A vehicle tri-axle bogie

Abstract

The application provides a vehicle three-axle bogie, and relates to the technical field of bogies.The vehicle three-axle bogie comprises a framework, 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 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 along the longitudinal direction of the framework, one end of the connecting pull rod is rotatably connected to the first horizontal brake lever, and the other end of the connecting pull rod is rotatably connected to the second horizontal brake lever.One end of the first horizontal brake lever is connected to the first braking mechanism, one end of the second horizontal brake lever is connected to the second braking mechanism, and the other end of the second horizontal brake lever is connected to the third braking mechanism.The application can effectively improve the braking efficiency of the bogie.

Description

Technical Field

[0001] This invention relates to the field of bogie technology, and more specifically, to a three-axle bogie for vehicles. Background Technology

[0002] In the railway transportation sector, the bogie, as a crucial component, plays a vital role in ensuring the safe and stable operation of trains at every stage. Whether it's a passenger train seeking a comfortable and smooth journey or a freight train carrying various goods for efficient transport, the bogie shoulders the important mission of supporting the weight of the car body, guiding the vehicle along the track, and buffering various vibrations and impacts during operation. Like the "legs" of the train, it ensures the smooth passage of vehicles on complex railway lines and is an indispensable foundation for the normal operation of the railway transportation system.

[0003] As transportation demands become more diversified and vehicle types become increasingly diverse, the differences in their weight and load capacity become more pronounced. This results in traditional vehicle bogies having lower adaptability to vehicle changes during braking, thus affecting braking efficiency. Summary of the Invention

[0004] The problem this invention addresses is: how to improve the braking efficiency of vehicle bogies.

[0005] To address the above problems, the present invention provides a three-axle bogie for vehicles.

[0006] In a first aspect, the present invention provides a three-axle bogie for a vehicle, comprising a frame, a first wheelset, a second wheelset, a third wheelset, 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. The first wheelset, the second wheelset, and the third wheelset are sequentially arranged below the frame along the longitudinal direction of the frame. A first crossbeam of the frame is disposed between the first wheelset and the second wheelset, and a second crossbeam of the frame is disposed between the second wheelset and the third wheelset. The connecting rod is slidably connected to the upper surface of the first crossbeam along the longitudinal direction of the frame, with one end near the first wheelset rotatably connected to the first horizontal brake lever and the other end rotatably connected to the second horizontal brake lever. One end of the first horizontal brake lever is connected to the first braking mechanism disposed between the first wheelset and the first crossbeam, one end of the second horizontal brake lever is connected to the second braking mechanism disposed between the second wheelset and the first crossbeam, and the other end of the second horizontal brake lever is connected to the third braking mechanism disposed between the third wheelset and the second crossbeam.

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

[0008] Optionally, the first braking assembly includes a first brake block, a first brake beam, a first bow beam, and a first support. The length of the first brake beam matches the track width of the first wheelset. The first bow beam is disposed between the first brake beam and the first wheelset. The two ends of the first bow beam are respectively connected to the two ends of the first brake beam. The first support is connected between the first bow beam and the first brake beam. The first support is rotatably connected to the other end of the first inclined brake lever. The first brake block is disposed at both ends of the first bow beam near the side of the first wheelset.

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

[0010] Optionally, the second braking assembly includes a second brake block, a second brake beam, a second bow beam, and a second support. The length of the second brake beam matches the wheelbase of the second wheelset. The second bow beam is disposed between the second brake beam and the second wheelset. The two ends of the second bow beam are respectively connected to the two ends of the second brake beam. The second support is disposed between the second bow beam and the second brake beam. The second support is rotatably connected to the other end of the second inclined brake lever. The second brake block is disposed at both ends of the second bow beam near the side of the second wheelset.

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

[0012] Optionally, the third braking assembly includes a third brake block, a third brake beam, a third bow beam, and a third support. The length of the third brake beam matches the track width of the third wheelset. The third bow beam is disposed between the third brake beam and the third wheelset. Both ends of the third bow beam are connected to both ends of the third brake beam. The third support is connected between the third bow beam and the third brake beam. The third support is rotatably connected to the other end of the third inclined brake lever. The third brake block is disposed at both ends of the third bow beam near the side of the third wheelset.

[0013] Optionally, the bogie further includes 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 which is rotatably connected to one end of the third oblique brake lever.

[0014] Optionally, the bogie further includes a first limiting block and a second limiting block, the first limiting block and the second limiting block being fixedly disposed at intervals on the upper surface of the first crossbeam along the transverse direction of the frame, the connecting rod being disposed between the first limiting block and the second limiting block, the connecting rod being slidably connected to the first limiting block and the second limiting block, and the longitudinal direction of the frame being perpendicular to the transverse direction.

[0015] Optionally, the bogie further includes a first limiting portion disposed on the side of the first crossbeam near the first limiting block, and a second limiting portion disposed on the side of the first limiting block. The first limiting portion includes a first limiting plate and a second limiting plate perpendicularly connected to each other. The first limiting plate is perpendicularly connected to the upper surface of the first crossbeam through an end away from the second limiting plate. The second limiting plate is disposed on the side near the first limiting block. The second limiting portion includes a third limiting plate and a fourth limiting plate perpendicularly connected to each other. The third limiting plate is perpendicularly connected to the upper surface of the first crossbeam through an end away from the fourth limiting plate. The fourth limiting plate is disposed on the side near the second limiting block. A third limiting portion and a fourth limiting portion are respectively disposed on both sides of the first horizontal brake lever. The position of the third limiting portion matches the position of the first limiting portion, and 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 perpendicularly connected to each other. The fifth limiting plate is perpendicularly connected to the first horizontal brake lever through an end away from the sixth limiting plate. A positioning plate is disposed between the second limiting plate and the first crossbeam. The fourth limiting portion includes a seventh limiting plate and an eighth limiting plate that are perpendicularly connected to each other. The seventh limiting plate is perpendicularly connected to the first horizontal brake lever through one end away from the eighth limiting plate. The eighth limiting plate is disposed between the second limiting plate and the first crossbeam. A fifth limiting portion and a sixth limiting portion are respectively disposed on both sides of the second horizontal brake lever. The position of the fifth limiting portion matches the position of the first limiting portion, and the position of the sixth limiting portion matches the position of the second limiting portion. The fifth limiting portion includes a ninth limiting plate and a tenth limiting plate that are perpendicularly connected to each other. The ninth limiting plate is perpendicularly connected to the second horizontal brake lever through one end away from the tenth limiting plate. The tenth limiting plate is disposed between the fourth limiting plate and the first crossbeam. The sixth limiting portion includes an eleventh limiting plate and a twelfth limiting plate that are perpendicularly connected to each other. The eleventh limiting plate is perpendicularly connected to the second horizontal brake lever through one end away from the twelfth limiting plate. The twelfth limiting plate is disposed between the fourth limiting plate and the first crossbeam.

[0016] The beneficial effects of the three-axle bogie of this invention are as follows: The first, second, and third wheelsets are sequentially arranged along the longitudinal direction of the frame below the frame. The first crossbeam of the frame is positioned between the first and second wheelsets, and the second crossbeam is positioned between the second and third wheelsets. This layout rationally allocates the positions of the wheelsets and the support points of the crossbeams, making the entire bogie structure more stable and better able to withstand various loads during vehicle operation, thus improving the smoothness 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 its two ends are rotatably connected to the first and second horizontal brake levers, respectively, thereby constructing a flexible force transmission structure. During braking, when braking force is applied to the other end of the first horizontal brake lever, it can accurately transmit the force to each braking mechanism connected to the horizontal brake lever through sliding and rotation, achieving effective force distribution and transmission. This cooperative working mechanism ensures that each braking mechanism receives appropriate braking force under different braking conditions, further improving the accuracy and effectiveness of braking. The first crossbeam of the bogie frame is positioned between the first and second wheelsets, and the second crossbeam is positioned between the second and third wheelsets. This design enhances the stability of the bogie structure. During braking, the stable structure reduces vibration and displacement caused by braking, ensuring the braking mechanism functions properly and improving braking performance. The stable structure also helps maintain good wheel-rail contact, allowing braking force to be better transmitted to the rail through the wheelsets, thus enhancing braking reliability. The overall bogie structural design allows for the selection of different braking force application points at the other end of the first horizontal brake lever under varying loads and operating conditions. This enables the bogie to adapt to different vehicle types and loads, achieving better braking efficiency and improving the adaptability and reliability of the braking system under different operating conditions, providing a strong guarantee for the safe operation of the vehicle. Attached Figure Description

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

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

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

[0020] Figure 4 This is a schematic diagram of the forces acting on the first horizontal brake lever in an embodiment of the present invention;

[0021] Figure 5 This is a schematic diagram of the vibration damping device in an embodiment of the present invention.

[0022] Explanation of reference numerals in the attached figures:

[0023] 01-Frame; 011-First crossbeam; 012-Second crossbeam; 013-First support; 014-Second support; 015-Third support; 02-First wheel pair; 03-Second wheel pair; 04-Third wheel pair; 05-First braking mechanism; 051-First oblique brake lever; 052-First brake assembly; 0521-First brake block; 0522-First brake beam; 0523-First arched beam; 0524-First support column; 06-Second braking mechanism; 061-Second oblique brake lever; 062-Second brake assembly; 0621-Second brake block; 0622-Second brake beam; 0623-Second arched beam; 0624-Second support column; 07-Third braking 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 support column; 073-Connecting rod; 08-First horizontal brake lever; 09-Second horizontal brake lever; 10-Connecting tie rod; 12-First limiting block; 13-Second limiting block; 14-First limiting part; 141-First limiting plate; 142-Second limiting plate; 15-Second limiting part; 151-Third limiting plate; 152-Fourth limiting plate; 16-Third limiting 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 Implementation

[0024] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Although some embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the accompanying drawings and embodiments of the present invention are for illustrative purposes only and are not intended to limit the scope of protection of the present invention.

[0025] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this invention are used only to distinguish different devices, modules, or units, and are not intended to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0026] It should be noted that the terms "a" and "a plurality of" used in this invention are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0027] In related technologies, vehicle bogies have significant drawbacks. For example, in the application of vehicle bogies in long and heavy freight cars on railways, with the continuous economic prosperity and the diversification of transportation demands, the types of long and heavy freight cars are constantly increasing, and the differences in their tare weight and load are becoming more and more significant. This has led to huge challenges for traditional bogie design. Most existing bogies adopt a fixed braking ratio design mode. For long and heavy freight cars with large tare weight and load, a fixed low braking ratio bogie may not be able to provide sufficient braking force, resulting in poor braking effect and requiring a longer braking distance. This undoubtedly increases the safety risks during transportation and is prone to accidents. On the other hand, for long and heavy freight cars with smaller tare weight and load, if a fixed bogie with a high braking ratio is equipped, there will be excessive braking force during braking, leading to problems such as wheel lock-up and excessive wear of brake shoes. This 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 freight transportation. Furthermore, since each type of long freight car requires specially developed bogies to match it, the railway transportation sector needs to stock a large number of different types of bogies and their parts. This requires a huge investment of human, material, and financial resources in production, inventory management, and maintenance, which severely restricts the operational efficiency and economic benefits of railway transportation and also brings great difficulties to technological upgrading and unified management.

[0028] To address the problems existing in the aforementioned related technologies, the present invention provides a three-axle bogie for vehicles.

[0029] like Figure 1 and Figure 2As shown in the figure, an embodiment of the present invention provides a three-axle bogie for a vehicle, including a frame 01, a first wheelset 02, a second wheelset 03, a third wheelset 04, a first braking mechanism 05, a second braking mechanism 06, a third braking mechanism 07, a first horizontal brake lever 08, a second horizontal brake lever 09, and a connecting rod 10. The first wheelset 02, the second wheelset 03, and the third wheelset 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 wheelset 02 and the second wheelset 03, and the second crossbeam 012 of the frame 01 is arranged between the second wheelset 03 and the third wheelset 04. The connecting rod 10... The first horizontal brake lever 08 is rotatably connected to the upper surface of the first crossbeam 011 along the longitudinal direction of the frame 01, and one end near the first wheel pair 02 is rotatably connected to the first horizontal brake lever 08, and the other end is rotatably 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 disposed between the first wheel pair 02 and the first crossbeam 011, one end of the second horizontal brake lever 09 is connected to the second brake mechanism 06 disposed between the second wheel pair 03 and the first crossbeam 011, and the other end of the second horizontal brake lever 09 is connected to the third brake mechanism 07 disposed between the third wheel pair 04 and the second crossbeam 012.

[0030] It should be noted that a three-axle bogie has an additional wheelset compared to a conventional two-axle bogie. This allows for a greater weight distribution, significantly increasing the overall load-bearing capacity of the vehicle. For example, in railway freight cars, a three-axle bogie can meet the needs of transporting heavy cargo such as steel coils, rails, or special equipment. The maximum load-bearing capacity of a two-axle bogie is generally limited by axle load. Therefore, a three-axle bogie can meet the load requirements of different vehicles. A three-axle bogie allows for a more even and reasonable distribution of axle load, reducing excessive pressure on individual wheelsets and lowering localized pressure on the track. This helps protect the track structure, extends track life, and also makes vehicle operation smoother and safer, making it suitable for various vehicle types.

[0031] Specifically, the bogie frame 01 consists of two parallel side beams and a first crossbeam 011 and a second crossbeam 012 spaced apart between the two parallel side beams. The first crossbeam 011 and the second crossbeam 012 are perpendicularly connected to the two parallel side beams, respectively. The length of the two parallel side beams is greater than that of the first crossbeam 011 and the second crossbeam 012, and the length direction of the two parallel side beams is longitudinal, that is, along the axis of the bogie's travel direction. The first wheelset 02, the second wheelset 03, and the third wheelset 04 are sequentially and spaced apart below the two parallel side beams to bear the load of the vehicle bogie, ensure the stability of the bogie operation, and ensure the 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 perpendicularly connected to the two parallel side beams respectively. The first crossbeam 011 is located between 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 to them, the frame 01 has high stability and strength, which is used to bear the weight and load of the vehicle itself, and enhances the torsional and bending resistance of the frame 01. This allows the entire frame to maintain good shape stability when subjected to force or torque and is not easy to deform. At the same time, the hollow structure between the crossbeams facilitates the installation and connection of braking structure components. Between the first crossbeam 011 and the second crossbeam 012, there is also a lower center plate, whose main function is to engage with the upper center plate at the bottom of the car body underframe, allowing the car body and bogie to deflect relatively smoothly. This makes it easier for longer vehicles to pass through curved sections, reducing the resistance when the vehicle passes through curves. When the vehicle passes through uneven sections of track, it can also reduce the vertical displacement of the car body, increase the stability of the vehicle's operation, and ensure good running quality.

[0032] Furthermore, the bogie also includes a braking device, specifically including a first braking mechanism 05 for braking the first wheelset 02; a second braking mechanism 06 for braking the second wheelset 03; a third braking mechanism 07 for braking the third wheelset 04; and a first horizontal brake lever 08, a second horizontal brake lever 09, and a connecting rod 10. The connecting rod 10 is slidably connected to the upper surface of the first crossbeam 011. The connecting rod 10 can slide along the longitudinal direction through a limiting structure. For example, a longitudinal groove is provided on the upper surface of the first crossbeam 011, and a slide rail matching the groove is provided on the bottom surface of the connecting rod 10. Through the cooperation of the groove and the slide rail, the connecting rod 10 can slide back and forth on the first crossbeam 011 along the longitudinal direction. Alternatively, the slide rail can be provided on the first crossbeam 011, and the groove can be provided on the connecting rod 10, which also allows the connecting rod 10 to slide back and forth on the upper surface of the first crossbeam 011. One end of the connecting rod 10 near the first wheelset 02 is rotatably connected to the middle of the first horizontal brake lever 08. The other end of the connecting rod 10 near the second wheelset is rotatably connected to the middle 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. The first brake mechanism 05 is located on the side of the first wheelset 02 near the first crossbeam 011, the second brake mechanism 06 is located on the side of the second wheelset 03 near the first crossbeam 011, and the third brake mechanism 07 is located on the side of the third wheelset 04 near the second crossbeam 012. When braking force is applied longitudinally towards the other end of the first horizontal brake lever 08 towards the first wheelset 02, the first horizontal brake lever 08 drives the connecting rod 10 to slide towards the first wheelset 02. Simultaneously, it drives the second horizontal brake lever 09 to move towards the first wheelset 02 as well. The pulling force generated by the second horizontal brake lever 09 drives the second braking mechanism 06 connected to it to brake the second wheelset 03, and drives the third braking mechanism 07 to brake the third wheelset 04. Meanwhile, one end of the first horizontal brake lever 08 applies a pulling force to the first braking mechanism 05 in a direction away from the first wheelset 02. It should be noted that the pulling force received by the first braking mechanism 05, the second braking mechanism 06, and the third braking mechanism 07 can be converted into a braking force that compresses the corresponding wheelset by setting corresponding lever structures. That is, the braking force converted by the lever structure applies braking pressure to the first wheelset 02, the second wheelset 03, and the third wheelset 04. Furthermore, as... Figure 4As shown, due to the interaction of forces, when the second braking mechanism 06 and the third braking mechanism 07 abut against the second wheelset 03 and the third wheelset 04 respectively to brake, the connecting rod 10 will be subjected to a reaction force from the second horizontal braking lever 09 that is away from the first wheelset 02. Consequently, the first horizontal braking lever 08 will also be subjected to a longitudinal reaction force F2 at the connection point B with the connecting rod 10. Furthermore, since the other end of the first horizontal braking lever 08 is subjected to a braking force F1 pointing towards the first wheelset 02 at the force point A, the force exerted by the first horizontal braking lever 08 on the first braking mechanism 05 at the connection point C is a longitudinal force F3 that is away from the first wheelset 02. Thus, the longitudinal force F3 drives the first braking mechanism 05 to brake the first wheelset 02.

[0033] Furthermore, during the braking process by applying braking force through the other end of the first horizontal brake lever 08, different force application points can be selected at the other end of the first horizontal brake lever 08, thereby selecting different lengths of lever arms. In the lever mechanism, when the resistance and resistance arm are constant, the longer the braking force arm, the smaller the required braking force, i.e., braking force × braking force arm = resistance × resistance arm. When the vehicle is heavy and requires greater braking force, a force application point farther from the connecting rod 10 at the other end of the first horizontal brake lever 08 can be selected, thus obtaining a longer braking force arm. Therefore, under the same braking force, greater resistance can be dealt with, i.e., greater braking force can be applied to the wheelset. Similarly, when the vehicle is light, a force application point closer to the connecting rod 10 can be selected, thus applying a more appropriate braking force and avoiding potential damage to the equipment due to excessive braking force.

[0034] In this embodiment, the first wheelset 02, the second wheelset 03, and the third wheelset 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 positioned between the first wheelset 02 and the second wheelset 03, and the second crossbeam 012 is positioned between the second wheelset 03 and the third wheelset 04. This layout rationally allocates the positions of the wheelsets and the support points of the crossbeams, making the entire bogie structure more stable and better able to withstand various loads during vehicle operation, thus improving the smoothness 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 its two ends are rotatably connected to the first horizontal brake lever 08 and the second horizontal brake lever 09, respectively, thereby constructing a flexible force transmission structure. During braking, when the braking force is applied to the other end of the first horizontal brake lever 08, it can accurately transmit the force to each braking mechanism connected to the horizontal brake lever through sliding and rotation, achieving effective force distribution and transmission. This collaborative working mechanism ensures that each braking mechanism receives appropriate braking force under different braking conditions, further improving the accuracy and effectiveness of braking. The first crossbeam 011 of frame 01 is positioned between the first wheelset 02 and the second wheelset 03, and the second crossbeam 012 is positioned between the second wheelset 03 and the third wheelset 04. This makes the bogie structure more stable. During braking, the stable structure reduces vibration and displacement caused by braking, ensuring the braking mechanism functions normally and improving braking effect. The stable structure also helps maintain good contact between the wheel and rail, allowing braking force to be better transmitted to the rail through the wheelset, enhancing braking reliability. The overall bogie structural design allows it to select different braking force points at the other end of the first horizontal brake lever 08 when facing different loads and driving conditions. This enables the bogie to adapt to different vehicle types and loads, achieving better braking efficiency and improving the adaptability and reliability of the braking system under different conditions, providing strong protection for the safe operation of the vehicle.

[0035] Optionally, such as Figure 1 and Figure 2 As shown, the first braking mechanism 05 includes a first oblique brake lever 051 and a first braking assembly 052. One end of the first oblique brake lever 051 is connected to one end of the first horizontal brake lever 08, and the other end of the first oblique brake lever 051 is connected to the first braking assembly 052. The first braking assembly 052 is disposed on the side of the first wheelset 02 near the first crossbeam 011. A first bracket 013 is disposed on the side of the first crossbeam 011 near 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 braking mechanism 05 is connected to one end of the first horizontal brake lever 08, thereby transmitting the braking force of the first horizontal brake lever 08 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, which is located on the side of the first wheelset 02 near the first crossbeam 011 for braking the first wheelset 02. A first bracket 013 is provided on the side of the first crossbeam 011 near the first wheelset 02, and this first bracket 013 is rotatably connected to the first oblique brake lever 051, thus serving as a fulcrum for 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 subjected to longitudinal force F3, the other end of the first oblique brake lever 051 generates a reaction force pointing towards the first wheelset 02 in the opposite direction to the longitudinal force F3 through the support of the first bracket 013. That is, a braking force pointing towards the first wheelset 02, thereby pushing the first brake assembly 052 to squeeze and brake the first wheelset 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. With the first bracket 013 as the fulcrum, the force transmitted from the first horizontal brake lever 08 is converted into a force pointing in the opposite direction toward the first wheelset 02 through the first oblique brake lever 051, thereby pushing the first brake assembly 052 to squeeze and brake the first wheelset 02. Furthermore, different support point positions, i.e., the rotational connection point between the first bracket 013 and the first oblique brake lever 051, can be selected according to the vehicle's load conditions, thereby adjusting the lever arm of the force at both ends of the first oblique brake lever 051, so that the first brake assembly 052 can generate a suitable squeezing braking force on the first wheelset 02, thereby improving the braking efficiency of the vehicle bogie.

[0038] Optionally, such as Figure 1 and Figure 2As shown, the first braking assembly 052 includes a first brake block 0521, a first brake beam 0522, a first bow beam 0523, and a first support column 0524. The length of the first brake beam 0522 matches the wheel track of the first wheelset 02. The first bow beam 0523 is disposed between the first brake beam 0522 and the first wheelset 02. The two ends of the first bow beam 0523 are respectively connected to the two ends of the first brake beam 0522. The first support column 0524 is connected between the first bow beam 0523 and the first brake beam 0522. The first support column 0524 is rotatably connected to the other end of the first inclined brake lever 051. The first brake block 0521 is disposed at both ends of the first bow beam 0523 on the side close to the first wheelset 02.

[0039] In this optional embodiment, the length of the first brake beam 0522 matches the track width of the first wheelset 02, ensuring that the brake beam can effectively cover the width range of the first wheelset 02. This allows the braking effect to 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 serves to connect and support other components, providing an installation base for the first bow beam 0523, the first support column 0524, and the first brake block 0521, ensuring the structural integrity of the entire braking assembly. The first bow beam 0523 is disposed between the first brake beam 0522 and the first wheelset 02, with its two ends connected to the two ends of the first brake beam 0522, respectively. The first brake blocks 0521 are disposed at both ends of the first bow beam 0523 near the first wheelset 02. These are components that directly contact the first wheelset 02 and generate braking friction. The brake blocks are typically made of materials with good friction performance and wear resistance, capable of generating sufficient friction when in contact with the wheelset to slow down or stop the wheelset from rotating. The unique bow-shaped structure of the first bow-shaped beam 0523 provides elasticity and cushioning. During braking, when the first brake block 0521 contacts the first wheelset 02 and generates friction, the bow-shaped beam can absorb and disperse part of the impact force, reducing direct impact on the brake beam and other components, thereby extending the service life of the braking assembly. The first support column 0524 is connected between the first bow-shaped beam 0523 and the first brake beam 0522, with both ends connected to the first bow-shaped beam 0523 and the first brake beam 0522 respectively. Its main function is to enhance the structural stability between the bow-shaped beam and the brake beam. The support column can withstand certain pressure and tension, ensuring the normal operation of the braking assembly. A properly positioned first support column 0524 can also adjust the relative position between the bow-shaped beam and the brake beam, ensuring a suitable gap between the first brake block 0521 and the first wheelset 02, thereby improving braking accuracy and effectiveness. For example, by adjusting the length or installation position of the support column, the first brake block 0521 can accurately contact the wheelset during braking, avoiding situations where excessive clearance leads to ineffective braking or insufficient clearance leads to accelerated wear. The first brake block 0521 allows for simultaneous application of braking force to both sides of the first wheelset 02, achieving symmetrical braking, improving braking balance and stability, and reducing uneven load on the wheelset during braking, thus protecting the normal operation of the wheelset. The first support column 0524 is rotatably connected to the other end of the first inclined brake lever 051, ensuring that the force transmitted from the first inclined brake lever 051 effectively acts on the first brake assembly 052. This rotatable connection ensures that the brake assembly can move flexibly under force, preventing the braking effect from being affected by an excessively tight or loose connection.

[0040] Optionally, such as Figure 1 and Figure 2As shown, the second braking mechanism 06 includes a second oblique brake lever 061 and a second braking assembly 062. One end of the second oblique brake lever 061 is connected to one end of the second horizontal brake lever 09, and the other end of the second oblique brake lever 061 is connected to the second braking assembly 062. The second braking assembly 062 is disposed on the side of the second wheelset 03 near the first crossbeam 011. A second bracket 014 is disposed on the side of the first crossbeam 011 near the second wheelset 03. 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 braking mechanism 06 is connected to one end of the second horizontal brake lever 09, thereby transmitting the braking force of the second horizontal brake lever 09 to the second oblique brake lever 061. The other end of the second oblique brake lever 061 is connected to the second brake assembly 062, which is located on the side of the second wheelset 03 near the first crossbeam 011 for braking the second wheelset 03. Furthermore, a second bracket 014 is provided on the side of the first crossbeam 011 near the second wheelset 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 wheelset 02 transmitted by the second horizontal brake lever 09, based on the lever principle, through the supporting effect of the second bracket 014, a corresponding thrust force in the opposite direction of the second oblique brake lever 061 is generated in the direction of the second wheelset 03, thereby pushing the second brake assembly 062 connected thereto to squeeze and brake the second wheelset 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. With the second bracket 014 as the fulcrum, the longitudinal tension transmitted from the second horizontal brake lever 09 is converted into a longitudinal thrust pointing in the opposite direction toward the second wheelset 03 through the second oblique brake lever 061. This pushes the second brake assembly 062 to compress and brake the first wheelset 02. Furthermore, different support point positions can be selected according to the vehicle's load conditions, that is, the position of the rotational connection point between the second bracket 014 and the second oblique brake lever 061, thereby adjusting the lever arm of the forces at both ends of the second oblique brake lever 061. This allows the second brake assembly 062 to generate a suitable compressive braking force on the second wheelset 03, thereby improving the braking efficiency of the vehicle bogie.

[0043] Optionally, such as Figure 1 and Figure 2As shown, the second braking assembly 062 includes a second brake block 0621, a second brake beam 0622, a second bow beam 0623, and a second support column 0624. The length of the second brake beam 0622 matches the wheelbase of the second wheelset 03. The second bow beam 0623 is disposed between the second brake beam 0622 and the second wheelset 03. The two ends of the second bow beam 0623 are respectively connected to the two ends of the second brake beam 0622. The second support column 0624 is connected between the second bow beam 0623 and the second brake beam 0622. The second support column 0624 is rotatably connected to the other end of the second inclined brake lever 061. The second brake block 0621 is disposed at both ends of the second bow beam 0623 near the side of the second wheelset 03.

[0044] In this optional embodiment, the length of the second brake beam 0622 matches the track width of the second wheelset 03, ensuring that the brake beam can effectively cover the width range of the second wheelset 03. This allows the braking effect to be applied evenly 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 serves to connect and support other components, providing an installation base for the second bow beam 0623, the second support column 0624, and the second brake block 0621, ensuring the structural integrity of the entire brake assembly. The second bow beam 0623 is positioned between the second brake beam 0622 and the second wheelset 03, with both ends of the second bow beam 0623 connected to both ends of the second brake beam 0622. The second brake blocks 0621 are respectively located at both ends of the second bow beam 0623, near the side of the second wheelset 03. They are components that directly contact the second wheelset 03 and generate braking friction. The brake blocks are typically made of materials with good friction performance and wear resistance, capable of generating sufficient friction when in contact with the wheelset to slow down or stop the wheelset from rotating. The unique bow-shaped structure of the second bow beam 0623 provides a certain degree of elasticity and cushioning. During braking, when the second brake blocks 0621 contact the second wheelset 03 and generate friction, the bow beam can absorb and disperse some of the impact force, reducing direct impact on the brake beam and other components, thereby extending the service life of the braking assembly. The second support pillar 0624 is connected between the second bow beam 0623 and the second brake beam 0622. Its main function is to enhance the structural stability between the bow beam and the brake beam. Specifically, both ends of the second support pillar 0624 are connected to the second bow beam 0623 and the second brake beam 0622 respectively. The pillar can withstand certain pressure and tension, ensuring the normal operation of the braking assembly. A properly positioned second support pillar 0624 can also adjust the relative position between the bow beam and the brake beam, ensuring a suitable gap between the second brake block 0621 and the second wheelset 03, thereby improving braking accuracy and effectiveness. For example, by adjusting the length or installation position of the pillar, the second brake block 0621 can accurately contact the wheelset during braking, avoiding situations where excessive gap leads to ineffective braking or insufficient gap leads to accelerated wear. Because the second brake block 0621 can simultaneously apply braking force to both sides of the second wheelset 03, achieving symmetrical braking, it improves braking balance and stability, and also reduces uneven load on the wheelset during braking, protecting the normal operation of the wheelset. The second support 0624 is rotatably connected to the other end of the second inclined brake lever 061, so that the force transmitted from the second inclined brake lever 061 can be effectively applied to the second brake assembly 062. The rotatable connection ensures that the brake assembly can move flexibly when subjected to force, avoiding the braking effect from being affected by the connection being too tight or too loose.

[0045] Optionally, such as 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, and the other end of the third oblique brake lever 071 is connected to the third brake assembly 072. The third brake assembly 072 is disposed on the side of the third wheelset 04 near the second crossbeam 012. A third bracket 015 is disposed on the side of the second crossbeam 012 near the third wheelset 04. 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 braking mechanism 07 is connected to the other end of the second horizontal brake lever 09, which can transmit the braking force of the second horizontal brake lever 09 to the third oblique brake lever 071, forming a pulling force on the third oblique brake lever 071. Thus, the two ends of the second horizontal brake lever 09 together generate a longitudinal pulling force pointing in the direction of the first wheelset 02 on the second oblique brake lever 061 and the third oblique brake lever 071. The other end of the third oblique brake lever 071 is connected to the third brake assembly 072, which is located on the side of the third wheelset 04 near the second crossbeam 012 for braking the third wheelset 04. A third bracket 015 is provided on the side of the second crossbeam 012 near the third wheelset 04. 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 a longitudinal pulling force from the second horizontal brake lever 09 in the direction of the first wheelset 02, the third bracket 015 generates a corresponding longitudinal thrust in the opposite direction of the third oblique brake lever 071 in the direction of the third wheelset 04, thereby pushing the connected third brake assembly 072 to compress and brake the third wheelset 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. With the third bracket 015 as the fulcrum, the longitudinal tension transmitted from the second horizontal brake lever 09 is converted into a longitudinal thrust pointing in the opposite direction toward the third wheelset 04 through the third oblique brake lever 071. This pushes the third brake assembly 072 to compress and brake the third wheelset 04. Furthermore, different support point positions can be selected according to the vehicle's load conditions, that is, the position of the rotational connection point between the third bracket 015 and the third oblique brake lever 071, thereby adjusting the lever arm of the force at both ends of the third oblique brake lever 071 so that the third brake assembly 072 can generate a suitable compressive braking force on the third wheelset 04, thereby improving the braking efficiency of the vehicle bogie.

[0048] Optionally, such as Figure 1 and Figure 2 The third braking assembly 072 includes a third brake block 0721, a third brake beam 0722, a third bow beam 0723, and a third support column 0724. The length of the third brake beam 0722 matches the wheelbase of the third wheelset 04. The third bow beam 0723 is disposed between the third brake beam 0722 and the third wheelset 04. Both ends of the third bow beam 0723 are respectively connected to both ends of the third brake beam 0722. The third support column 0724 is connected between the third bow beam 0723 and the third brake beam 0722. The third support column 0724 is rotatably connected to the other end of the third inclined brake lever 071. The third brake block 0721 is disposed at both ends of the third bow beam 0723 near the side of the third wheelset 04.

[0049] In this optional embodiment, the length of the third brake beam 0722 matches the track width of the third wheelset 04, ensuring that the brake beam can effectively cover the width range of the third wheelset 04. This allows the braking effect to be applied evenly 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 connects and supports other components, providing an installation base for the third bow beam 0723, the third support column 0724, and the third brake block 0721, ensuring the structural integrity of the entire brake assembly. The third bow beam 0723 is located between the third brake beam 0722 and the third wheelset 04, and is connected to both ends of the third brake beam 0722. The third brake blocks 0721 are located at both ends of the third bow beam 0723, near the side of the second wheelset 03. These are components that directly contact the third wheelset 04 and generate braking friction. The brake blocks are typically made of materials with good friction performance and wear resistance, capable of generating sufficient friction when in contact with the wheelset to slow down or stop the wheelset from rotating. The unique bow-shaped structure of the third bow beam 0723 provides elasticity and cushioning. During braking, when the third brake block 0721 contacts the third wheelset 04 and generates friction, the bow beam can absorb and disperse some of the impact force, reducing direct impact on the brake beam and other components, thereby extending the service life of the braking assembly. The third support pillar 0724 is connected between the third bow beam 0723 and the third brake beam 0722. Its two ends are connected to the third bow beam 0723 and the third brake beam 0722 respectively. Its main function is to enhance the structural stability between the bow beam and the brake beam. The support pillar can withstand certain pressure and tension, ensuring the normal operation of the braking assembly. A properly positioned third support pillar 0724 can also adjust the relative position between the bow beam and the brake beam, ensuring a suitable gap between the third brake block 0721 and the third wheelset 04, thereby improving braking accuracy and effectiveness. For example, by adjusting the length or installation position of the support column, the third brake block 0721 can accurately contact the wheelset during braking, avoiding situations where excessive clearance leads to ineffective braking or insufficient clearance leads to accelerated wear. Since the third brake block 0721 can simultaneously apply braking force to both sides of the third wheelset 04, symmetrical braking is achieved, improving braking balance and stability. It also reduces uneven load on the wheelset during braking, protecting the normal operation of the wheelset. The third support column 0724 is rotatably connected to the other end of the third oblique brake lever 071, allowing the force transmitted from the third oblique brake lever 071 to effectively act on the third brake assembly 072. This rotatable connection ensures that the brake assembly can move flexibly under force, preventing the braking effect from being affected by an excessively tight or loose connection.

[0050] Optionally, the bogie 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.

[0051] In this optional embodiment, since the second horizontal brake lever 09 and the third oblique brake lever 071 are far apart, 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 that occurs during the long-distance transmission of the pulling force, improve the efficiency of the pulling force transmission, and thus accurately transmit the pulling force of the second horizontal brake lever 09 to the third oblique brake lever 071.

[0052] Optionally, such as Figures 1 to 3 As shown, the bogie also includes a first limiting block 12 and a second limiting block 13. The first limiting block 12 and the second limiting block 13 are fixedly disposed at intervals on the upper surface of the first crossbeam 011 along the transverse direction of the frame 01. The connecting rod 10 is disposed between the first limiting block 12 and the second limiting block 13. The connecting rod 10 is slidably connected to the first limiting block 12 and the second limiting block 13. The longitudinal direction of the frame 01 is perpendicular to the transverse direction.

[0053] In this optional embodiment, the first limiting block 12 and the second limiting block 13 can be two columnar elongated structures. The first limiting block 12 and the second limiting block 13 are spaced apart on the upper surface of the first crossbeam 011 and are fixedly connected to the upper surface of the first crossbeam 011 respectively. The length direction of the first limiting block 12 and the second limiting block 13 is parallel to the longitudinal direction, that is, perpendicular to the length direction of the first crossbeam 011. The distance between the first limiting block 12 and the second limiting block 13 matches the width of the connecting rod 10, thereby allowing the connecting rod 10 to be set... Between the first limiting block 12 and the second limiting block 13, the connecting rod 10 can slide back and forth in the longitudinal direction between the first limiting block 12 and the second limiting block 13. Furthermore, by setting corresponding longitudinal grooves and longitudinal protrusions between the first limiting block 12, the second limiting block 13 and the connecting rod 10 respectively, the connecting rod 10 is prevented from deviating in other directions during longitudinal reciprocating motion, ensuring the stability of the longitudinal sliding of the connecting rod 10, making the transmission of braking force more accurate, and thus effectively improving braking efficiency.

[0054] Optionally, such as Figures 1 to 3As shown, the bogie also includes a first limiting part 14 disposed on the side of the first crossbeam 011 near the first limiting block 12, and a second limiting part 15 disposed on the side of the second limiting block 13. The first limiting part 14 includes a first limiting plate 141 and a second limiting plate 142 perpendicularly connected to each other. The first limiting plate 141 is perpendicularly connected to the upper surface of the first crossbeam 011 through one end away from the second limiting plate 142. The second limiting plate 142 is disposed on the side of the first limiting plate 141 near the first limiting block 12. The second limiting part 15 includes a third limiting plate 151 and a fourth limiting plate 152 perpendicularly connected to each other. The third limiting plate 151 is perpendicularly connected to the fourth limiting block 13 through one end away from the fourth limiting plate 13. One end of plate 152 is perpendicularly connected to the upper surface of the first crossbeam 011. The fourth limiting plate 152 is disposed on the side of the third limiting plate 151 near the second limiting block 13. The first horizontal brake lever 08 is provided with a third limiting part 16 and a fourth limiting part 17 spaced apart along its length. The position of the third limiting part 16 matches the position of the first limiting part 14, and the position of the fourth limiting part 17 matches the position of the second limiting part 15. The third limiting part 16 includes a fifth limiting plate 161 and a sixth limiting plate 162 perpendicularly connected to each other. The fifth limiting plate 161 is perpendicularly connected to the first horizontal brake lever 08 through one end away from the sixth limiting plate 162. The sixth limiting plate 162 is disposed between the second limiting plate 142 and the first crossbeam 011. The fourth limiting part 17 includes a seventh limiting plate 171 and an eighth limiting plate 172 that are perpendicularly connected to each other. The seventh limiting plate 171 is perpendicularly connected to the first horizontal brake lever 08 through one end away from the eighth limiting plate 172. The eighth limiting plate 172 is disposed between the second limiting plate 142 and the first crossbeam 011. The second horizontal brake lever 09 is provided with a fifth limiting part 18 and a sixth limiting part 19 spaced apart along its length. The position of the fifth limiting part 18 matches the position of the first limiting part 14, and the position of the sixth limiting part 19 matches the position of the second limiting part 15. The fifth limiting part 18 includes a ninth limiting plate 181 and a tenth limiting plate 182 that are perpendicularly connected to each other. The ninth limiting plate 181 is perpendicularly connected to the second horizontal brake lever 09 through one end away from the tenth limiting plate 182. The tenth limiting plate 182 is disposed between the fourth limiting plate 152 and the first crossbeam 011. The sixth limiting part 19 includes an eleventh limiting plate 191 and a twelfth limiting plate 192 that are perpendicularly connected to each other. The eleventh limiting plate 191 is perpendicularly connected to the second horizontal brake lever 09 through one end away from the twelfth limiting plate 192. The twelfth limiting plate 192 is disposed between the fourth limiting plate 152 and the first crossbeam 011.

[0055] Specifically, a first limiting part 14 and a second limiting part 15 are respectively provided on the upper surface of the first crossbeam 011. The first limiting part 14 is located on one side of the first limiting block 12, and the second limiting part 15 is located on one side of the second limiting block 13. The first limiting part 14 includes a first limiting plate 141 and a second limiting plate 142 that are perpendicular to each other. The first limiting plate 141 is perpendicularly connected to the upper surface of the first crossbeam 011 through one end away from the second limiting plate 142, so that the second limiting plate 142 is parallel to the upper surface of the first crossbeam 011, and the second limiting plate 141... 42 is disposed on the side of the first limiting plate 141 near the first limiting block 12. Similarly, the second limiting part 15 includes a third limiting plate 151 and a fourth limiting plate 152 that are perpendicular to each other. The third limiting plate 151 is also perpendicularly connected to the first crossbeam 011. The fourth limiting plate 152 is disposed on the side of the third limiting plate 151 near the second limiting block 13. The lengths of the first limiting part 14 and the second limiting part 15 are greater than the connecting rod 10, and the first limiting part 14 and the second limiting part 15 are configured such that their length directions are parallel to the longitudinal direction. A third limiting portion 16 and a fourth limiting portion 17 are provided at intervals along the length of the first horizontal brake lever 08. The position of the third limiting portion 16 matches the position of the first limiting portion 14, and the position of the fourth limiting portion 17 matches the position of the second limiting portion 15. Similarly, a fifth limiting portion 18 and a sixth limiting portion 19 are provided at intervals along the length of the second horizontal brake lever 09. 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 lengths of the third limiting portion 16, the fourth limiting portion 17, the fifth limiting portion 18, and the sixth limiting portion 19 respectively match the widths of the first horizontal brake lever 08 and the second horizontal brake lever 09. The third limiting portion 16 includes a fifth limiting plate 161 and a sixth limiting plate 162 that are perpendicular to each other. The fifth limiting plate 161 is perpendicular to the fifth limiting plate 162. The lower surface of a horizontal brake lever 08 is vertically connected to a sixth limiting plate 162, which is positioned between a second limiting plate 142 and a first crossbeam 011. When the first horizontal brake lever 08 swings horizontally, it causes the sixth limiting plate 162 to swing horizontally between the second limiting plate 142 and the first crossbeam 011. When the first horizontal brake lever 08 experiences an abnormal vertical displacement, the sixth limiting plate 162 will contact the second limiting plate 142 or the first crossbeam 011. This restricts the vertical displacement of the sixth limiting plate 162 through the space between the second limiting plate 142 and the first crossbeam 011, thereby limiting the vertical displacement of the first horizontal brake lever 08 on the side of the third limiting part 16. This ensures that the first horizontal brake lever 08 can swing smoothly along 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 limiting plate 171 and an eighth limiting plate 172 that are perpendicular to each other. The seventh limiting plate 171 is vertically connected to the first horizontal brake lever 08, while the eighth limiting plate 172 is also set between the fourth limiting plate 152 and the first crossbeam 011. The fourth limiting plate 152 and the first crossbeam 011 restrict the vertical displacement of the eighth limiting plate 172, thereby preventing the first horizontal brake lever 08 from shifting vertically 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 that are perpendicular to each other. The ninth limiting plate 181 is perpendicularly connected to the second horizontal brake lever 09, and the tenth limiting plate 182 is disposed between the second limiting plate 142 and the first crossbeam 011, thereby limiting the vertical displacement of the second horizontal brake lever 09 on the side of the first brake block 0521 through the second limiting plate 142 and the first crossbeam 011. 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 that are perpendicular to each other. The eleventh limiting plate 191 is perpendicularly connected to the second horizontal brake lever 09, and the twelfth limiting plate 192 is disposed between the fourth limiting plate 152 and the first crossbeam 011, thereby limiting the vertical displacement of the second horizontal brake lever 09 on the side of the second brake block 0621 through the fourth limiting plate 152 and the first crossbeam 011.

[0057] In this optional embodiment, through the mutual cooperation between the first limiting part 14 and the second limiting part 15 located on the first crossbeam 011, and the third limiting part 16, the fourth limiting part 17, the fifth limiting part 18 and the sixth limiting part 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 are prevented from deviating in the vertical direction when swinging in the horizontal direction, thereby reducing the loss of braking force during 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 bogie also includes a vibration damping device 20. The vibration damping device 20 is respectively located at both ends of the first wheelset 02, the second wheelset 03, and the third wheelset 04, for damping vibrations during bogie operation. The vibration damping device 20 includes a first spring 201, a second spring 202, and an axle box 203. The axle box 203 is rotatably connected to one end of the wheelset axle Z and is respectively located at both ends of the wheelset to accommodate the wheelset Z axle. The first spring 201 and the second spring 202 are located between the frame 01 and the axle box 203, and are respectively located on both sides of the wheelset axle Z. When the bogie is subjected to a vertical load (such as the vehicle's own weight, cargo weight, etc.), the various parts of the vibration damping device 20 cooperate with each other. The first spring 201 and the second spring 202 first buffer the vertical load of the vehicle, consuming vibration energy and suppressing vehicle vibration, thereby ensuring the stability and safety of vehicle operation.

[0059] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A three-axle bogie for a vehicle, characterized in that, The system includes 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 brake lever (08), a second horizontal brake lever (09), and a connecting rod (10). 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), and 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) is arranged along the longitudinal direction of the frame (01). The frame (01) is longitudinally slidably connected to the upper surface of the first crossbeam (011), with one end near the first wheel pair (02) rotatably connected to the first horizontal brake lever (08) and the other end rotatably 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) disposed between the first wheel pair (02) and the first crossbeam (011), one end of the second horizontal brake lever (09) is connected to the second brake mechanism (06) disposed between the second wheel pair (03) and the first crossbeam (011), and the other end of the second horizontal brake lever (09) is connected to the third brake mechanism (07) disposed between the third wheel pair (04) and the second crossbeam (012); It also includes a first limiting block (12) and a second limiting block (13). The first limiting block (12) and the second limiting block (13) are fixedly disposed at intervals on the upper surface of the first crossbeam (011) along the transverse direction of the frame (01). The connecting rod (10) is disposed between the first limiting block (12) and the second limiting block (13). The connecting rod (10) is slidably connected to the first limiting block (12) and the second limiting block (13). The longitudinal direction of the frame (01) is perpendicular to the transverse direction. It also includes a first limiting part (14) disposed on the side of the first crossbeam (011) near the first limiting block (12), and a second limiting part (15) disposed on the side of the second limiting block (13). The first limiting part (14) includes a first limiting plate (141) and a second limiting plate (142) perpendicularly connected to each other. The first limiting plate (141) is perpendicularly connected to the upper surface of the first crossbeam (011) through one end away from the second limiting plate (142). The second limiting plate (142) is disposed on the... The first limiting plate (141) is located on the side near the first limiting block (12); the second limiting part (15) includes a third limiting plate (151) and a fourth limiting plate (152) that are perpendicularly connected to each other. The third limiting plate (151) is perpendicularly connected to the upper surface of the first crossbeam (011) through one end away from the fourth limiting plate (152), and the fourth limiting plate (152) is located on the side of the third limiting plate (151) near the second limiting block (13); the first horizontal brake lever (08) extends along its length A third limiting part (16) and a fourth limiting part (17) are provided at intervals in the 1-degree direction. The position of the third limiting part (16) matches the position of the first limiting part (14), and the position of the fourth limiting part (17) matches the position of the second limiting part (15). The third limiting part (16) includes a fifth limiting plate (161) and a sixth limiting plate (162) that are perpendicularly connected to each other. The fifth limiting plate (161) is perpendicular to the first horizontal brake lever (08) through one end away from the sixth limiting plate (162). The sixth limiting plate (162) is disposed between the second limiting plate (142) and the first crossbeam (011). The fourth limiting part (17) includes a seventh limiting plate (171) and an eighth limiting plate (172) that are perpendicularly connected to each other. The seventh limiting plate (171) is perpendicularly connected to the first horizontal brake lever (08) through one end away from the eighth limiting plate (172). The eighth limiting plate (172) is disposed between the second limiting plate (142) and the first crossbeam (011).The second horizontal brake lever (09) is provided with a fifth limiting part (18) and a sixth limiting part (19) spaced apart along its length. The position of the fifth limiting part (18) matches the position of the first limiting part (14), and the position of the sixth limiting part (19) matches the position of the second limiting part (15). The fifth limiting part (18) includes a ninth limiting plate (181) and a tenth limiting plate (182) that are perpendicularly connected to each other. The ninth limiting plate (181) is connected to the second horizontal brake lever through one end away from the tenth limiting plate (182). The rod (09) is vertically connected, and the tenth limiting plate (182) is disposed between the fourth limiting plate (152) and the first crossbeam (011). The sixth limiting part (19) includes an eleventh limiting plate (191) and a twelfth limiting plate (192) that are vertically connected to each other. The eleventh limiting plate (191) is vertically connected to the second horizontal brake lever (09) through one end away from the twelfth limiting plate (192). The twelfth limiting plate (192) is disposed between the fourth limiting plate (152) and the first crossbeam (011).

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

3. The vehicle three-axle bogie according to claim 2, characterized in that, The first braking assembly (052) includes a first brake block (0521), a first brake beam (0522), a first bow beam (0523), and a first support (0524). The length of the first brake beam (0522) matches the wheelbase of the first wheelset (02). The first bow beam (0523) is disposed between the first brake beam (0522) and the first wheelset (02). The two ends of the first bow beam (0523) are respectively connected to the two ends of the first brake beam (0522). The first support (0524) is disposed between the first bow beam (0523) and the first brake beam (0522). The first support (0524) is rotatably connected to the other end of the first inclined brake lever (051). The first brake block (0521) is disposed on the side of the first bow beam (0523) close to the first wheelset (02).

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

5. The vehicle three-axle bogie according to claim 4, characterized in that, The second braking assembly (062) includes a second brake block (0621), a second brake beam (0622), a second bow beam (0623), and a second support (0624). The length of the second brake beam (0622) matches the wheelbase of the second wheelset (03). The second bow beam (0623) is disposed between the second brake beam (0622) and the second wheelset (03). The two ends of the second bow beam (0623) are respectively connected to the two ends of the second brake beam (0622). The second support (0624) is disposed between the second bow beam (0623) and the second brake beam (0622). The second support (0624) is rotatably connected to the other end of the second inclined brake lever (061). The second brake block (0621) is disposed on the side of the second bow beam (0623) close to the second wheelset (03).

6. The vehicle three-axle bogie according to claim 1, characterized in that, The third braking mechanism (07) includes a third oblique brake lever (071) and a third braking assembly (072). One end of the third oblique brake lever (071) is connected to the other end of the second horizontal brake lever (09), and the other end of the third oblique brake lever (071) is connected to the third braking assembly (072). The third braking assembly (072) is disposed on the side of the third wheelset (04) near the second crossbeam (012). A third bracket (015) is disposed on the side of the second crossbeam (012) near the third wheelset (04). The third bracket (015) is rotatably connected to the third oblique brake lever (071) as a fulcrum.

7. The vehicle three-axle bogie according to claim 6, characterized in that, The third braking assembly (072) includes a third brake block (0721), a third brake beam (0722), a third bow beam (0723), and a third support (0724). The length of the third brake beam (0722) matches the wheelbase of the third wheelset (04). The third bow beam (0723) is disposed between the third brake beam (0722) and the third wheelset (04). The two ends of the third bow beam (0723) are respectively connected to the two ends of the third brake beam (0722). The third support (0724) is connected between the third bow beam (0723) and the third brake beam (0722). The third support (0724) is rotatably connected to the other end of the third inclined brake lever (071). The third brake block (0721) is disposed on the side of the third bow beam (0723) close to the third wheelset (04).

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

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