Guide wheel device for straddle type monorail train

Abstract

The invention provides a guide wheel device for a straddle type monorail train, which comprises a main shaft, a hub rotationally supported on the main shaft through a bearing, and a tire and a safety wheel which are arranged on the hub, and an anti-falling plate for supporting a bearing outer ring when the bearing outer ring falls off is fixedly arranged at the bottom of the main shaft. According to the straddle type monorail train, the anti-falling plate is arranged at the bottom of the main shaft, when the bearing loses efficacy or the hub falls off due to falling of the end cover, the anti-falling plate can vertically support the outer ring of the bearing, so that the hub and an external tire assembly are prevented from falling to a rail, and the running safety of the straddle type monorail train is remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of railway vehicle bogie technology, and particularly to a guide wheel device for straddle-type monorail trains. Background Technology

[0002] Straddle-type monorail trains, with their advantages of smooth operation, low noise, and relatively flexible track laying requirements, have been widely used in urban rail transit and scenic area transportation. As the core guiding component of straddle-type monorail trains, the performance of the guide wheel directly determines the safety, stability, and ease of maintenance of the vehicle. However, existing guide wheel devices for straddle-type monorail trains still have many shortcomings that urgently need to be addressed in practical applications. Firstly, they lack mechanical anti-detachment structures. In existing technologies, the bottom end caps of the guide wheels are usually fixed only by simple clips or bolts. During long-term vehicle operation, the guide wheels are continuously subjected to vibration and impact loads, which can easily lead to fatigue wear and loosening of the end cap connection structure, eventually causing the end cap to detach. The subsequent detachment of the end cap will cause the axial restraint of the wheel body to fail, resulting in the loss of restraint on the wheel hub and external tire assembly, posing a risk of falling onto the track and seriously threatening the safety of track operation. Secondly, there is an imbalance between sealing and heat dissipation. To ensure sealing performance, existing guide wheels often employ multi-layered or complex combined seal structures. These structures are not only difficult to process and costly to manufacture, but also severely hinder the discharge of internal frictional heat from the bearing. This causes hot air to accumulate in the sealed cavity, raising the bearing's operating temperature far beyond the lubricant's tolerance limit. Some existing technologies use an "open seal structure" to enhance heat dissipation. While this allows heat to be carried away by airflow, the excessive gaps disrupt the "blocking effect" of the seal. External dust, mud, and other impurities can directly penetrate the bearing, wearing down the rolling elements and cage. Thirdly, the bearing structure is unreasonable, resulting in high maintenance costs and inconvenience. Existing guide wheels often use a two-disc split bearing design. This type of bearing requires regular grease replenishment or replacement, with a maintenance cycle typically every two to three years. However, the routine maintenance cycle for straddle-type monorail trains is generally longer than this, necessitating separate maintenance of the guide wheels in advance. This consumes significant manpower, resources, and time, and also affects the normal operation and scheduling of the vehicle. Fourth, there is a lack of key parameter detection capabilities. Existing guide wheels are not equipped with detection devices for key operating parameters such as vibration, temperature, and tire pressure. During the operation of the guide wheels, if faults such as bearing wear, wheel overheating, or abnormal tire pressure occur, they cannot be detected and warned in a timely manner. Maintenance personnel cannot perform condition-based preventive maintenance and can only rely on fixed-cycle blind maintenance, which further increases maintenance costs. Summary of the Invention

[0003] The purpose of this invention is to overcome the above-mentioned problems in the prior art, and to provide a guide wheel device for straddle-type monorail trains, which improves the operational safety and sealing reliability of the guide wheels, extends the maintenance cycle, realizes real-time detection of key operating parameters and automatic adjustment of tire pressure, reduces maintenance costs, and ensures the stable and efficient operation of straddle-type monorail trains.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a guide wheel device for straddle-type monorail trains, comprising a main shaft, a hub rotatably supported on the main shaft by bearings, and a tire and a safety wheel mounted on the hub, characterized in that an anti-detachment plate is fixedly provided at the bottom of the main shaft for supporting the outer ring of the bearing when it detaches.

[0005] Furthermore, the maximum radial dimension of the outer contour of the anti-detachment plate is greater than the radial dimension of the inner contour of the outer ring of the bearing.

[0006] Furthermore, the lower part of the main shaft is threaded with a locking nut located above the anti-detachment plate, and the bottom of the bearing inner ring is vertically supported on the main shaft by the locking nut.

[0007] Furthermore, the main shaft is fixed with a sealing cover located above the bearing, and a flow channel for heat dissipation gas is formed between the sealing cover and the hub. The sealing cover and / or the hub are provided with a multi-stage labyrinth intercepting groove on the side facing the flow channel. The main shaft is also fixed with a dust cover for shielding the outer end of the flow channel.

[0008] Furthermore, the bearing is an integral self-sealing bearing, comprising an upper inner ring and a lower inner ring fixed to the main shaft, and an outer ring of the bearing rotatably supported by the upper and lower inner rings respectively via upper and lower bearing rollers. The two ends of the upper bearing roller are provided with a first sealing structure for sealing the upper inner ring and the outer ring of the bearing; the two ends of the lower bearing roller are provided with a second sealing structure for sealing the lower inner ring and the outer ring of the bearing.

[0009] Furthermore, an end cap for covering the bottom of the main shaft is fixedly connected to the bottom of the hub, and a monitoring composite sensor is fixedly connected to the surface of the end cap. The monitoring composite sensor includes a probe that extends and is fixed to the hub and close to the bearing position for monitoring the vibration and temperature parameters of the bearing.

[0010] Furthermore, the tire valve is connected by a tire pressure monitoring and automatic inflation / deflation device via a thread.

[0011] The present invention also relates to a straddle-type monorail train, including the aforementioned guide wheel device.

[0012] The beneficial effects of this invention are: This invention provides an anti-detachment plate at the bottom of the main shaft. When the end cover falls off, causing the bearing to fail or the wheel hub to fall off, the anti-detachment plate fixed on the main shaft will vertically support the outer ring of the bearing. Since the outer ring of the bearing and the wheel hub are press-fitted, the wheel hub and the external tire assembly are prevented from falling onto the track, which significantly improves the operation safety of straddle-type monorail trains.

[0013] 2. This invention employs a dual-sealing structure design combining semi-contact protection (external dust cover) and non-contact sealing (internal labyrinth). This solves the problem of a single dust cover being unable to prevent fine dust particles, and also overcomes the deficiency of a single labyrinth seal being susceptible to large particle jamming. It is particularly suitable for harsh environments such as rail vehicles, characterized by heavy loads, outdoor conditions, and high levels of pollutants. It effectively prevents external dust, moisture, and other debris from entering the bearing's working environment, avoiding corrosion of critical components such as bearings and extending the service life of the guide wheels. Simultaneously, the gaps in the non-contact seal (internal labyrinth) facilitate heat dissipation during vehicle operation.

[0014] 3. This invention employs an integral self-sealing bearing with independent upper and lower self-sealing cavities, further enhancing the bearing's sealing performance and preventing grease leakage and the ingress of external impurities. Simultaneously, it avoids insufficient lubrication due to grease sagging under gravity, extending its service life. This allows the maintenance cycle of the guide wheel to be consistent with the conventional maintenance cycle of straddle-type monorail trains, eliminating the need for separate pre-maintenance of the guide wheel and reducing maintenance frequency and workload. Furthermore, the integral self-sealing bearing has a high degree of structural integration, requiring no additional coaxiality adjustments, exhibiting strong resistance to impact loads, and providing more stable operation, making it suitable for guide wheels subjected to complex alternating loads and long-term continuous operation.

[0015] 4. This invention, by incorporating a composite monitoring sensor, can monitor the core parameters of bearing vibration and temperature in real time. Vibration monitoring accurately captures changes in vibration frequency and amplitude during guide wheel operation, promptly identifying mechanical fault signs such as overall bearing wear, rotor imbalance, and component loosening, preventing transmission failure caused by the escalation of faults. Temperature monitoring (especially for bearing areas) tracks abnormal temperature increases, providing early warnings of problems such as poor lubrication and increased friction. Furthermore, the tire pressure monitoring and automatic inflation / deflation device can adjust the tire pressure of the guide wheel to the set range in real time. This avoids problems such as uneven wear, decreased guiding accuracy, tire bursting due to excessive pressure, or tire slippage due to insufficient pressure caused by abnormal tire pressure, ensuring stable guiding performance of the guide wheel and extending its service life. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings of the embodiments will be briefly described below.

[0017] Figure 1This is a schematic diagram of the guide wheel device of the present invention installed on a straddle-type monorail train.

[0018] Figure 2 This is a bottom view of the present invention.

[0019] Figure 3 yes Figure 2 AA sectional view.

[0020] Figure 4 This is a detailed drawing of the bearing of the present invention.

[0021] Figure 5 yes Figure 3 Enlarged view of a portion of point A in the middle.

[0022] Figure 6 yes Figure 3 Enlarged view of section B in the middle.

[0023] Figure 7 This is a detailed diagram of the monitoring composite sensor of the present invention.

[0024] Figure 8 This is a detailed drawing of the tire pressure monitoring and automatic inflation / deflation device of the present invention.

[0025] Explanation of reference numerals in the attached figures: 1. Shaft; 2. Rubber dust cover; 3. Rim; 4. Tire; 5. Safety wheel guard; 6. Safety wheel; 7. Rim connecting bolts; 8. Sealing cover; 9. Hub; 901. Multi-stage labyrinth retaining groove; 10. Integral self-sealing bearing; 101. Upper inner ring; 102. Upper seal; 103. Upper bearing roller; 104. Upper cage; 105. Lower seal; 106. Bearing outer ring; 107. Top seal; 108. Lower cage; 1 09. Lower bearing roller; 110. Bottom seal; 111. Lower inner ring; 112. Snap ring; 11. Pressure cap; 12. Locking nut; 13. Anti-detachment plate; 14. Anti-detachment fastener; 15. End cap; 16. Monitoring composite sensor; 161. Probe; 17. Tire pressure monitoring and automatic inflation / deflation device; 171. Fastening internal thread; 172. Tire pressure monitoring and automatic inflation / deflation device; 18. Hose clamp; 19. Annular boss; 20. Flow channel; 21. Bend. Detailed Implementation

[0026] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0027] like Figures 1 to 8The straddle-type monorail train of this embodiment and the guide wheel device of the vehicle are described below. The straddle-type monorail train includes a bogie that spans the track beam and guide wheel devices that are installed on the bogie and located on both sides of the track beam. The guide wheel device mainly includes: a main shaft 1, a dust cover 2, a wheel rim 3, a tire 4, a safety wheel guard 5, a safety wheel 6, a wheel rim connecting bolt 7, a sealing cover 8, a wheel hub 9, a bearing 10, a pressure cap 11, a locking nut 12, an anti-detachment plate 13, an anti-detachment fastener 14, an end cap 15, a monitoring composite sensor 16, a tire pressure monitoring and automatic inflation / deflation device 17, and a hose clamp 18. The dimensions of each device are ensured by casting or forging and machining (not limited to). During installation, bolts are used for fastening (not limited to). To prevent the connecting bolts from failing due to shear force, bosses and grooves are designed at the corresponding installation interfaces to optimize the stress on the bolts. The bearing 10 is fitted with an interference fit at the shoulder of the main shaft 1. A pressure cap 11 is fitted onto the lower part of the main shaft 1, and a locking nut 12 is threaded onto it. The locking nut 12 presses the pressure cap 11 against the bottom of the inner ring of the bearing 10. The bottom of the inner ring of the bearing 10 is vertically supported on the main shaft 1 by the pressure cap 11 and the locking nut 12. The hub 9 is interference-fitted with the outer ring 106 of the bearing and is supported on the main shaft 1 by the rotation of the bearing 10. The rim 3 is bolted to the hub 9 by the rim connecting bolt 7. The tire 4 is fixedly mounted on the rim 3 for contact with the track beam, absorbing vibration through elastic deformation to achieve smooth guidance. The safety wheel 6 is fixedly connected to the hub 9 by the rim connecting bolt 7 and is located below the tire 4. The diameter of the safety wheel 6 is smaller than the diameter of the tire 4. When the tire 4 is punctured and leaks air, the safety wheel 6 contacts the track beam to prevent the device from going out of control and provides emergency support. The safety wheel guard 5 is bolted to the safety wheel 6 to cover the safety wheel 6 and prevent debris from getting entangled or foreign objects from hitting the safety wheel 6 during operation.

[0028] like Figure 3 , Figure 6 As shown, a detachment plate 13 is fixedly connected to the bottom of the main shaft 1 by several anti-detachment fasteners 13. The detachment plate 13 is used to support the outer ring 106 of the bearing when it falls off. The maximum radial dimension of the outer contour of the detachment plate 13 is greater than the radial dimension of the inner contour of the outer ring 106 of the bearing. When the end cap 15 is lost, causing the integral self-sealing bearing 10 to fail or the hub 9 to fall off, the detachment plate 13 fixed on the main shaft 1 will support the outer ring 106 of the bearing vertically along the maximum outer contour line C. Since the outer ring 106 of the bearing and the hub 9 are press-fitted, this prevents the hub 9 and the external tire assembly from falling onto the track and causing a safety accident.

[0029] like Figure 3 , Figure 5As shown, a sealing cover 8 is press-fitted with interference on the main shaft 1 above the bearing 10. A flow channel 20 for discharging heat dissipation gas is formed between the sealing cover 8 and the hub 9. The width of the flow channel 20 is 0.5 mm, which guides the hot air to discharge while extending the dust path. On one side of the hub 9 facing the flow channel 20, a multi-stage labyrinth throttling groove 901 is provided. The multi-stage labyrinth throttling groove 901 is arranged on one side close to the outer end of the flow channel 20. The multi-stage labyrinth throttling groove 901 is three annular grooves opened on the outer peripheral surface of the upper end of the hub 9, and the three annular grooves are vertically and parallelly arranged. The cross-section of the annular groove is a semi-circular structure with a radius of 0.5 mm. The flow channel 20 has at least one bend 21 above the multi-stage labyrinth throttling groove 901. The bend 21 is used to change the gas flow direction to further prevent fine dust impurities from entering the bearing working environment. The flow channel 20 and the multi-stage labyrinth throttling groove 901 form a labyrinth sealing structure. In this embodiment, the flow channel 20 is a "J" - shaped structure, and the flow channel 20 above the multi-stage labyrinth throttling groove 901 has three bends 21 that continuously change the direction, further enhancing the sealing effect of the structure. In another embodiment, the number and angle of the bends of the "J" - shaped flow channel can be adjusted to enhance the dust blocking effect; the position, number and shape of the multi-stage labyrinth throttling groove can further improve the sealing efficiency, such as changing the semi-circular cross-section to a "V - shaped + semi-circular" combined cross-section to enhance the eddy current effect and improve the energy dissipation.

[0030] An annular boss 19 is fixedly provided on the outer circumferential surface of the hub 9, and the annular boss 19 is located below the sealing cover 8. A gap a is formed between the bottom end face of the sealing cover 8 and the upper end face of the annular boss 19. This gap a is the outer end of the flow channel 20. The gap a is periodically checked with a feeler gauge to ensure that it meets the safety gap requirements and to ensure the effectiveness of the multi-stage labyrinth intercepting groove 901. The main shaft 1 is also fixed with a dust cover 2 by a hose clamp 18. The dust cover 2 is made of rubber and is used to cover the outer end of the flow channel 20 (gap a). In this embodiment, the dust cover 2 and the labyrinth sealing structure form a dual protection design. The dust cover 2 is used to intercept large solid particles (such as sand and metal fragments) to prevent large solid particles from entering the working environment of the bearing through the labyrinth. It is the first line of protection. The multi-stage labyrinth flow channel 901 is used to convert the kinetic energy of the airflow into heat energy through intermolecular friction and vortex collisions within the grooves. During this process, mechanical energy is irreversibly consumed. Each groove acts as a "settling chamber," where the airflow slows down and rotates. Dust particles carried within the airflow are more easily impacted and deposited on the groove walls under centrifugal force and gravity, preventing them from entering the next stage. Simultaneously, the multiple bends 21 of the flow channel 20 further enhance the sealing effect of the structure. Essentially, this design breaks down a challenging sealing task into multiple easily accomplished, continuous, and gentle sealing steps. The multi-layered labyrinth seal structure formed between the sealing cover 8 and the hub 9 is located inside the dust cover and forms a non-contact, tortuous flow channel 20 (with a gap typically 0.1-0.3 mm) with the rotating shaft. When fine dust (particle size < 0.1 mm) or moisture attempts to enter, it must change its flow direction multiple times, generating "eddy current loss" within the flow channel 20. Simultaneously, it is blocked outside the seal by "pressure difference" and "centrifugal force" (the rotating shaft drives airflow), preventing it from entering the core component. The labyrinthine flow channel 20 also ensures that the heat generated by the internal bearing 10 during operation is dissipated promptly, improving the bearing's service life. The effectiveness of the labyrinth can be further verified periodically by checking the dimension (gap a) between the sealing cover 8 and the hub 9 at the outer end of the flow channel 20.

[0031] The combination of dust cover 2 and labyrinth seal is essentially a complementary approach to the advantages of non-contact sealing (labyrinth) and "semi-contact protection (dust cover)": it solves the problem that a single dust cover "cannot prevent micro dust" and makes up for the defect of a single labyrinth seal "being susceptible to large particles getting stuck". It is especially suitable for harsh scenarios such as rail vehicles that are "heavy-loaded, outdoor, and have many pollutants", and is a key technical solution to improve equipment reliability and reduce the total life cycle cost.

[0032] like Figure 3 , Figure 4The bearing shown is 10, which is an integral self-sealing bearing. Bearing 10 includes an upper inner ring 101, a lower inner ring 111, an outer ring 106, upper bearing rollers 103 and 109, an upper cage 104, a lower cage 108, an upper seal 102, a lower seal 105, a top seal 107, a bottom seal 110, and a retaining ring 112. The upper inner ring 101 and lower inner ring 111 are press-fitted onto the spindle 1. The outer ring 106 is rotatably supported by the upper inner ring 101 and lower inner ring 111 via the upper bearing rollers 103 and 109, respectively. The upper bearing rollers 103 have first sealing structures at both ends for sealing the upper inner ring 101 and the outer ring 106; the lower bearing rollers 109 have second sealing structures at both ends for sealing the lower inner ring 101 and the outer ring 106. The first sealing structure includes an upper seal 102 and a lower seal 105 disposed at both ends of the upper bearing roller 103. The upper inner ring 101, upper seal 102, upper bearing roller 103, upper cage 104, lower seal 105, and bearing outer ring 106 together form an independent upper self-sealing working environment. The second sealing structure includes a top seal 107 and a bottom seal 110 disposed at both ends of the lower bearing roller 109. The top seal 107, cage 108, lower bearing roller 109, bottom seal 110, and lower inner ring 111 together form an independent lower self-sealing working environment. The first and second sealing structures provide a stable lubrication environment for the bearing 10, preventing insufficient lubrication due to grease falling due to gravity, thus extending its service life. The retaining ring 112 fixes the upper inner ring 101 and the lower inner ring 111 together to form a complete two-disc integral bearing, which also ensures the stability of the axial clearance of the bearing 10 and avoids the complicated process of adjusting the clearance after assembling the two split bearings.

[0033] The inner and outer rings are continuous annular structures with uninterrupted raceways, allowing the radial and axial forces borne by the guide wheel to be evenly transmitted to the rolling elements throughout the entire raceway. Even if small impact loads or uneven load distribution occur during the operation of the guide wheel, the force can be quickly dispersed, reducing the likelihood of localized stress concentration. The movement trajectories of the rolling elements and the cage are constrained by the entire raceway, resulting in strong synchronization. Under high-speed conditions, the rolling elements are less prone to slippage or lateral movement. The higher the speed, the more stable the centrifugal force constraint on the cage, leading to smoother operation.

[0034] With a high degree of structural integration, it is directly mounted on the main shaft 1 during installation, ensuring high positioning accuracy and eliminating the need for additional adjustments to the coaxiality of the two bearings. It also facilitates the integration of a sealing structure, enhancing dust and water resistance and reducing the corrosive effects of harsh environments on bearing 10. It possesses strong resistance to impact loads, making it suitable for guide wheels subjected to complex alternating loads and long-term continuous operation. The self-aligning type of the integral bearing (such as a self-aligning roller bearing) can compensate for minor bending deformation of the main shaft 1 or accommodate different axial alignments, further reducing the risk of off-center loading. During operation, it exhibits low vibration amplitude, stable fluctuations, low noise, and good speed stability.

[0035] Compared to the problems of single-disc overload and poor synchronization that are prone to occur in split bearings, integral bearings have more uniform wear and a more gradual decline in stability over their life cycle, which greatly reduces the frequency of maintenance and spare parts costs.

[0036] like Figure 2 , Figure 6 As shown, an end cap 15 is bolted to the bottom of the hub 9 to cover the bottom of the main shaft 1, forming a sealed environment. The monitoring composite sensor 16 includes a monitoring composite sensor body 162 and a probe 161 connected to the monitoring composite sensor body 162 via wires. The monitoring composite sensor body 162 is fixedly connected to the surface of the end cap 15, and the probe 161 is installed on the hub 9 near the bearing 10 bearing area. It can monitor the core parameters of bearing vibration and temperature in real time. Vibration monitoring can accurately capture the vibration frequency and amplitude changes during the operation of the guide wheel, and promptly identify mechanical fault signs such as overall bearing wear, rotor imbalance, and component loosening, avoiding transmission failure caused by the expansion of faults. Temperature monitoring (especially for the bearing area) can track abnormal temperature rises and provide early warning of problems such as poor lubrication and increased friction, which is a key means of preventing hot shaft failure.

[0037] like Figure 3 , Figure 8 As shown, the tire pressure monitoring and automatic inflation / deflation device 17 includes a tire pressure monitoring and automatic inflation / deflation device body 172 and a fastening internal thread 171 fixed on the tire pressure monitoring and automatic inflation / deflation device body 172. The tire pressure monitoring and automatic inflation / deflation device body 172 is installed on the tire valve via the fastening internal thread 171. The tire pressure monitoring and automatic inflation / deflation device body 172 monitors tire pressure fluctuations in real time for the inflatable guide wheel, providing data support for the automatic inflation / deflation function, while avoiding potential hazards such as abnormal wheel rigidity caused by excessively high tire pressure and reduced load-bearing capacity caused by excessively low tire pressure.

[0038] The automatic inflation / deflation function, combined with tire pressure monitoring, forms a closed-loop control system. It automatically adjusts tire pressure to the optimal range based on the guide wheel's operating conditions, solving the problems of lag and insufficient precision associated with traditional manual adjustment. In complex terrain (such as guide wheels for equipment operating in hilly areas) or scenarios with fluctuating loads, this function can respond to tire pressure changes in real time: when tire pressure is too low, it automatically opens the inflation valve to replenish air pressure, preventing excessive wear and increased energy consumption caused by excessive contact area between the wheel and the track; when tire pressure is too high, it releases excess gas through the deflation valve, preventing impact loads caused by excessive wheel rigidity from being transmitted to the main equipment. This adaptive adjustment capability not only ensures the load-bearing stability of the guide wheel under different operating conditions but also extends the wheel's service life and improves the overall maneuverability of the equipment.

[0039] The aforementioned functions are not simply superimposed, but rather form a synergistic effect and complementary structural advantages: the automatic inflation / deflation function relies on tire pressure monitoring data for precise adjustment, avoiding the problem of manual adjustment being disconnected from monitoring; the anti-detachment plate 13 provides protection for core components such as the bearing 10, reducing damage to precision components from external impacts; the stable operation of the integral self-sealing bearing ensures the accuracy of monitoring parameters, avoiding monitoring errors caused by excessive component vibration. Simultaneously, the integrated design simplifies the assembly process of the guide wheel (such as the direct assembly of the integral self-sealing bearing), reducing installation difficulty; predictive maintenance and early fault warning reduce the need for frequent disassembly and repair, and combined with the long lifespan of the integral self-sealing bearing, significantly reduce the maintenance and spare parts costs throughout the guide wheel's lifecycle. This comprehensive advantage makes it adaptable to various complex scenarios, from rail transit and cableway systems to lifting and transportation and automated production lines, and is particularly suitable for high-end equipment fields with high requirements for safety redundancy, operational stability, and maintenance efficiency.

[0040] Equipped with multi-sensor monitoring, anti-detachment, automatic inflation / deflation, and an integral self-sealing bearing, the guide wheel's core advantage lies in its "sensing-adjustment-protection-stability" functional closed loop, which significantly improves operational safety and stability while reducing maintenance costs through predictive maintenance and long-life design. It perfectly meets the core requirements of modern industrial equipment for "safety, efficiency, low consumption, and durability," making it the preferred solution for high-end equipment guidance systems.

[0041] To verify the sealing performance of the dust cover 2, the labyrinth seal structure, and the bearing in this embodiment, this application conducted rain and dust tests on the above structures. The rain test was performed according to the test method of GB / T11133, with 6L of water sprayed continuously per minute. The bearing speeds during spraying were 0km / h, 30km / h, 60km / h, and 90km / h, and the spraying time was 60 minutes at each speed, for a total of 4 hours. After the test, the surface of the test sample was wiped dry, disassembled, and tested using inspection paper. The moisture content of all samples met the requirements. The dust test was conducted according to MIL-STD-810G-2008, "US Department of Defense Test Methods Standard: Environmental Engineering Considerations and Laboratory Testing 510.5 - Dust Test". The sample was placed in a dust test chamber, with the chamber temperature set to 30℃-35℃, humidity <20%, wind speed 8.9 m / s, and dust concentration 10.6±7 g / m³. The motor was started and set to run the sample at high speed (1000 rpm), medium speed (667 rpm), and low speed (334 rpm) for 2 hours each, continuously blowing dust during operation. (If the test is interrupted, accumulating 6 hours of dust blowing is sufficient). After 6 hours of cumulative dust blowing, dust blowing was stopped, and the motor was shut off. The temperature inside the dust test chamber was then raised to 65℃ and maintained for one hour. The wind speed inside the chamber was then adjusted to 8.9 m / s, and the motor was started and set to run the sample at high speed (1000 rpm), medium speed (667 rpm), and low speed (334 rpm) for 2 hours each, continuously blowing dust during operation. The test ended after a cumulative 6 hours, the motor was stopped, and the temperature inside the sand and dust chamber returned to normal. The experimental results show that the dust cover 2, the labyrinth seal structure, and the sealing performance of the bearings in this application can effectively resist the erosion of rain and sand and dust environments.

[0042] This invention addresses the design, strength, and lifespan requirements of guide wheels for rail vehicles, ensuring safe operation and improving the ability of straddle-type monorail trains to smoothly traverse curves. It also enhances passenger comfort through tire pressure regulation. Furthermore, it solves the problems of guide tire wear and detachment during curves.

[0043] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A guide wheel device for a straddle-type monorail train, comprising a main shaft (1), a hub (9) rotatably supported on the main shaft (1) via bearings (10), and a tire (4) and a safety wheel (6) mounted on the hub (9), characterized in that, The bottom of the main shaft (1) is fixed with an anti-detachment plate (13) for supporting the outer ring (106) of the bearing when it falls off.

2. The guide wheel device for straddle-type monorail trains according to claim 1, characterized in that, The maximum radial dimension of the outer contour of the anti-detachment plate (13) is greater than the radial dimension of the inner contour of the outer ring (106) of the bearing.

3. The guide wheel device for straddle-type monorail trains according to claim 1, characterized in that, The lower part of the main shaft (1) is threaded with a locking nut (12) located above the anti-detachment plate (13), and the bottom of the inner ring of the bearing (10) is vertically supported on the main shaft (1) by the locking nut (12).

4. The guide wheel device for straddle-type monorail trains according to claim 1, characterized in that, The main shaft (1) is fixed with a sealing cover (8) located above the bearing (10). A flow channel (20) for heat dissipation gas discharge is formed between the sealing cover (8) and the hub (9). A multi-level labyrinth intercepting groove (901) is provided on the side of the sealing cover (8) and / or the hub (9) facing the flow channel (20). The main shaft (1) is also fixed with a dust cover (2) for shielding the outer end of the flow channel (20).

5. The guide wheel device for straddle-type monorail trains according to claim 4, characterized in that, The multi-level labyrinth interceptor (901) is located on one side near the outer end of the flow channel (20).

6. The guide wheel device for straddle-type monorail trains according to claim 4, characterized in that, The flow channel (20) has at least one bend (21) located above the multi-stage labyrinth interceptor (901) for changing the direction of gas flow.

7. The guide wheel device for straddle-type monorail trains according to claim 4, characterized in that, The multi-level labyrinth intercepting groove (901) is a series of vertically parallel annular grooves formed on the outer circumference of the upper end of the hub (9).

8. The guide wheel device for straddle-type monorail trains according to claim 7, characterized in that, The annular groove has a semi-circular cross-section.

9. The guide wheel device for straddle-type monorail trains according to claim 5, characterized in that, The outer circumferential surface of the hub (9) is fixed with an annular boss (19) located below the sealing cover (8), and a gap is formed between the bottom end face of the sealing cover (8) and the upper end face of the annular boss (19) for detecting the effectiveness of the multi-stage labyrinth intercepting groove (901).

10. The guide wheel device for straddle-type monorail trains according to claim 1, characterized in that, The bearing (10) is an integral self-sealing bearing. The bearing (10) includes an upper inner ring (101) and a lower inner ring (111) fixed to the main shaft (1). The bearing outer ring (106) is rotatably supported on the upper inner ring (101) and the lower inner ring (111) by upper bearing rollers (103) and lower bearing rollers (109), respectively. The two ends of the upper bearing rollers (103) are provided with a first sealing structure for sealing the upper inner ring (101) and the bearing outer ring (106). The two ends of the lower bearing rollers (109) are provided with a second sealing structure for sealing the lower inner ring (101) and the bearing outer ring (106).

11. The guide wheel device for straddle-type monorail trains according to claim 1, characterized in that, The bottom of the hub (9) is fixedly connected to an end cap (15) for covering the bottom of the main shaft (1). A monitoring composite sensor (16) is fixedly connected to the surface of the end cap (15). The monitoring composite sensor (16) includes a probe (161) that extends and is fixed to the hub (9) and close to the bearing (10) for monitoring the vibration and temperature parameters of the bearing (10).

12. The guide wheel device for straddle-type monorail trains according to claim 1, characterized in that, The tire (4) valve is connected by a threaded connection to a tire pressure monitoring and automatic inflation / deflation device (17).

13. A straddle-type monorail train, comprising a bogie mounted across a track beam and guide wheel devices as described in any one of claims 1-12 mounted on the bogie and located on both sides of the track beam.

Images