reliability of the locking mechanism 22's function of locking the guide frame 11.

[0071] According to some embodiments of the present invention, the base 13 includes a shaft bridge 14 and a mounting bracket 15, with the upper end of the mounting bracket disposed on the shaft bridge 14 and the locking mechanism 22 disposed on the lower end of the mounting bracket 15. The mounting bracket 15 provides installation conditions for the shaft bridge 14 and the locking mechanism 22.

[0072] According to some embodiments of the present invention, such as Figure 2 and Figure 5 As shown, there are at least two locking mechanisms 22, which are arranged opposite to each other in the width direction of the rail vehicle. The fact that there are at least two locking mechanisms 22, arranged opposite to each other in the width direction of the rail vehicle, can balance the forces acting on the rail vehicle in the width direction, i.e., the left and right directions, thus further ensuring the stability of the rail vehicle during movement.

[0073] According to some embodiments of the present invention, such as Figure 5 As shown, the mounting frame 15 includes at least two anti-rollover cantilever arms 211 arranged opposite each other in the width direction of the rail vehicle. The at least two anti-rollover cantilever arms 211 are also mounted on the axle bridge 14, and at least two locking mechanisms 22 correspond one-to-one with each of the at least two anti-rollover cantilever arms 211. The guide frame 11 has a flat upper end with a clearance groove 112 through which the vertically extending anti-rollover cantilever arms 211 can pass. This arrangement reduces the space occupied under the axle bridge 14 and the material consumption of the guide frame 11 without affecting the overall structural strength of the guide frame 11, thereby improving space utilization and economy. The at least two locking mechanisms 22 are connected to the at least two anti-rollover cantilever arms 211, which allows for more efficient use of the rail vehicle's space, making its layout more compact and coordinated. The one-to-one correspondence between the at least two locking mechanisms 22 and the at least two anti-rollover cantilever arms 211 ensures greater stability of the rail vehicle during movement.

[0074] According to some embodiments of the present invention, such as Figure 1 and Figure 5 As shown, the mounting frame 15 also includes an anti-rollover mounting rod 212, which is connected between at least two anti-rollover cantilever arms 211. The left and right ends of the anti-rollover mounting rod 212 of the mounting frame 15 are respectively connected to the anti-rollover cantilever arms 211 extending vertically downwards from the left and right ends of the axle bridge 14. This creates a more stable frame structure, improving the overall structural strength and rigidity of the mounting frame 15, thereby enhancing its reliability.

[0075] According to some embodiments of the present invention, when a rail vehicle is traveling on the track, the locking mechanism 22 is adapted to lock or unlock the bogie 10 under the action of an external force provided by an actuating member 201 provided on the track. Specifically, when the vehicle is turning, the locking mechanism 22 will unlock the bogie 10 under the force of the actuating member 201, thus facilitating the turning of the rail vehicle. When the vehicle exits the curve and enters straight-line motion, the locking mechanism 22 will again lock the bogie 10 under the force of the actuating member 201, thereby preventing the rail vehicle from swaying.

[0076] According to a second aspect of the present invention, a rail vehicle includes: a car body (not shown) and a bogie assembly 100 of the rail vehicle described above. A base 13 is disposed below the car body, and a locking mechanism 22 is fixed on the base 13. With this configuration, the rail vehicle having the bogie assembly 100 can improve the smoothness of straight-line operation, reduce the wear of its running wheels 202, and increase the service life of the running wheels 202, thereby improving its practicality and economy.

[0077] Among them, combined Figure 1 and Figure 2 As shown, the spring, shock absorber, and traction rod connect the rail vehicle body and the base 13 to correspondingly achieve the functions of load bearing, vibration damping, and traction. In addition, the steering tie rod 203 is hinged to the guide frame 11, the steering knuckle arm 204 is hinged to the steering tie rod 203, the steering knuckle arm 204 is fixedly connected to the steering knuckle 205, the steering knuckle 205 is hinged to the running wheel 202, and also hinged to the forks on both sides of the base 13, thus guiding the rail vehicle through curves.

[0078] Combination Figures 1-4As shown, the track system according to a third aspect embodiment of the present invention includes: a track beam 200 and a track vehicle. The track beam 200 includes: a straight section and a curve section, which are alternately arranged. The curve section is provided with an inwardly protruding actuating member 201. After the outer end of the locking mechanism 22 contacts the actuating member 201, it unlocks or locks the bogie 10. Specifically, the guide wheel 12 is rotatably disposed on the inner sidewall of the track beam 200. At the turning point of the track vehicle, an actuating member 201 is provided that unlocks or locks the bogie 10 after contacting the locking mechanism 22. The inwardly protruding actuating member 201 facilitates contact with the locking mechanism 22. After the outer end of the locking mechanism 22 contacts the actuating member 201, it unlocks or locks the bogie 10. When the guide wheel 12 passes through the straight section, the guide wheel 12 can guide the track vehicle to travel straight. The locking block 224 on the locking mechanism 22 is in an extended state and is embedded in the locking groove 11 of the guide frame 11. In section 11, the guide frame 11 is in a locked state. When the guide wheel 12 passes through the curve section, the guide wheel 12 can guide the rail vehicle to turn. The locking block 224 on the locking mechanism 22 is in a retracted state. The locking block 224 disengages from the locking groove 1111 of the guide frame 11, and the guide frame 11 is in a free rotation state. With this setting, the rail system can ensure the normal rotation of the running wheel 202 when the rail vehicle is turning, and can also avoid the swaying of the running wheel 202 when traveling straight, thereby improving the running stability of the rail vehicle, while reducing the wear of the running wheel 202 and increasing the service life of the running wheel 202.

[0079] According to some embodiments of the present invention, such as Figure 4 and Figure 5 As shown, the action member 201 includes a pre-entry action member 201 and a post-exit action member 201. The pre-entry action member 201 is located at the entry point of the curve section, and the post-exit action member 201 is located at the exit point of the curve section. After the outer end of the locking mechanism 22 contacts the pre-entry action member 201, the bogie 10 is unlocked. After the outer end of the locking mechanism 22 contacts the post-exit action member 201, the bogie 10 is locked. Specifically, the action component 201 is fixedly installed on both sides of the guide surface of the track beam 200. Moreover, the installation height of the action component 201 will not touch the guide wheel 12, and it can contact and cooperate with the pulley 2231 of the locking mechanism 22. When the rail vehicle enters the curve section from the straight section, the entry point of the curve section is provided with the pre-entry action component 201. At this time, the locking mechanism 22 contacts the pre-entry action component 201, and the locking mechanism 22 unlocks the guide frame 11. This makes it easier for the rail vehicle to pass through the curve normally. When the rail vehicle is about to enter the straight section from the curve section, the exit point of the curve section is provided with the exit action component 201. At this time, the locking mechanism 22 contacts the exit action component 201, and the locking structure locks the guide frame 11. This can prevent the rail vehicle from swaying, improve the running stability of the rail vehicle when traveling straight, reduce the wear of the running wheel 202, and increase the service life of the running wheel 202.

[0080] According to some embodiments of the present invention, in combination Figure 4 As shown, the inner surfaces of the pre-entry cornering action 201 and the post-exit cornering action 201 are guide slopes extending inward in the driving direction. Specifically, the upper surfaces of the pre-entry cornering action 201 and the post-exit cornering action 201 are guide slopes extending inward in the driving direction. The upper surfaces of the pre-entry cornering action 201 and the post-exit cornering action 201 contact the pulley 2231 of the locking mechanism 22. The upper surfaces of the pre-entry cornering action 201 and the post-exit cornering action 201 can only work together with the pulley 2231 of the locking block 224 to perform one unlocking or locking action. This avoids errors in the locking mechanism 22 during selective locking, thereby improving the reliability of the locking mechanism 22 during selective locking.

[0081] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0082] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0083] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A bogie assembly for a rail vehicle, characterized in that, include: Bogie, the bogie comprising: a base; and A locking mechanism is disposed on the base and is adapted to lock or unlock the bogie under the action of an external force; The locking mechanism includes: A sleeve is disposed on the base and extends along the width direction of the rail vehicle; A push rod, which is movably disposed within the sleeve; A force-bearing component is disposed at the outer end of the push rod away from the centerline in the width direction of the rail vehicle; A locking block is disposed at the inner end of the push rod and locks the bogie inward or unlocks the bogie outward after the force-bearing member is subjected to an external force.

2. The bogie assembly for a rail vehicle according to claim 1, characterized in that, The locking mechanism extends along the width direction of the rail vehicle and moves along the width direction of the rail vehicle under the action of external force to lock or unlock the bogie.

3. The bogie assembly for a rail vehicle according to claim 1, characterized in that, The locking mechanism alternately locks or unlocks the bogie under multiple external forces.

4. The bogie assembly for a rail vehicle according to claim 1, characterized in that, When the rail vehicle is traveling on the track, the locking mechanism is adapted to lock or unlock the bogie under the action of an external force provided by an action member provided on the track.

5. The bogie assembly for a rail vehicle according to claim 1, characterized in that, The bogie also includes a guide frame, which is rotatably mounted on the base, and the locking mechanism locks or unlocks the guide frame under the action of external force.

6. The bogie assembly for a rail vehicle according to claim 1, characterized in that, The locking mechanism further includes: A first spiral component is slidably disposed within the sleeve and connected to the force-bearing component; The second spiral component is disposed inside the sleeve and located between the first spiral component and the push rod; An elastic reset member is provided between the push rod and the sleeve, and the elastic reset member provides the push rod with an outward elastic reset force.

7. The bogie assembly for a rail vehicle according to claim 6, characterized in that, The force-bearing component includes a pulley and a mounting base. The pulley is rotatably mounted on the mounting base, and the mounting base has a mounting groove. The end of the first spiral component extends into the mounting groove.

8. The bogie assembly for a rail vehicle according to claim 5, characterized in that, The guide frame is provided with a downwardly extending locking seat, and the locking seat is provided with a locking groove. The locking block selectively engages with the locking groove.

9. The bogie assembly for a rail vehicle according to claim 8, characterized in that, The locking groove is constructed such that its width decreases from the outside to the inside, and the locking block is correspondingly constructed such that its width decreases from the outside to the inside.

10. The bogie assembly for a rail vehicle according to claim 1, characterized in that, The base includes a shaft bridge and a mounting bracket, with the upper end of the mounting bracket disposed on the shaft bridge and the locking mechanism disposed on the lower end of the mounting bracket.

11. The bogie assembly for a rail vehicle according to claim 10, characterized in that, The locking mechanism comprises at least two mechanisms, which are arranged opposite to each other in the width direction of the rail vehicle.

12. The bogie assembly for a rail vehicle according to claim 10, characterized in that, The mounting bracket includes at least two anti-rollover cantilever arms, which are arranged opposite to each other in the width direction of the rail vehicle and on the axle bridge, and at least two locking mechanisms correspond one-to-one with the at least two anti-rollover cantilever arms.

13. The bogie assembly for a rail vehicle according to claim 12, characterized in that, The mounting bracket further includes an anti-rollover mounting rod, which is connected between at least two of the anti-rollover cantilever arms.

14. A rail vehicle, characterized in that, include: Vehicle body; The bogie assembly of the rail vehicle according to any one of claims 1-13, wherein the base is disposed below the vehicle body.

15. A track system, characterized in that, include: A track beam, comprising: a straight section and a curve section, wherein the curve section and the straight section are alternately arranged, and the curve section is provided with an inwardly protruding functional member; The rail vehicle of claim 14, wherein the outer end of the locking mechanism unlocks or locks the bogie after contacting the actuating member.

16. The orbital system according to claim 15, characterized in that, The actuating components include: a pre-entry actuating component and a post-exit actuating component. The pre-entry actuating component is located at the entry point of the cornering section, and the post-exit actuating component is located at the exit point of the cornering section. The bogie is unlocked after the outer end of the locking mechanism contacts the pre-entry actuating component, and the bogie is locked after the outer end of the locking mechanism contacts the post-exit actuating component.

17. The orbital system according to claim 16, characterized in that, The inner surfaces of the pre-entry curve action and the post-exit curve action are guide slopes that extend inward in the driving direction.

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