Three-axle bogie of vehicle

Abstract

The invention provides a vehicle three-axle bogie, which relates to the technical field of bogies, and comprises a framework, a first wheel pair, a second wheel pair, a third wheel pair, a first brake mechanism, a second brake mechanism, a third brake mechanism, a first horizontal brake lever, a second horizontal brake lever and a connecting pull rod, the first wheel pair, the second wheel pair and the third wheel pair are arranged below the framework, a first cross beam of the framework is arranged between the first wheel pair and the second wheel pair, and a second cross beam of the framework is arranged between the second wheel pair and the third wheel pair; the connecting pull rod is slidably connected to the upper surface of the first cross beam in the longitudinal direction of the framework, one end is rotationally connected with the first horizontal brake lever, and the other end is rotationally connected with the second horizontal brake lever. One end of the first horizontal brake lever is connected with the first brake mechanism, one end of the second horizontal brake lever is connected with the second brake mechanism, and the other end is connected with the third brake mechanism. The braking efficiency of the bogie can be effectively improved.

Description

Technical Field

[0001] The present invention relates to the technical field of bogies, and in particular to a three-axle bogie for a vehicle. Background Art

[0002] In the field of railway transportation, vehicle bogies are key components that run through all aspects of ensuring the safe and stable operation of trains. Whether it is a passenger train pursuing a comfortable and smooth journey, or a freight train carrying all kinds of materials for efficient transportation, the bogie shoulders the important mission of supporting the weight of the vehicle body, guiding the vehicle along the track, and buffering various vibrations and impacts during operation. It is like the "legs and feet" of the train, ensuring that the vehicle can pass smoothly on complex railway lines, and is an indispensable foundation for the normal operation of the railway transportation system.

[0003] As transportation demand shows a diversified development trend, the types of vehicles are constantly increasing, and the differences in their own weight and load are becoming more and more significant, resulting in the low adaptability of traditional vehicle bogies to vehicle changes during braking, affecting braking efficiency. Summary of the invention

[0004] The problem solved by the invention is: how to improve the braking efficiency of a vehicle bogie.

[0005] In order to solve the above problems, the present invention provides a three-axle bogie for a vehicle.

[0006] In the first aspect, the present invention provides a vehicle three-axle bogie, comprising a frame, a first wheel pair, a second wheel pair, a third wheel pair, a first braking mechanism, a second braking mechanism, a third braking mechanism, a first horizontal brake lever, a second horizontal brake lever and a connecting rod, wherein the first wheel pair, the second wheel pair and the third wheel pair are sequentially arranged below the frame along the longitudinal direction of the frame, the first crossbeam of the frame is arranged between the first wheel pair and the second wheel pair, and the second crossbeam of the frame is arranged between the second wheel pair and the third wheel pair; the connecting rod is slidably connected to the upper surface of the first crossbeam along the longitudinal direction of the frame, one end close to the first wheel pair is rotationally connected to the first horizontal brake lever, and the other end is rotationally connected to the second horizontal brake lever; one end of the first horizontal brake lever is connected to the first brake mechanism arranged between the first wheel pair and the first crossbeam, one end of the second horizontal brake lever is connected to the second brake mechanism arranged between the second wheel pair and the first crossbeam, and the other end of the second horizontal brake lever is connected to the third brake mechanism arranged between the third wheel pair and the second crossbeam.

[0007] Optionally, the first braking mechanism includes a first oblique brake lever and a first brake assembly, one end of the first oblique brake lever is connected to one end of the first horizontal brake lever, the other end of the first oblique brake lever is connected to the first brake assembly, the first brake assembly is arranged on a side of the first wheelset close to the first crossbeam, and a first bracket is arranged on a side of the first crossbeam close to the first wheelset, and the first bracket is rotatably connected to the first oblique brake lever as a fulcrum.

[0008] Optionally, the first brake assembly includes a first brake block, a first brake beam, a first arched beam and a first pillar. The length of the first brake beam matches the wheelbase of the first wheelset. The first arched beam is arranged between the first brake beam and the first wheelset. The two ends of the first arched beam are respectively connected to the two ends of the first brake beam. The first pillar is connected and arranged between the first arched beam and the first brake beam. The first pillar is rotatably connected to the other end of the first oblique brake lever. The first brake blocks are respectively arranged on one side of the two ends of the first arched beam close to the first wheelset.

[0009] Optionally, the second braking mechanism includes a second oblique brake lever and a second brake assembly, one end of the second oblique brake lever is connected to one end of the second horizontal brake lever, the other end of the second oblique brake lever is connected to the second brake assembly, the second brake assembly is arranged on a side of the second wheelset close to the first crossbeam, and a second bracket is arranged on a side of the first crossbeam close to the second wheelset, and the second bracket is rotatably connected to the second oblique brake lever as a fulcrum.

[0010] Optionally, the second brake assembly includes a second brake block, a second brake beam, a second arched beam and a second pillar. The length of the second brake beam matches the wheelbase of the second wheelset. The second arched beam is arranged between the second brake beam and the second wheelset. The two ends of the second arched beam are respectively connected to the two ends of the second brake beam. The second pillar is connected and arranged between the second arched beam and the second brake beam. The second pillar is rotatably connected to the other end of the second oblique brake lever. The second brake blocks are respectively arranged on one side of the two ends of the second arched beam close to the second wheelset.

[0011] Optionally, the third braking mechanism includes a third oblique brake lever and a third brake assembly, one end of the third oblique brake lever is connected to the other end of the second horizontal brake lever, the other end of the third oblique brake lever is connected to the third brake assembly, the third brake assembly is arranged on a side of the third wheelset close to the second crossbeam, a third bracket is arranged on a side of the second crossbeam close to the third wheelset, and the third bracket is rotatably connected to the third oblique brake lever as a fulcrum.

[0012] Optionally, the third brake assembly includes a third brake block, a third brake beam, a third arched beam and a third pillar. The length of the third brake beam matches the wheelbase of the third wheelset. The third arched beam is arranged between the third brake beam and the third wheelset. The two ends of the third arched beam are respectively connected to the two ends of the third brake beam. The third pillar is connected and arranged between the third arched beam and the third brake beam. The third pillar is rotatably connected to the other end of the third oblique brake lever. The third brake blocks are respectively arranged at two ends of the third arched beam on one side close to the third wheelset.

[0013] Optionally, the bogie further comprises a connecting rod, one end of which is rotatably connected to the other end of the second horizontal brake lever, and the other end of the connecting rod is rotatably connected to one end of the third oblique brake lever.

[0014] Optionally, the bogie also includes a first limit block and a second limit block, the first limit block and the second limit block are fixedly arranged on the upper surface of the first beam at intervals along the transverse direction of the frame, the connecting rod is arranged between the first limit block and the second limit block, the connecting rod is slidably connected to the first limit block and the second limit block, and the longitudinal direction of the frame is perpendicular to the transverse direction.

[0015] Optionally, the bogie also includes a first limiting portion arranged on a side of the first beam close to the first limiting block, and a second limiting portion close to a side of the second limiting block, the first limiting portion includes a first limiting plate and a second limiting plate vertically connected to each other, the first limiting plate is vertically connected to the upper surface of the first beam through an end away from the second limiting plate, the second limiting plate is arranged on a side close to the first limiting block, the second limiting portion includes a third limiting plate and a fourth limiting plate vertically connected to each other, the third limiting plate is vertically connected to the upper surface of the first beam through an end away from the fourth limiting plate, and the fourth limiting plate is arranged on a side close to the second limiting block; a third limiting portion and a fourth limiting portion are respectively arranged on both sides of the first horizontal brake lever, the position of the third limiting portion matches the position of the first limiting portion, the position of the fourth limiting portion matches the position of the second limiting portion, the third limiting portion includes a fifth limiting plate and a sixth limiting plate vertically connected to each other, the fifth limiting plate is vertically connected to the first horizontal brake lever through an end away from the sixth limiting plate, and the sixth limiting plate is vertically connected to the first horizontal brake lever. The positioning plate is arranged between the second positioning plate and the first beam, the fourth positioning part includes a seventh positioning plate and an eighth positioning plate connected vertically to each other, the seventh positioning plate is vertically connected to the first horizontal brake lever through an end away from the eighth positioning plate, and the eighth positioning plate is arranged between the second positioning plate and the first beam; the second horizontal brake lever is provided with a fifth positioning part and a sixth positioning part on both sides, the position of the fifth positioning part matches the position of the first positioning part, and the position of the sixth positioning part matches the position of the second positioning part, the fifth positioning part includes a ninth positioning plate and a tenth positioning plate connected vertically to each other, the ninth positioning plate is vertically connected to the second horizontal brake lever through an end away from the tenth positioning plate, the tenth positioning plate is arranged between the fourth positioning plate and the first beam, the sixth positioning part includes an eleventh positioning plate and a twelfth positioning plate connected vertically to each other, the eleventh positioning plate is vertically connected to the second horizontal brake lever through an end away from the twelfth positioning plate, and the twelfth positioning plate is arranged between the fourth positioning plate and the first beam.

[0016] The beneficial effect of the vehicle three-axle bogie of the present invention is that the first wheel pair, the second wheel pair and the third wheel pair are sequentially arranged below the frame along the longitudinal direction of the frame, and the first crossbeam of the frame is arranged between the first wheel pair and the second wheel pair, and the second crossbeam is arranged between the second wheel pair and the third wheel pair. This layout method reasonably distributes the position of the wheel pair and the support point of the crossbeam, so that the structure of the entire bogie is more stable, and can better withstand various loads during vehicle operation, thereby improving the stability and safety of vehicle operation. The connecting rod is slidably connected to the upper surface of the first crossbeam along the longitudinal direction of the frame, and the two ends are respectively rotatably connected to the first horizontal brake lever and the second horizontal brake lever, thereby constructing a flexible force transmission structure. During the braking process, when the braking force acts on the other end of the first horizontal brake lever, it can accurately transmit the force to each brake mechanism connected to the horizontal brake lever by sliding and rotating, thereby realizing effective distribution and transmission of force. This collaborative working mechanism can ensure that each brake mechanism can receive appropriate braking force under different braking conditions, further improving the accuracy and effectiveness of braking. The first crossbeam of the frame is arranged between the first wheel set and the second wheel set, and the second crossbeam is arranged between the second wheel set and the third wheel set, so that the structure of the bogie can be made more stable. During braking, the stable structure can reduce the vibration and displacement caused by braking, ensure that the braking mechanism can work normally, and thus improve the braking effect. The stable structure helps to maintain good contact between the wheel and the rail, so that the braking force can be better transmitted to the track through the wheel set, and the reliability of braking is enhanced. The structural design of the entire bogie enables it to adapt to different types of vehicles and loads by selecting the force points of the braking force at different positions at the other end of the first horizontal brake lever when facing different loads and driving conditions, so that the bogie can obtain better braking efficiency, improve the adaptability and reliability of the braking system to different working conditions, and provide a strong guarantee for the safe operation of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a structural schematic diagram of a three-axle bogie of a vehicle in an embodiment of the present invention;

[0018] Figure 2 It is a schematic structural diagram of a braking device of a three-axle bogie of a vehicle in an embodiment of the present invention;

[0019] Figure 3 It is a structural schematic diagram of a limiting part of a three-axle bogie of a vehicle in an embodiment of the present invention;

[0020] Figure 4 Schematic diagram of the force of the first horizontal brake lever in an embodiment of the present invention;

[0021] Figure 5 Schematic diagram of the structure of the vibration reduction device in an embodiment of the present invention.

[0022] Description of reference numerals:

[0023] 01-frame; 011-first crossbeam; 012-second crossbeam; 013-first bracket; 014-second bracket; 015-third bracket; 02-first wheel pair; 03-second wheel pair; 04-third wheel pair; 05-first brake mechanism; 051-first oblique brake lever; 052-first brake assembly; 0521-first brake block; 0522-first brake beam; 0523-first arched beam; 0524-first pillar; 06-second brake mechanism; 061-second oblique brake lever; 062-second brake assembly; 0621-second brake block; 0622-second brake beam; 0623-second arched beam; 0624-second pillar; 07-third brake mechanism; 071-third oblique brake lever; 072-third brake assembly; 0721-third brake block; 0722-third brake beam; 072 3-third arched beam; 0724-third pillar; 073-connecting rod; 08-first horizontal brake lever; 09-second horizontal brake lever; 10-connecting pull rod; 12-first limit block; 13-second limit block; 14-first limit part; 141-first limit plate; 142-second limit plate; 15-second limit part; 151-third limit plate; 152-fourth limit plate; 16-third limit part ;161-fifth limiting plate;162-sixth limiting plate;17-fourth limiting part;171-seventh limiting plate;172-eighth limiting plate;18-fifth limiting part;181-ninth limiting plate;182-tenth limiting plate;19-sixth limiting part;191-eleventh limiting plate;192-twelfth limiting plate;20-vibration damping device;201-first spring;202-second spring;203-axle box. DETAILED DESCRIPTION

[0024] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. Although certain embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be interpreted as being limited to the embodiments described herein. On the contrary, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the drawings and embodiments of the present invention are only for exemplary purposes and are not intended to limit the scope of protection of the present invention.

[0025] The term "including" and its variations used in this document are open inclusions, that is, "including but not limited to"; the term "based on" means "based at least in part on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one other embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optionally" means "optional embodiments". The relevant definitions of other terms will be given in the following description. It should be noted that the concepts of "first", "second", etc. mentioned in the present invention are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0026] It should be noted that the modifications of "one" and "plurality" mentioned in the present invention are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise clearly indicated in the context, it should be understood as "one or more".

[0027] In the related technology, vehicle bogies have obvious defects. For example, the application of vehicle bogies in railway long and large freight cars. With the continuous prosperity of the economy, transportation demand has shown a diversified development trend. The types of long and large freight cars are constantly enriched, and the differences in their dead weight and load are becoming more and more significant, resulting in huge challenges for the traditional bogie design. Most of the existing bogies adopt a fixed braking ratio design mode. For long and large freight cars with large dead weight and load, fixed low braking ratio bogies may not be able to provide sufficient braking force, and the braking effect is poor, which requires a longer braking distance for the vehicle during braking, which undoubtedly increases the safety risk during transportation and is prone to accidents. For long and large freight cars with small dead weight and load, if equipped with a fixed bogie with a high braking ratio, there will be excessive braking force during braking, resulting in wheel locking, excessive wear of brake shoes and other problems, which not only shortens the service life of brake shoes and wheels and increases maintenance costs, but also affects the overall structural stability of the vehicle due to the severe impact during braking, reducing the safety and reliability of cargo transportation. In addition, since each type of long freight car requires specially developed matching bogies, the railway transportation department needs to stock a large number of different types of bogies and their components, and invests huge human, material and financial resources in production, inventory management and maintenance, which seriously restricts the operational efficiency and economic benefits of railway transportation, and also brings great difficulties to technology upgrades and unified management.

[0028] In view of the problems existing in the above-mentioned related technologies, the present invention provides a three-axle bogie for a vehicle.

[0029] like Figure 1 and Figure 2As shown, a vehicle three-axle bogie provided by an embodiment of the present invention comprises a frame 01, a first wheel pair 02, a second wheel pair 03, a third wheel pair 04, a first brake mechanism 05, a second brake mechanism 06, a third brake mechanism 07, a first horizontal brake lever 08, a second horizontal brake lever 09 and a connecting rod 10, wherein the first wheel pair 02, the second wheel pair 03 and the third wheel pair 04 are sequentially arranged below the frame 01 along the longitudinal direction of the frame 01, the first crossbeam 011 of the frame 01 is arranged between the first wheel pair 02 and the second wheel pair 03, the second crossbeam 012 of the frame 01 is arranged between the second wheel pair 03 and the third wheel pair 04; the connecting rod 10 It is connected to the upper surface of the first beam 011 in a longitudinal sliding manner along the frame 01, and one end close to the first wheelset 02 is rotationally connected to the first horizontal brake lever 08, and the other end is rotationally connected to the second horizontal brake lever 09; one end of the first horizontal brake lever 08 is connected to the first brake mechanism 05 arranged between the first wheelset 02 and the first beam 011, one end of the second horizontal brake lever 09 is connected to the second brake mechanism 06 arranged between the second wheelset 03 and the first beam 011, and the other end of the second horizontal brake lever 09 is connected to the third brake mechanism 07 arranged between the third wheelset 04 and the second beam 012.

[0030] It should be noted that the three-axle bogie has an additional wheelset compared to the conventional two-axle bogie. Compared with the two-axle bogie, it can share more weight, greatly improving the overall load-bearing capacity of the vehicle. For example, in railway freight cars, the use of three-axle bogies can meet the needs of transporting heavy-duty goods such as steel coils, rails or special equipment, while the maximum load-bearing capacity of two-axle bogies is generally limited by the axle weight. Therefore, the three-axle bogie can meet the load-bearing requirements of different vehicles. The three-axle bogie can make the axle weight distribution of the vehicle more even and reasonable, reduce the excessive pressure on a single wheelset, and reduce the local pressure of the vehicle on the track, which is beneficial to protect the track structure and extend the service life of the track. At the same time, it can also make the vehicle run more smoothly and safely, and can adapt to different types of vehicles.

[0031] Specifically, the bogie frame 01 is composed of two parallel side beams and a first crossbeam 011 and a second crossbeam 012 spaced between the two parallel side beams. The first crossbeam 011 and the second crossbeam 012 are respectively vertically connected to the two parallel side beams. The lengths of the two parallel side beams are greater than the first crossbeam 011 and the second crossbeam 012. The length direction of the two parallel side beams is the longitudinal direction, that is, the axial direction along the bogie's travel direction. The first wheel pair 02, the second wheel pair 03 and the third wheel pair 04 are sequentially spaced below the two parallel side beams to carry the load of the vehicle bogie, ensure the running stability of the bogie, and ensure safe and smooth operation of the vehicle. The first wheel pair 02 is located at one end of the two parallel side beams, the third wheel pair 04 is located at the other end of the two parallel side beams, the second wheel pair 03 is located between the first wheel pair 02 and the third wheel pair 04, the first crossbeam 011 and the second crossbeam 012 are located between the two parallel side beams, and are respectively vertically connected to the two parallel side beams, the first crossbeam 011 is located between the first wheel pair 02 and the first wheel pair 02, and the second crossbeam 012 is located between the second wheel pair 03 and the third wheel pair 04. Through the two parallel side beams and the structure of the first crossbeam 011 and the second crossbeam 012 connected thereto, the frame 01 has higher stability and strength for bearing the vehicle's own weight and load, and enhances the frame 01's torsion and bending resistance, so that the entire frame can maintain better shape stability when subjected to force or torque, and is not easily deformed. At the same time, the hollow structure between the crossbeams can facilitate the installation and connection of components of the braking structure. The lower center plate is also included between the first cross beam 011 and the second cross beam 012, and its main function is to be embedded with the upper center plate at the bottom of the vehicle body chassis, so that the vehicle body and the bogie can deflect relatively smoothly. This allows longer vehicles to pass through curved sections easily, reduces the resistance of vehicles passing through curves, and can also reduce the vertical displacement of the vehicle body when the vehicle passes through uneven lines, increase the stability of vehicle operation, and ensure that the vehicle has good operating quality.

[0032] Furthermore, the bogie also includes a braking device, specifically including a first braking mechanism 05 for braking the first wheel pair 02; a second braking mechanism 06 for braking the second wheel pair 03; a third braking mechanism 07 for braking the third wheel pair 04; and a first horizontal braking lever 08, a second horizontal braking lever 09 and a connecting rod 10, the connecting rod 10 is slidably connected to the upper surface of the first beam 011, and the connecting rod 10 can be slid in the longitudinal direction by a limiting structure. For example, a longitudinal slide groove is provided on the upper surface of the first beam 011, and a slideway matching the slide groove is provided on the bottom surface of the connecting rod 10. Through the cooperation of the slide groove and the slideway, the connecting rod 10 can slide back and forth on the first beam 011 along the longitudinal direction. The slideway can also be provided on the first beam 011, and the slide groove can be provided on the connecting rod 10, so that the connecting rod 10 can also slide back and forth on the upper surface of the first beam 011. One end of the connecting rod 10 close to the first wheel pair 02 is rotationally connected to the middle part of the first horizontal brake lever 08, and one end of the connecting rod 10 close to the second wheel pair is rotationally connected to the middle part of the second horizontal brake lever 09. At the same time, one end of the first horizontal brake lever 08 is connected to the first brake mechanism 05, and the other end of the first horizontal brake lever 08 is used to apply braking force, one end of the second horizontal brake lever 09 is connected to the second brake mechanism 06, and the other end of the second horizontal brake lever 09 is connected to the third brake mechanism 07, wherein the first brake mechanism 05 is arranged on the side of the first wheel pair 02 close to the first beam 011, the second brake mechanism 06 is arranged on the side of the second wheel pair 03 close to the first beam 011, and the third brake mechanism 07 is arranged on the side of the third wheel pair 04 close to the second beam 012. When the braking force is applied to the other end of the first horizontal brake lever 08 along the longitudinal direction toward the first wheel pair 02, the first horizontal brake lever 08 drives the connecting rod 10 to slide toward the first wheel pair 02, and at the same time drives the second horizontal brake lever 09 to move toward the first wheel pair 02, and the pulling force generated by the second horizontal brake lever 09 drives the second brake mechanism 06 connected thereto to brake the second wheel pair 03, and drives the third brake mechanism 07 to brake the third wheel pair 04, while one end of the first horizontal brake lever 08 applies a pulling force to the first brake mechanism 05 in a direction away from the first wheel pair 02. It should be noted that in the first brake mechanism 05, the second brake mechanism 06 and the third brake mechanism 07, the pulling force received by each can be converted into a braking force for squeezing the corresponding wheel pair by respectively setting corresponding lever structures, that is, the braking force converted by the lever structure applies braking pressure to the first wheel pair 02, the second wheel pair 03 and the third wheel pair 04. And, as Figure 4As shown, due to the interaction of forces, when the second braking mechanism 06 and the third braking mechanism 07 respectively abut against the second wheel pair 03 and the third wheel pair 04 for braking, the connecting rod 10 will be subjected to a reaction force from the second horizontal brake lever 09 in the direction away from the first wheel pair 02, and then the first horizontal brake lever 08 will also be subjected to a longitudinal reaction force F2 at the connection point B with the connecting rod 10, and because the force point A at the other end of the first horizontal brake lever 08 is subjected to the braking force F1 directed to the first wheel pair 02, the force exerted by the first horizontal brake lever 08 on the first braking mechanism 05 at the connection point C is a longitudinal force F3 in the direction away from the first wheel pair 02, thereby driving the first brake mechanism 05 to brake the first wheel pair 02 through the longitudinal force F3.

[0033] Furthermore, in the process of applying braking force through the other end of the first horizontal brake lever 08 to brake, different force points for applying braking force can be selected at the other end of the first horizontal brake lever 08, thereby selecting force arms of different lengths. In the lever mechanism, when the resistance and resistance arm are constant, the longer the braking force arm, the smaller the required braking force, that is, braking force × braking force arm = resistance × resistance arm. When the vehicle is heavier and requires a greater braking force, a force point at the other end of the first horizontal brake lever 08 that is farther from the connecting rod 10 can be selected, so that a longer braking force arm can be obtained, so that under the same braking force, a greater resistance can be coped with, that is, a greater braking force is applied to the wheelset. Similarly, when the vehicle is light, a force point that is closer to the connecting rod 10 can be selected, so that a more appropriate braking force can be applied to avoid damage to the equipment caused by excessive braking force.

[0034] In this embodiment, the first wheel set 02, the second wheel set 03 and the third wheel set 04 are sequentially arranged below the frame 01 along the longitudinal direction of the frame 01, and the first crossbeam 011 of the frame 01 is arranged between the first wheel set 02 and the second wheel set 03, and the second crossbeam 012 is arranged between the second wheel set 03 and the third wheel set 04. This layout reasonably distributes the positions of the wheel sets and the supporting points of the crossbeams, making the structure of the entire bogie more stable, and being able to better withstand various loads during vehicle operation, thereby improving the stability and safety of vehicle operation. The connecting rod 10 is slidably connected to the upper surface of the first crossbeam 011 along the longitudinal direction of the frame 01, and the two ends are respectively rotatably connected to the first horizontal brake lever 08 and the second horizontal brake lever 09, thereby constructing a flexible force transmission structure. During the braking process, when the braking force acts on the other end of the first horizontal brake lever 08, it can accurately transmit the force to each brake mechanism connected to the horizontal brake lever through sliding and rotation, thereby realizing effective distribution and transmission of force. This collaborative working mechanism can ensure that each braking mechanism can receive appropriate braking force under different braking conditions, further improving the accuracy and effectiveness of braking. The first crossbeam 011 of the frame 01 is arranged between the first wheel pair 02 and the second wheel pair 03, and the second crossbeam 012 is arranged between the second wheel pair 03 and the third wheel pair 04, so that the structure of the bogie can be more stable. During braking, the stable structure can reduce the vibration and displacement caused by braking, ensure that the braking mechanism can work normally, thereby improving the braking effect. The stable structure helps to maintain good contact between the wheel and the rail, so that the braking force can be better transmitted to the track through the wheel pair, and the reliability of braking is enhanced. Through the structural design of the entire bogie, when facing different loads and driving conditions, it can select the force points of the braking force at different positions at the other end of the first horizontal brake lever 08, so that the bogie can adapt to different types of vehicles and loads, thereby obtaining better braking efficiency, improving the adaptability and reliability of the braking system to different working conditions, and providing a strong guarantee for the safe operation of the vehicle.

[0035] Alternatively, if Figure 1 and Figure 2 As shown, the first braking mechanism 05 includes a first oblique brake lever 051 and a first brake assembly 052, one end of the first oblique brake lever 051 is connected to one end of the first horizontal brake lever 08, the other end of the first oblique brake lever 051 is connected to the first brake assembly 052, the first brake assembly 052 is arranged on a side of the first wheelset 02 close to the first crossbeam 011, and a first bracket 013 is arranged on a side of the first crossbeam 011 close to the first wheelset 02, the first bracket 013 is rotatably connected to the first oblique brake lever 051 as a fulcrum.

[0036] Specifically, one end of the first oblique brake lever 051 of the first brake mechanism 05 is connected to one end of the first horizontal brake lever 08, so that the braking force of the first horizontal brake lever 08 can be transmitted to the first oblique brake lever 051. The other end of the first oblique brake lever 051 is connected to the first brake assembly 052. The first brake assembly 052 is arranged on the side of the first wheel pair 02 close to the first crossbeam 011, and is used to brake the first wheel pair 02. In addition, a first bracket 013 is arranged on the side of the first crossbeam 011 close to the first wheel pair 02. The first bracket 013 is rotatably connected to the first oblique brake lever 051, so that the first bracket 013 can serve as the fulcrum of the first oblique brake lever 051. Figure 4 As shown, when the connection point C between the first oblique brake lever 051 and the first horizontal brake lever 08 is acted upon by the longitudinal force F3, the other end of the first oblique brake lever 051 is supported by the first bracket 013 so as to generate a reaction force pointing to the first wheel pair 02 in the opposite direction to the longitudinal force F3, i.e., a braking force pointing in the direction of the first wheel pair 02, thereby pushing the first brake assembly 052 to perform a squeezing brake on the first wheel pair 02 through the braking force.

[0037] In this optional embodiment, one end of the first oblique brake lever 051 is connected to the first horizontal brake lever 08, and the other end is connected to the first brake assembly 052, and the first bracket 013 is used as a fulcrum, and the force transmitted from the first horizontal brake lever 08 is converted into a force in the opposite direction pointing to the first wheel pair 02 through the first oblique brake lever 051, thereby pushing the first brake assembly 052 to perform squeezing braking on the first wheel pair 02, and different support point positions, that is, the rotation connection point between the first bracket 013 and the first oblique brake lever 051, can be selected according to the load condition of the vehicle, so as to adjust the force arms at both ends of the first oblique brake lever 051, so that the first brake assembly 052 can generate suitable squeezing braking force on the first wheel pair 02, thereby improving the braking efficiency of the vehicle bogie.

[0038] Alternatively, if Figure 1 and Figure 2As shown, the first brake assembly 052 includes a first brake block 0521, a first brake beam 0522, a first arched beam 0523 and a first pillar 0524. The length of the first brake beam 0522 matches the wheelbase of the first wheelset 02. The first arched beam 0523 is arranged between the first brake beam 0522 and the first wheelset 02. The two ends of the first arched beam 0523 are respectively connected to the two ends of the first brake beam 0522. The first pillar 0524 is connected and arranged between the first arched beam 0523 and the first brake beam 0522. The first pillar 0524 is rotatably connected to the other end of the first oblique brake lever 051. The first brake blocks 0521 are respectively arranged at the two ends of the first arched beam 0523 on one side close to the first wheelset 02.

[0039] In this optional embodiment, the length of the first brake beam 0522 matches the wheelbase of the first wheelset 02, ensuring that the brake beam can effectively cover the width range of the first wheelset 02, so that the braking effect can be evenly applied to the wheels on both sides of the wheelset, thereby improving the stability and reliability of the braking effect. The first brake beam 0522 plays the role of connecting and supporting other components, providing a mounting basis for the first arched beam 0523, the first support 0524 and the first brake block 0521, and ensuring the structural integrity of the entire brake assembly. The first arched beam 0523 is arranged between the first brake beam 0522 and the first wheelset 02, and the two ends of the first arched beam 0523 are respectively connected to the two ends of the first brake beam 0522. The first brake blocks 0521 are respectively arranged at the two ends of the first arched beam 0523 on one side close to the first wheelset 02. They are components that directly contact the first wheelset 02 and generate braking friction. The material of the brake block usually has good friction performance and wear resistance, and can generate sufficient friction when in contact with the wheelset, so that the wheelset slows down or stops rotating. The first arched beam 0523 has a certain elasticity and buffering effect due to its unique arched structure. During the braking process, when the first brake block 0521 contacts the first wheel pair 02 and generates friction, the arched beam can absorb and disperse part of the impact force, reduce the direct impact on the brake beam and other components, and thus extend the service life of the brake assembly. The first pillar 0524 is connected between the first arched beam 0523 and the first brake beam 0522, that is, the two ends of the first pillar 0524 are connected to the first arched beam 0523 and the first brake beam 0522 respectively. Its main function is to enhance the structural stability between the arched beam and the brake beam. The pillar can withstand a certain pressure and tension to ensure the normal operation of the brake assembly. The first pillar 0524, which is reasonably set, can also adjust the relative position between the arched beam and the brake beam to ensure the appropriate gap between the first brake block 0521 and the first wheel pair 02, thereby improving the accuracy and effect of braking. For example, by adjusting the length or installation position of the support, the first brake block 0521 can accurately contact the wheelset during braking, avoiding the situation where the gap is too large to cause ineffective braking or the gap is too small to cause aggravated wear. The first brake block 0521 can simultaneously apply braking force to both sides of the first wheelset 02 to achieve symmetrical braking, improve the balance and stability of braking, and reduce the overload phenomenon of the wheelset during braking to protect the normal operation of the wheelset. The first support 0524 is rotatably connected to the other end of the first oblique brake lever 051, so that the force transmitted by the first oblique brake lever 051 can effectively act on the first brake assembly 052. The rotational connection ensures that the brake assembly can move flexibly when subjected to force, avoiding the influence of the braking effect due to the connection being too tight or too loose.

[0040] Alternatively, if Figure 1 and Figure 2As shown, the second braking mechanism 06 includes a second oblique brake lever 061 and a second brake assembly 062, one end of the second oblique brake lever 061 is connected to one end of the second horizontal brake lever 09, the other end of the second oblique brake lever 061 is connected to the second brake assembly 062, the second brake assembly 062 is arranged on a side of the second wheelset 03 close to the first crossbeam 011, and a second bracket 014 is arranged on a side of the first crossbeam 011 close to the second wheelset 03, and the second bracket 014 is rotatably connected to the second oblique brake lever 061 as a fulcrum.

[0041] Specifically, one end of the second oblique brake lever 061 of the second brake mechanism 06 is connected to one end of the second horizontal brake lever 09, so that the braking force of the second horizontal brake lever 09 can be transmitted to the second oblique brake lever 061, and the other end of the second oblique brake lever 061 is connected to the second brake assembly 062, and the second brake assembly 062 is arranged on the side of the second wheel pair 03 close to the first crossbeam 011, and is used to brake the second wheel pair 03, and a second bracket 014 is arranged on the side of the first crossbeam 011 close to the second wheel pair 03, and the second bracket 014 is arranged on the side of the first crossbeam 011 close to the second wheel pair 03. The bracket 014 is rotatably connected to the second oblique brake lever 061, so that the second bracket 014 can serve as the fulcrum of the second oblique brake lever 061. When one end of the second oblique brake lever 061 is subjected to a pulling force in the direction of the first wheel pair 02 transmitted by the second horizontal brake lever 09, based on the lever principle, through the supporting effect of the second bracket 014, a thrust in the opposite direction of the second wheel pair 03 is generated at the other end of the second oblique brake lever 061, thereby pushing the second brake assembly 062 connected thereto to squeeze and brake the second wheel pair 03.

[0042] In this optional embodiment, one end of the second oblique brake lever 061 is connected to the second horizontal brake lever 09, and the other end is connected to the second brake assembly 062, and the second bracket 014 is used as a fulcrum, and the longitudinal tension transmitted from the second horizontal brake lever 09 is converted into a longitudinal thrust in the opposite direction pointing to the second wheel pair 03 through the second oblique brake lever 061, thereby pushing the second brake assembly 062 to squeeze the first wheel pair 02. In addition, different support point positions, that is, the position of the rotation connection point between the second bracket 014 and the second oblique brake lever 061, can be selected according to the load conditions of the vehicle, so as to adjust the force arms at both ends of the second oblique brake lever 061, so that the second brake assembly 062 can generate suitable squeezing braking force on the second wheel pair 03, thereby improving the braking efficiency of the vehicle bogie.

[0043] Alternatively, if Figure 1 and Figure 2As shown, the second brake assembly 062 includes a second brake block 0621, a second brake beam 0622, a second arched beam 0623 and a second pillar 0624. The length of the second brake beam 0622 matches the wheelbase of the second wheelset 03. The second arched beam 0623 is arranged between the second brake beam 0622 and the second wheelset 03. The two ends of the second arched beam 0623 are respectively connected to the two ends of the second brake beam 0622. The second pillar 0624 is connected and arranged between the second arched beam 0623 and the second brake beam 0622. The second pillar 0624 is rotatably connected to the other end of the second oblique brake lever 061. The second brake blocks 0621 are respectively arranged at the two ends of the second arched beam 0623 on one side close to the second wheelset 03.

[0044] In this optional embodiment, the length of the second brake beam 0622 matches the wheelbase of the second wheelset 03, ensuring that the brake beam can effectively cover the width range of the second wheelset 03, so that the braking effect can be evenly applied to both sides of the wheelset, thereby improving the stability and reliability of the braking effect. As an important component of the second brake assembly 062, the second brake beam 0622 plays the role of connecting and supporting other components, providing a mounting foundation for the second arched beam 0623, the second support 0624 and the second brake block 0621, and ensuring the structural integrity of the entire brake assembly. The second arched beam 0623 is arranged between the second brake beam 0622 and the second wheelset 03, and the two ends of the second arched beam 0623 are respectively connected to the two ends of the second brake beam 0622. The second brake blocks 0621 are respectively arranged at the two ends of the second arched beam 0623 near the two ends of the second wheelset 03. They are components that directly contact the second wheelset 03 and generate braking friction. The material of the brake blocks usually has good friction performance and wear resistance, and can generate sufficient friction when in contact with the wheelset to slow down or stop the wheelset. The second arched beam 0623 has a certain elasticity and buffering effect due to its unique arched structure. During the braking process, when the second brake block 0621 contacts the second wheelset 03 and generates friction, the arched beam can absorb and disperse part of the impact force, reduce the direct impact on the brake beam and other components, and thus extend the service life of the brake assembly. The second support 0624 is connected and arranged between the second arched beam 0623 and the second brake beam 0622. Its main function is to enhance the structural stability between the arched beam and the brake beam. That is, the two ends of the second support 0624 are respectively connected to the second arched beam 0623 and the second brake beam 0622. The support can withstand a certain pressure and tension to ensure the normal operation of the brake assembly. The reasonably arranged second support 0624 can also adjust the relative position between the arched beam and the brake beam to ensure the appropriate gap between the second brake block 0621 and the second wheel pair 03, thereby improving the accuracy and effect of braking. For example, by adjusting the length or installation position of the support, the second brake block 0621 can accurately contact the wheel pair during braking, avoiding the situation where the gap is too large to cause the braking to fail or the gap is too small to cause the wear to increase. Since the second brake block 0621 can apply braking force to both sides of the second wheel pair 03 at the same time, symmetrical braking is achieved, the balance and stability of braking are improved, and the unbalanced load phenomenon of the wheel pair during braking can be reduced to protect the normal operation of the wheel pair. The second support column 0624 is rotationally connected to the other end of the second oblique brake lever 061, so that the force transmitted by the second oblique brake lever 061 can effectively act on the second brake assembly 062. The rotational connection ensures that the brake assembly can move flexibly when subjected to force, avoiding affecting the braking effect due to overly tight or loose connections.

[0045] Alternatively, if Figure 1 and Figure 2As shown, the third braking mechanism 07 includes a third oblique brake lever 071 and a third brake assembly 072, one end of the third oblique brake lever 071 is connected to the other end of the second horizontal brake lever 09, the other end of the third oblique brake lever 071 is connected to the third brake assembly 072, the third brake assembly 072 is arranged on the side of the third wheelset 04 close to the second cross beam 012, and a third bracket 015 is arranged on the side of the second cross beam 012 close to the third wheelset 04, and the third bracket 015 is rotatably connected to the third oblique brake lever 071 as a fulcrum.

[0046] Specifically, one end of the third oblique brake lever 071 of the third brake mechanism 07 is connected to the other end of the second horizontal brake lever 09, so that the braking force of the second horizontal brake lever 09 can be transmitted to the third oblique brake lever 071, thereby forming a pulling force on the third oblique brake lever 071. Thus, the two ends of the second horizontal brake lever 09 respectively generate a longitudinal pulling force on the second oblique brake lever 061 and the third oblique brake lever 071 in the direction of the first wheel pair 02. The other end of the third oblique brake lever 071 is connected to the third brake assembly 072, and the third brake assembly 072 is arranged on the side of the third wheel pair 04 close to the second cross beam 012, and is used for braking the third wheel pair 04. In addition, a third bracket 015 is arranged on the side of the second cross beam 012 close to the third wheel pair 04, and the third bracket 015 is rotatably connected to the third oblique brake lever 071, so that the third bracket 015 can serve as the fulcrum of the third oblique brake lever 071. Based on the lever principle, when one end of the third oblique brake lever 071 is subjected to the longitudinal pulling force of the second horizontal brake lever 09 pointing to the direction of the first wheel pair 02, the third bracket 015 generates a longitudinal thrust in the opposite direction to the other end of the third oblique brake lever 071 through the action of the third bracket 015, thereby pushing the third brake assembly 072 connected thereto to squeeze and brake the third wheel pair 04.

[0047] In this optional embodiment, one end of the third oblique brake lever 071 is connected to the second horizontal brake lever 09, and the other end is connected to the third brake assembly 072, and the third bracket 015 is used as a fulcrum, and the longitudinal tension transmitted from the second horizontal brake lever 09 is converted into a longitudinal thrust in the opposite direction pointing to the third wheel pair 04 through the third oblique brake lever 071, thereby pushing the third brake assembly 072 to perform squeezing braking on the third wheel pair 04, and different support point positions, that is, the position of the rotation connection point between the third bracket 015 and the third oblique brake lever 071, can be selected according to the load condition of the vehicle, so as to adjust the force arms at both ends of the third oblique brake lever 071, so that the third brake assembly 072 can generate suitable squeezing braking force on the third wheel pair 04, thereby improving the braking efficiency of the vehicle bogie.

[0048] Alternatively, if Figure 1 and Figure 2 The third brake assembly 072 includes a third brake block 0721, a third brake beam 0722, a third arched beam 0723 and a third pillar 0724. The length of the third brake beam 0722 matches the wheelbase of the third wheelset 04. The third arched beam 0723 is arranged between the third brake beam 0722 and the third wheelset 04. The two ends of the third arched beam 0723 are respectively connected to the two ends of the third brake beam 0722. The third pillar 0724 is connected and arranged between the third arched beam 0723 and the third brake beam 0722. The third pillar 0724 is rotatably connected to the other end of the third oblique brake lever 071. The third brake blocks 0721 are respectively arranged at two ends of the third arched beam 0723 on one side close to the third wheelset 04.

[0049] In this optional embodiment, the length of the third brake beam 0722 matches the wheelbase of the third wheelset 04, ensuring that the brake beam can effectively cover the width range of the third wheelset 04, so that the braking effect can be evenly applied to both sides of the wheelset, thereby improving the stability and reliability of the braking effect. As an important component of the third brake assembly 072, the third brake beam 0722 plays the role of connecting and supporting other components, providing a mounting basis for the third arched beam 0723, the third support 0724 and the third brake block 0721, and ensuring the structural integrity of the entire brake assembly. The third arched beam 0723 is arranged between the third brake beam 0722 and the third wheelset 04, and is respectively connected to the two ends of the third brake beam 0722. The third brake block 0721 is respectively arranged at the two ends of the third arched beam 0723 close to the second wheelset 03. They are components that directly contact the third wheelset 04 and generate braking friction. The material of the brake block usually has good friction performance and wear resistance, and can generate sufficient friction when in contact with the wheelset, so that the wheelset slows down or stops rotating. The third arched beam 0723 has a certain elasticity and buffering effect due to its unique arched structure. During the braking process, when the third brake block 0721 contacts the third wheel pair 04 and generates friction, the arched beam can absorb and disperse part of the impact force, reduce the direct impact on the brake beam and other components, and thus extend the service life of the brake assembly. The third pillar 0724 is connected and arranged between the third arched beam 0723 and the third brake beam 0722. The two ends of the third pillar 0724 are respectively connected to the third arched beam 0723 and the third brake beam 0722. Its main function is to enhance the structural stability between the arched beam and the brake beam. The pillar can withstand a certain pressure and tension to ensure the normal operation of the brake assembly. The reasonably arranged third pillar 0724 can also adjust the relative position between the arched beam and the brake beam to ensure the appropriate gap between the third brake block 0721 and the third wheel pair 04, thereby improving the accuracy and effect of braking. For example, by adjusting the length or installation position of the support, the third brake block 0721 can accurately contact the wheelset during braking, avoiding the situation where the gap is too large to cause ineffective braking or the gap is too small to cause aggravated wear. Since the third brake block 0721 can apply braking force to both sides of the third wheelset 04 at the same time, symmetrical braking is achieved, the balance and stability of braking are improved, and the unbalanced load phenomenon of the wheelset during braking can be reduced to protect the normal operation of the wheelset. The third support 0724 is rotatably connected to the other end of the third oblique brake lever 071, so that the force transmitted by the third oblique brake lever 071 can effectively act on the third brake assembly 072. The rotatable connection ensures that the brake assembly can move flexibly when subjected to force, avoiding the influence of the braking effect due to the connection being too tight or too loose.

[0050] Optionally, the bogie further includes a connecting rod 073 , and one end of the third oblique brake lever 071 is connected to the other end of the second horizontal brake lever 09 via the connecting rod 073 .

[0051] In this optional embodiment, since the second horizontal brake lever 09 is far away from the third oblique brake lever 071, the other end of the second horizontal brake lever 09 is connected to one end of the third oblique brake lever 071 by a connecting rod 073. The two ends of the connecting rod 073 can be rotatably connected, so as to better adapt to the deviation of the tension during the long-distance transmission process, improve the efficiency of the tension transmission, and thus accurately transmit the tension of the second horizontal brake lever 09 to the third oblique brake lever 071.

[0052] Alternatively, if Figures 1 to 3 As shown, the bogie also includes a first limit block 12 and a second limit block 13, and the first limit block 12 and the second limit block 13 are fixedly arranged on the upper surface of the first beam 011 at intervals along the transverse direction of the frame 01, and the connecting rod 10 is arranged between the first limit block 12 and the second limit block 13, and the connecting rod 10 is slidably connected to the first limit block 12 and the second limit block 13, and the longitudinal direction of the frame 01 is perpendicular to the transverse direction.

[0053] In this optional embodiment, the first limit block 12 and the second limit block 13 can be two columnar long strip structures, the first limit block 12 and the second limit block 13 are arranged at intervals on the upper surface of the first beam 011, and are respectively fixedly connected to the upper surface of the first beam 011, the length direction of the first limit block 12 and the second limit block 13 is parallel to the longitudinal direction, that is, perpendicular to the length direction of the first beam 011, the distance between the first limit block 12 and the second limit block 13 matches the width of the connecting rod 10, and the connecting rod 10 can be set Between the first limit block 12 and the second limit block 13, the connecting rod 10 can slide back and forth along the longitudinal direction between the first limit block 12 and the second limit block 13, and corresponding longitudinal grooves and longitudinal protrusions can be respectively arranged between the first limit block 12, the second limit block 13 and the connecting rod 10, thereby avoiding the connecting rod 10 from being offset in other directions when performing longitudinal reciprocating motion, thereby ensuring the stability of the longitudinal sliding of the connecting rod 10, making the transmission of braking force more accurate, thereby effectively improving the braking efficiency.

[0054] Alternatively, if Figures 1 to 3As shown, the bogie also includes a first limiting portion 14 arranged on the side of the first cross beam 011 close to the first limiting block 12, and a second limiting portion 15 close to the side of the second limiting block 13, the first limiting portion 14 includes a first limiting plate 141 and a second limiting plate 142 vertically connected to each other, the first limiting plate 141 is vertically connected to the upper surface of the first cross beam 011 through an end away from the second limiting plate 142, the second limiting plate 142 is arranged on the side of the first limiting plate 141 close to the first limiting block 12, the second limiting portion 15 includes a third limiting plate 151 and a fourth limiting plate 152 vertically connected to each other, the third limiting plate 151 is vertically connected to the upper surface of the first cross beam 011 through an end away from the fourth limiting plate 142, One end of the plate 152 is vertically connected to the upper surface of the first beam 011, and the fourth limiting plate 152 is arranged on the side of the third limiting plate 151 close to the second limiting block 13; the first horizontal brake lever 08 is provided with a third limiting portion 16 and a fourth limiting portion 17 at intervals along its length direction, the position of the third limiting portion 16 matches the position of the first limiting portion 14, the position of the fourth limiting portion 17 matches the position of the second limiting portion 15, the third limiting portion 16 includes a fifth limiting plate 161 and a sixth limiting plate 162 which are vertically connected to each other, the fifth limiting plate 161 is vertically connected to the first horizontal brake lever 08 through one end away from the sixth limiting plate 162, the The sixth limiting plate 162 is arranged between the second limiting plate 142 and the first beam 011, the fourth limiting portion 17 includes a seventh limiting plate 171 and an eighth limiting plate 172 which are vertically connected to each other, the seventh limiting plate 171 is vertically connected to the first horizontal brake lever 08 through an end away from the eighth limiting plate 172, and the eighth limiting plate 172 is arranged between the second limiting plate 142 and the first beam 011; the second horizontal brake lever 09 is provided with a fifth limiting portion 18 and a sixth limiting portion 19 at intervals along its length direction, the position of the fifth limiting portion 18 matches the position of the first limiting portion 14, and the position of the sixth limiting portion 19 matches the position of the second limiting portion 15. The fifth limiting portion 18 includes a ninth limiting plate 181 and a tenth limiting plate 182 which are vertically connected to each other, the ninth limiting plate 181 is vertically connected to the second horizontal brake lever 09 through an end away from the tenth limiting plate 182, and the tenth limiting plate 182 is arranged between the fourth limiting plate 152 and the first beam 011, and the sixth limiting portion 19 includes an eleventh limiting plate 191 and a twelfth limiting plate 192 which are vertically connected to each other, the eleventh limiting plate 191 is vertically connected to the second horizontal brake lever 09 through an end away from the twelfth limiting plate 192, and the twelfth limiting plate 192 is arranged between the fourth limiting plate 152 and the first beam 011.

[0055] Specifically, a first limiting portion 14 and a second limiting portion 15 are respectively provided on the upper surface of the first cross beam 011, the first limiting portion 14 is located on one side of the first limiting block 12, and the second limiting portion 15 is located on one side of the second limiting block 13, the first limiting portion 14 includes a first limiting plate 141 and a second limiting plate 142 which are perpendicular to each other, the first limiting plate 141 is vertically connected to the upper surface of the first cross beam 011 through an end away from the second limiting plate 142, so that the second limiting plate 142 is parallel to the upper surface of the first cross beam 011, and the second limiting plate 141 is perpendicular to the upper surface of the first cross beam 011. 42 is arranged on the side of the first limiting plate 141 close to the first limiting block 12, similarly, the second limiting portion 15 includes a third limiting plate 151 and a fourth limiting plate 152 which are perpendicular to each other, the third limiting plate 151 is also vertically connected to the first beam 011, and the fourth limiting plate 152 is arranged on the side of the third limiting plate 151 close to the second limiting block 13, wherein the length of the first limiting portion 14 and the second limiting portion 15 is greater than the connecting rod 10, and the first limiting portion 14 and the second limiting portion 15 are arranged so that the length direction is parallel to the longitudinal direction. A third limiting portion 16 and a fourth limiting portion 17 are arranged at intervals along the length direction of the first horizontal brake lever 08, the position of the third limiting portion 16 matches the first limiting portion 14, and the position of the fourth limiting portion 17 matches the second limiting portion 15. Similarly, a fifth limiting portion 18 and a sixth limiting portion 19 are arranged at intervals along the length direction of the second horizontal brake lever 09, the position of the fifth limiting portion 18 matches the first limiting portion 14, and the position of the sixth limiting portion 19 matches the second limiting portion 15, wherein the lengths of the third limiting portion 16, the fourth limiting portion 17, the fifth limiting portion 18 and the sixth limiting portion 19 match the widths of the first horizontal brake lever 08 and the second horizontal brake lever 09, respectively, and the third limiting portion 16 includes a fifth limiting plate 161 and a sixth limiting plate 162 perpendicular to each other, and the fifth limiting plate 161 is perpendicular to the first limiting plate 161 and the sixth limiting plate 162. The lower surface of a horizontal brake lever 08 is vertically connected, and the sixth limit plate 162 is arranged between the second limit plate 142 and the first beam 011, so that when the first horizontal brake lever 08 swings in the horizontal direction, the sixth limit plate 162 is driven to swing horizontally between the second limit plate 142 and the first beam 011. When the first horizontal brake lever 08 has an abnormal vertical displacement, the sixth limit plate 162 will come into contact with the second limit plate 142 or the first beam 011, thereby limiting the vertical displacement of the sixth limit plate 162 through the space between the second limit plate 142 and the first beam 011, thereby achieving the limitation of the vertical displacement of the first horizontal brake lever 08 on the side of the third limit portion 16, thereby ensuring that the first horizontal brake lever 08 can swing smoothly in the horizontal direction.

[0056] Furthermore, the fourth braking part of the first horizontal brake lever 08 located on the side of the second brake block 0621 also includes a seventh limit plate 171 and an eighth limit plate 172 which are perpendicular to each other. The seventh limit plate 171 is vertically connected to the first horizontal brake lever 08, and the eighth limit plate 172 is also arranged between the fourth limit plate 152 and the first cross beam 011. The fourth limit plate 152 and the first cross beam 011 limit the vertical displacement of the eighth limit plate 172, thereby avoiding the vertical displacement of the first horizontal brake lever 08 on the side of the second brake block 0621. The fifth limiting part 18 provided on the second horizontal brake lever 09 also includes a ninth limiting plate 181 and a tenth limiting plate 182 which are perpendicular to each other. The ninth limiting plate 181 is vertically connected to the second horizontal brake lever 09. The tenth limiting plate 182 is provided between the second limiting plate 142 and the first cross beam 011, so that the second horizontal brake lever 09 is located on the side of the first brake block 0521 through the second limiting plate 142 and the first cross beam 011 to generate a vertical displacement restriction on the second horizontal brake lever 09. The sixth limiting part 19 provided on the second horizontal brake lever 09 also includes an eleventh limiting plate 191 and a twelfth limiting plate 192 which are perpendicular to each other. The eleventh limiting plate 191 is vertically connected to the second horizontal brake lever 09. The twelfth limiting plate 192 is provided between the fourth limiting plate 152 and the first cross beam 011, so that the second horizontal brake lever 09 is located on the side of the second brake block 0621 through the fourth limiting plate 152 and the first cross beam 011 to generate a vertical displacement restriction on the second horizontal brake lever 09.

[0057] In this optional embodiment, by means of the first limit portion 14 and the second limit portion 15 located on the first cross beam 011, and the third limit portion 16, the fourth limit portion 17, the fifth limit portion 18 and the sixth limit portion 19 located on the first horizontal brake lever 08 and the second horizontal brake lever 09 respectively, the first horizontal brake lever 08 and the second horizontal brake lever 09 can avoid vertical deviation when swinging along the horizontal direction, thereby reducing the loss of braking force in the transmission process, ensuring that sufficient braking force can be applied to the wheelset in the end, and ensuring the braking efficiency of the vehicle bogie during the braking process.

[0058] like Figure 5As shown, optionally, the conversion frame further includes a vibration reduction device 20, which is respectively arranged at both ends of the first wheel set 02, the second wheel set 03 and the third wheel set 04, and is used for vibration reduction during the driving process of the bogie. The vibration reduction device 20 includes a first spring 201, a second spring 202 and an axle box 203. The middle part of the axle box 203 is rotatably connected to one end of the wheel set axis Z, and is respectively arranged at both ends of the wheel set to accommodate the wheel set Z axis. The first spring 201 and the second spring 202 are arranged between the frame 01 and the axle box 203, and the first spring 201 and the second spring 202 are respectively located on both sides of the wheel set axis Z. When the bogie is subjected to a vertical load (such as the weight of the vehicle itself, the weight of the cargo, etc.), the various structures of the vibration reduction device 20 cooperate with each other, and the first spring 201 and the second spring 202 first perform preliminary buffering on the vertical load of the vehicle, consume vibration energy, and suppress the vibration of the vehicle, thereby ensuring the stability and safety of the vehicle operation.

[0059] Although the present invention is disclosed as above, the protection scope of the present invention is not limited thereto. Those skilled in the art may make various changes and modifications without departing from the spirit and scope of the present invention, and these changes and modifications will fall within the protection scope of the present invention.

Claims

1. A three-axle bogie for a vehicle, characterized in that: The invention comprises a frame (01), a first wheel pair (02), a second wheel pair (03), a third wheel pair (04), a first braking mechanism (05), a second braking mechanism (06), a third braking mechanism (07), a first horizontal braking lever (08), a second horizontal braking lever (09) and a connecting rod (10); the first wheel pair (02), the second wheel pair (03) and the third wheel pair (04) are arranged in sequence below the frame (01) along the longitudinal direction of the frame (01); a first crossbeam (011) of the frame (01) is arranged between the first wheel pair (02) and the second wheel pair (03); a second crossbeam (012) of the frame (01) is arranged between the second wheel pair (03) and the third wheel pair (04); the connecting rod (10) is arranged along the longitudinal direction of the frame (01) The frame (01) is longitudinally slidably connected to the upper surface of the first beam (011), one end close to the first wheelset (02) is rotationally connected to the first horizontal brake lever (08), and the other end is rotationally connected to the second horizontal brake lever (09); one end of the first horizontal brake lever (08) is connected to the first brake mechanism (05) arranged between the first wheelset (02) and the first beam (011), one end of the second horizontal brake lever (09) is connected to the second brake mechanism (06) arranged between the second wheelset (03) and the first beam (011), and the other end of the second horizontal brake lever (09) is connected to the third brake mechanism (07) arranged between the third wheelset (04) and the second beam (012).

2. The three-axle vehicle bogie according to claim 1, characterized in that: The first brake mechanism (05) comprises a first oblique brake lever (051) and a first brake assembly (052), one end of the first oblique brake lever (051) is connected to one end of the first horizontal brake lever (08), the other end of the first oblique brake lever (051) is connected to the first brake assembly (052), the first brake assembly (052) is arranged on a side of the first wheelset (02) close to the first crossbeam (011), a first bracket (013) is arranged on a side of the first crossbeam (011) close to the first wheelset (02), and the first bracket (013) is rotatably connected to the first oblique brake lever (051) as a fulcrum.

3. The three-axle vehicle bogie according to claim 2, characterized in that: The first brake assembly (052) comprises a first brake block (0521), a first brake beam (0522), a first arched beam (0523) and a first pillar (0524). The length of the first brake beam (0522) matches the wheelbase of the first wheelset (02). The first arched beam (0523) is arranged between the first brake beam (0522) and the first wheelset (02). The two ends of the first arched beam (0523) are respectively connected to the two ends of the first brake beam (0522). The first pillar (0524) is connected and arranged between the first arched beam (0523) and the first brake beam (0522). The first pillar (0524) is rotatably connected to the other end of the first oblique brake lever (051). The first brake block (0521) is respectively arranged at two ends of the first arched beam (0523) on one side close to the first wheelset (02).

4. The three-axle vehicle bogie according to claim 1, characterized in that: The second brake mechanism (06) comprises a second oblique brake lever (061) and a second brake assembly (062), one end of the second oblique brake lever (061) is connected to one end of the second horizontal brake lever (09), the other end of the second oblique brake lever (061) is connected to the second brake assembly (062), the second brake assembly (062) is arranged on a side of the second wheelset (03) close to the first crossbeam (011), a second bracket (014) is arranged on a side of the first crossbeam (011) close to the second wheelset (03), and the second bracket (014) is rotatably connected to the second oblique brake lever (061) as a fulcrum.

5. The three-axle vehicle bogie according to claim 4, characterized in that: The second brake assembly (062) comprises a second brake block (0621), a second brake beam (0622), a second arched beam (0623) and a second pillar (0624). The length of the second brake beam (0622) matches the wheelbase of the second wheelset (03). The second arched beam (0623) is arranged between the second brake beam (0622) and the second wheelset (03). The two ends of the second arched beam (0623) are respectively connected to the two ends of the second brake beam (0622). The second pillar (0624) is connected and arranged between the second arched beam (0623) and the second brake beam (0622). The second pillar (0624) is rotatably connected to the other end of the second oblique brake lever (061). The second brake block (0621) is respectively arranged at the two ends of the second arched beam (0623) on one side close to the second wheelset (03).

6. The three-axle vehicle bogie according to claim 1, characterized in that: The third brake mechanism (07) comprises a third oblique brake lever (071) and a third brake assembly (072); one end of the third oblique brake lever (071) is connected to the other end of the second horizontal brake lever (09); the other end of the third oblique brake lever (071) is connected to the third brake assembly (072); the third brake assembly (072) is arranged on a side of the third wheel pair (04) close to the second cross beam (012); a third bracket (015) is arranged on a side of the second cross beam (012) close to the third wheel pair (04); the third bracket (015) is rotatably connected to the third oblique brake lever (071) as a fulcrum.

7. The three-axle vehicle bogie according to claim 6, characterized in that: The third brake assembly (072) comprises a third brake block (0721), a third brake beam (0722), a third arched beam (0723) and a third pillar (0724). The length of the third brake beam (0722) matches the wheelbase of the third wheelset (04). The third arched beam (0723) is arranged between the third brake beam (0722) and the third wheelset (04). The two ends of the third arched beam (0723) are respectively connected to the two ends of the third brake beam (0722). The third pillar (0724) is connected and arranged between the third arched beam (0723) and the third brake beam (0722). The third pillar (0724) is rotatably connected to the other end of the third oblique brake lever (071). The third brake block (0721) is respectively arranged at two ends of the third arched beam (0723) on one side close to the third wheelset (04).

8. The three-axle vehicle bogie according to claim 6, characterized in that: It also includes a connecting rod (073), through which one end of the third oblique brake lever (071) is connected to the other end of the second horizontal brake lever (09).

9. The three-axle vehicle bogie according to claim 1, characterized in that: It also includes a first limit block (12) and a second limit block (13), wherein the first limit block (12) and the second limit block (13) are fixedly arranged on the upper surface of the first beam (011) at intervals along the transverse direction of the frame (01), and the connecting rod (10) is arranged between the first limit block (12) and the second limit block (13), and the connecting rod (10) is slidably connected to the first limit block (12) and the second limit block (13), and the longitudinal direction of the frame (01) is perpendicular to the transverse direction.

10. The three-axle vehicle bogie according to claim 9, characterized in that: The invention also comprises a first limiting portion (14) arranged on the first beam (011) on the side close to the first limiting block (12), and a second limiting portion (15) on the side close to the second limiting block (13), wherein the first limiting portion (14) comprises a first limiting plate (141) and a second limiting plate (142) vertically connected to each other, wherein the first limiting plate (141) is vertically connected to the upper surface of the first beam (011) through an end away from the second limiting plate (142), and the second limiting plate (142) is arranged on the first limiting plate (141). The first limiting plate (141) is located on a side close to the first limiting block (12); the second limiting portion (15) comprises a third limiting plate (151) and a fourth limiting plate (152) which are vertically connected to each other, the third limiting plate (151) is vertically connected to the upper surface of the first cross beam (011) through an end away from the fourth limiting plate (152), and the fourth limiting plate (152) is arranged on a side of the third limiting plate (151) close to the second limiting block (13); the first horizontal brake lever (08) is provided along its length A third limiting portion (16) and a fourth limiting portion (17) are arranged at intervals in the horizontal direction, the position of the third limiting portion (16) matches the position of the first limiting portion (14), the position of the fourth limiting portion (17) matches the position of the second limiting portion (15), the third limiting portion (16) comprises a fifth limiting plate (161) and a sixth limiting plate (162) vertically connected to each other, the fifth limiting plate (161) is vertically connected to the first horizontal brake lever (08) through an end away from the sixth limiting plate (162) The sixth limit plate (162) is directly connected to the first horizontal brake lever (08), the sixth limit plate (162) is arranged between the second limit plate (142) and the first cross beam (011), the fourth limit portion (17) comprises a seventh limit plate (171) and an eighth limit plate (172) which are vertically connected to each other, the seventh limit plate (171) is vertically connected to the first horizontal brake lever (08) through an end away from the eighth limit plate (172), and the eighth limit plate (172) is arranged between the second limit plate (142) and the first cross beam (011);The second horizontal brake lever (09) is provided with a fifth limiting portion (18) and a sixth limiting portion (19) at intervals along its length direction, the position of the fifth limiting portion (18) matches the position of the first limiting portion (14), the position of the sixth limiting portion (19) matches the position of the second limiting portion (15), the fifth limiting portion (18) comprises a ninth limiting plate (181) and a tenth limiting plate (182) vertically connected to each other, the ninth limiting plate (181) is connected to the second horizontal brake lever through an end away from the tenth limiting plate (182). The tenth limiting plate (182) is arranged between the fourth limiting plate (152) and the first cross beam (011), the sixth limiting portion (19) comprises an eleventh limiting plate (191) and a twelfth limiting plate (192) which are vertically connected to each other, the eleventh limiting plate (191) is vertically connected to the second horizontal brake lever (09) through an end away from the twelfth limiting plate (192), and the twelfth limiting plate (192) is arranged between the fourth limiting plate (152) and the first cross beam (011). ;

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