Bogie and side forced guiding guide rail type rubber wheel train

Abstract

The bogie comprises a guide frame, an axle bridge and a bogie framework, the guide frame is rotationally connected to the lower portion of the axle bridge through a slewing bearing, guide wheel devices used for guiding are arranged on the two transverse sides of the guide frame, steering shells are arranged at the two ends of the axle bridge, and the steering shells are arranged on the bogie framework. The guide frame is in linkage with the first steering shell through a steering pull rod, the first steering shell is in linkage with the second steering shell through a steering synchronous rod, and the second steering shell is connected with a bogie frame through a reset device. The bogie has the advantages of being compact in structure, high in reliability and low in cost. The resetting device is arranged between the steering shell of the axle and the bogie frame, damping and resetting are achieved at the same time, vibration generated when the bogie passes through a curve is reduced, the resetting device is directly applied to the steering shell of the axle, the force transmission path is improved, the better damping effect is obtained, and the comfort level of passengers is improved.

Description

Technical Field

[0001] This invention relates to bogies for rail-guided vehicles, and particularly to a novel structure in APM bogies, belonging to the technical field of rail vehicle bogies. Background Technology

[0002] APM (Automated People Mover) is a driverless public transportation system primarily used in airports, city centers, and large industrial parks. The concept of APM first emerged in the 1960s, when urban traffic congestion became increasingly severe, prompting the exploration of automated transportation solutions. In 1967, Westinghouse Electric conducted the first APM system trial, named "Skybus," in South Park, Pittsburgh. Although this project ultimately failed to achieve commercialization, it laid the foundation for the development of subsequent APM systems.

[0003] In the 1970s, APM systems began to be used in airports. In 1971, Tampa International Airport in the United States launched the world's first airport APM system to connect the terminal and remote boarding gates.

[0004] In the 1980s, APM systems gradually entered the urban transportation sector. In 1983, the Metromover system in Miami, USA, went into operation, becoming the first APM system in a city center.

[0005] In the 1990s, APM technology matured, with significant improvements in vehicle design, control systems, and track technology. Autonomous driving, electric drive, and automated control systems became the core technologies of APM. APM systems were not only applied in airports and city centers but also expanded to large parks, exhibition centers, and stadiums. For example, in 1995, Disney World in Orlando, USA, implemented an APM system for passenger transportation within the park.

[0006] In the 21st century, APM systems have been widely adopted globally. Numerous cities and airports in Asia, Europe, and the Middle East have implemented APM systems. For example, Beijing Capital International Airport launched its APM system in 2008, and it was also used during the 2010 Shanghai World Expo.

[0007] The existing APM bogies are divided into two technical routes: one is the cantilever guide structure represented by Ishikawajima, and the other is the central slewing bearing guide mechanism represented by Mitsubishi.

[0008] Existing technical solutions employ a lateral rigid connection structure, which restricts lateral movement and fails to adequately ensure vehicle stability, as exemplified by the solution disclosed in patent JP4930171B2. Another example is Chinese patent application CN112744251A, where the slewing bearing operates under passive forced guidance when traversing curves, resulting in impact forces on the bearing. This leads to abnormal noises and vibrations after a period of operation, and the slewing bearing requires separate maintenance outside of bogie maintenance cycles, incurring high costs.

[0009] Therefore, the existing bogie design has poor vibration suppression performance when passing through curves, resulting in poor passenger comfort and failing to meet the requirements for long-term stable operation.

[0010] A search revealed Chinese invention patent CN 102325682 B, which discloses a guide rail type vehicle bogie. Its second embodiment discloses the use of a restoring rod and a rotational damper to achieve vibration reduction during the bogie's reset and rotation processes. Specifically, the restoring rod provides a restoring force in the forward direction to the vehicle, improving driving stability at high speeds, while the rotational damper suppresses excessive movement in the bogie's rotational direction, preventing it from falling into a vibration state.

[0011] From a structural perspective, the restoring rod, which provides the restoring force in the forward direction, and the rotational damper, which suppresses violent rotation, are connected by a connecting rod and a crossbeam rod installed on the end side of the guide frame, arranged in parallel with the crossbeam rod. It is evident that this scheme utilizes the restoring rod and the rotational damper to achieve restoring and rotational damping respectively, and transmits the restoring force and damping force to the crossbeam of the guide frame through the connecting rod. Its structure is complex, and its placement is difficult due to the limited space under the vehicle. Even if it could be implemented, it would increase the unsprung mass. Furthermore, since both the restoring force and damping force are applied through the crossbeam of the steering frame, the force transmission path is relatively long, resulting in suboptimal performance. Summary of the Invention

[0012] To address the problems in the prior art, this invention proposes a bogie for side-guided rubber-tired trains. It achieves both shock absorption and reset through a reset device, reducing bogie vibration when passing through curves. Furthermore, the reset device is applied directly to the steering housing of the axle bridge, improving the force transmission path, achieving better shock absorption, and enhancing passenger comfort.

[0013] Therefore, the specific technical solution adopted by the present invention is as follows: a bogie, including a guide frame, an axle bridge and a bogie frame, wherein the guide frame is rotatably connected to the underside of the axle bridge via a slewing bearing, and guide wheels for guidance are provided on both sides of the guide frame in the lateral direction, and rotatable steering housings are provided at both ends of the axle bridge, characterized in that: the guide frame is linked to the first steering housing via a steering tie rod, the first steering housing is linked to the second steering housing via a steering synchronizing rod, and the second steering housing is connected to the bogie frame via a reset device.

[0014] Furthermore, the reset device and the steering tie rod are arranged generally laterally and located on the side of the axle closer to the vehicle end, the steering tie rod is located on the side of the axle closer to the vehicle center, and the reset device is located directly above the steering tie rod.

[0015] Furthermore, the middle section of the steering synchronizer has a curved section to avoid the downward movement of the traction drive shaft.

[0016] Furthermore, the bogie frame includes a lower frame fixed to the axle bridge and an upper frame supported above the lower frame by air springs. A lateral shock absorber and a vertical shock absorber are provided between the upper frame and the lower frame. The inner end of the reset device is rotatably connected to the lower frame of the bogie frame.

[0017] Furthermore, the reset device is a bidirectional damping shock absorber.

[0018] Furthermore, the present invention also claims protection for a side-guided guide rail type rubber-tired train, characterized in that it has the aforementioned bogie.

[0019] The bogie of this invention has the advantages of compact structure, high reliability, and low cost. The reset device is located between the steering housing of the axle axle and the bogie frame, simultaneously achieving shock absorption and reset. This reduces the vibration of the bogie when passing through curves. Furthermore, the reset device is applied directly to the steering housing of the axle axle, improving the force transmission path, achieving better shock absorption, and enhancing passenger comfort.

[0020] The bogie of this invention has strong track adaptability and reduces maintenance material and labor costs. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a perspective view of the bogie of the present invention; Figure 2 This is a schematic diagram of the steering architecture of the present invention; Figure 3 This is a schematic diagram of the axle bridge of the bogie of the present invention; Figure 4 This is a schematic diagram of the running wheels of the bogie of the present invention; Figure 5 This is a schematic diagram of the braking device for the bogie. Figure 6 This is a schematic diagram of the secondary suspension system that invented the bogie; Figure 7 This is a schematic diagram of the assembly relationship of the bogie reset device. Figure 8 This is a cross-sectional schematic diagram of the bogie reset device. Figure 9 This is a schematic diagram of the air spring assembly relationship for the invention of the bogie; Figure 10 This is a schematic diagram of the assembly relationship of the traction rod of the bogie. Figure 11 This is a schematic diagram of the guiding device for the bogie. Figure 12 This is a schematic diagram of the guide wheel assembly of the bogie. Figure 13 This is a schematic diagram of the composition and assembly of the anti-roll torsion bar for the bogie. Figure 14 This is a schematic diagram of the obstacle removal and grounding device for the bogie.

[0023] The symbols in the attached diagram are illustrated below: 100-Boarding Frame; 100a - Upper frame; 100b - Lower frame; 101 - Car body mounting interface; 102 - Car body positioning interface; 103a - Upper traction rod seat; 103b - Lower traction rod seat; 104a - Upper air spring mounting seat; 104b - Lower air spring mounting seat; 105 - Vertical damper mounting seat; 106 - Lateral stop limit seat; 107 - Lateral damper mounting seat; 108 - Height valve adjusting rod mounting seat; 109 - Upper anti-roll torsion bar mounting seat; 110 - Inner mounting seat of reset device; 111 - Damper pressure repeater mounting seat; 112 - Axle bridge mounting seat; 113 - Lower anti-roll torsion bar mounting seat; 200-axle bridge; 201-Running wheel mounting seat; 202-Lower end traction rod seat of axle axle; 203-Frame mounting seat; 204-Transverse stop seat mounting seat; 205-Steering synchronizer rod; 206-Brake disc mounting seat; 207-Drive shaft mounting seat; 208-Brake caliper mounting seat; 209-Outer mounting seat of reset device; 210-Steering tie rod mounting seat; 211-Lifting point of slewing bearing mounting seat; 212-Steering synchronizer rod mounting seat; 213a-First steering housing; 213b-Second steering housing; 300-Traverse wheels; 301 - Tire; 302 - Built-in safety wheel; 303 - Wheel rim; 304 - Valve stem; 400 - Braking device; 401-Brake disc; 402-Brake cylinder; 403-Temperature monitoring device; 404-Brake caliper; 405-Brake pad wear monitoring device; 406-Brake line; 500-Second Series Suspension System; 501- Lateral shock absorber; 502- Vertical shock absorber; 503- Shock absorber pressure repeater; 504- Traction rod mounting base; 505a- Upper traction rod; 505b- Lower traction rod; 506- Reset device; 5061- Pin bolt; 5062- Spring washer; 5063- Locking nut; 5064- Reset device frame side mounting base; 5065- Self-locking nut; 5066- Fastening pin; 5067- Anti-loosening washers; 5068-Fastening bolts; 5069-Butterfly washers; 506a-Large cylinder body; 506b-Small cylinder body; 506c-Hydraulic shock absorber; 506d-Compression spring; 506e-Large spring baffle; 506f-Small spring baffle; 506g-Nuts; 507-Air spring; 508-Lateral stop; 510-Height valve; 511-Height valve adjusting rod; 512-Differential pressure valve; 513-Air piping; 600 - Guide device; 601-Shock damping device; 602-Guide wheel device; 603-Guide arm; 604-Guide frame; 604a-Crossbeam; 604b-Longitudinal beam; 605-Steering tie rod; 606-Slewing bearing; 607-Slewing bearing mounting seat; 608-Vertical height adjustment device; 609-Lateral distance adjustment pad; 610-Auxiliary device mounting hole; 611-Turnout wheel; 612-Guide wheel; 700-Anti-roll torsion bar; 701 - Torsion bar shaft; 702 - Torsion bar seat; 703 - Torsion arm; 704 - Pin; 705 - Connecting rod; 706 - Taper pin; 800 - Troubleshooting and grounding device; 801-Multifunctional support; 802-Block clearer; 803-Grounding brush; 804-Current collector shoe; 805-Current collector shoe mounting bracket. Detailed Implementation

[0024] To further illustrate the various embodiments, the present invention provides accompanying drawings, which are part of the disclosure of the present invention. These drawings are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these drawings, those skilled in the art should be able to understand other possible implementation methods and the advantages of the present invention. The components in the drawings are not drawn to scale, and similar component symbols are generally used to represent similar components.

[0025] like Figure 1 As shown, this embodiment is used for a bogie of a side-guided rubber-tired train. The bogie mainly consists of the following eight parts: bogie frame 100, axle bridge 200, running wheels 300, braking device 400, secondary suspension system 500, guiding device 600, anti-roll torsion bar 700, and obstacle removal and grounding device 800. The dimensions of each part are ensured by casting or forging and machining (but not limited to casting or forging and machining). During installation, bolts are used for fastening (but not limited to bolt fastening). To prevent failure of the connecting bolts due to shear force, bosses and grooves are designed at the corresponding installation interfaces to optimize the stress on the bolts.

[0026] Each part is described in detail below: Figure 2 This is a schematic diagram of the bogie frame 100. The bogie frame 100 provides interfaces for the installation of various devices or systems, and is a type of transitional connection device. The frame can be manufactured using casting, forging, plate welding, and other processes to ensure its strength and reliability. (Combined with...) Figure 6 , Figure 9 , Figure 10 The bogie frame 100 includes a lower frame 100b fixed to the axle bridge 200 and an upper frame 100a supported above the lower frame 100b by an air spring 507. A lateral damper 501 and a vertical damper 502 are provided between the upper frame 100a and the lower frame 100b. Figure 2 In the diagram, part number 101 is the vehicle body mounting interface, and part number 102 is the vehicle body positioning interface. The upper frame 100a is positioned with the vehicle body through the vehicle body positioning interface 102 and fixed to the vehicle body through the vehicle body mounting interface 101. It is evident that the upper frame 100a is directly fixed to the vehicle body. Figure 2 In this context, part number 112 is a shaft bridge mounting seat. This mounting seat 112 is located on the lower surface of the lower frame 100b, and the lower frame 100b is fixed to the shaft bridge 200 via the mounting seat 112. For example... Figure 2As shown, a lower air spring mounting seat 104b is provided on the upper surface of the lower frame 100b, and an upper air spring mounting seat 104a is provided at a corresponding position on the upper frame 100a. An air spring 507 is installed between these two mounting seats, thereby enabling the upper frame 100a to be supported on the lower frame 100b by the air spring 507. Both the upper frame 100a and the lower frame 100b are provided with upper traction rod seats 103a, combined with… Figure 6 It can be seen that the upper frame 100a and the lower frame 100b are connected by an upper traction rod 505a, thereby realizing the transmission of traction force. A lower traction rod seat 103b is also provided at the lower part of the upper frame 100a, corresponding to, as... Figure 3 As shown, the axle bridge 200 is also equipped with a corresponding axle bridge lower end traction rod seat 202, combined with Figure 7 It can be seen that the upper frame 100a and the axle bridge 200 are connected by the lower traction rod 505b, thereby realizing the transmission of traction force. Therefore, in this bogie, the traction force is transmitted to the vehicle (the upper frame 100a is fixed to the car body) through the upper traction rod 505a and the lower traction rod 505b respectively. Figure 2 As shown, the upper frame 100a and the lower frame b are provided with vertical vibration damper mounting seats 105 at corresponding positions in the vertical direction, combined with... Figure 7 It can be seen that the upper frame 100a and the lower frame b are connected by a vertical vibration damper 502, which realizes the vibration damping of the bogie frame 100 in the vertical direction. Figure 2 As shown, the upper frame 100a and the lower frame b are provided with lateral vibration damper mounting seats 107 at corresponding positions in the lateral direction. Combined with... Figure 6 It can be seen that the upper frame 100a and the lower frame b are connected by a lateral shock absorber 501 to achieve shock absorption of the bogie frame 100 in the lateral direction. Figure 2 In the middle, the upper frame 100a is also equipped with a lateral stop limit seat 106, combined with Figure 3 and Figure 6 It is understood that it is used to limit the lateral stop 508 mounted on the lateral stop seat mounting base 204 of the axle axle 200, thereby realizing the lateral movement range of the vehicle body relative to the axle axle. The upper frame 100a has a height valve mounting base, combined with Figure 7 The height valve mounting seat is used to install the height valve 510. The lower frame 100b has a corresponding height valve adjusting rod mounting seat 108. The height valve adjusting rod 511 is installed on the height valve adjusting rod mounting seat 108, thereby realizing the height adjustment of the air spring 507. The upper frame 100a is also provided with an upper anti-roll torsion bar mounting seat 109. Correspondingly, the lower frame 100b is provided with a lower anti-roll torsion bar mounting seat 113. The anti-roll torsion bar 700 is installed between the upper frame 100a and the lower frame 100b, which plays a role in suppressing the body roll and improving the overall vehicle running stability. Figure 2As shown, the lower frame 100b is also provided with an inner mounting base 110 for the reset device and a mounting base 111 for the damper pressure repeater, for respectively mounting the reset device 506 and the damper pressure repeater 503 (see Figure 110). Figure 6 ).

[0027] Figure 3 This is a schematic diagram of the axle axle 200. The axle axle 200 is a major load-bearing component of the bogie, providing driving and braking forces for vehicle movement and providing mounting interfaces for the running wheels, braking system, secondary suspension, reset device, and anti-roll torsion bar. The axle axle 200 has a housing and an internal axle. At the lateral ends of the axle axle 200 housing are respectively provided a rotatable first steering housing 213a and a second steering housing 213b (with the pivot shaft located in the vertical direction). A running wheel mounting seat 201 is fixed to the outer side of the steering housing for mounting the running wheels 300. The axle axle 200 achieves wheel rotation through the steering housing, thereby realizing vehicle steering. A lateral stop mounting seat 204 is provided at the center of the upper part of the axle axle 200 housing for mounting a lateral stop 508 (see...). Figure 6 On both sides of the lateral stop seat mounting base 204, near the steering housing, are frame mounting bases 203 fixed to the upper surface of the axle bridge 200 housing. These frame mounting bases 203 secure the lower frame 100b to the axle bridge 200 housing. Below the frame mounting base 203, on the axle bridge 200 housing, is a lower axle bridge traction rod seat 202 near the vehicle center. This lower axle bridge traction rod seat 202 is connected to the upper frame 100a via a lower traction rod 505b. On the side of the axle bridge 200 housing near the vehicle center (where the motor is mounted relative to the axle bridge on the side closest to the vehicle center), is a drive shaft mounting base 207. The output shaft of the motor (or other drive source) is connected to this drive shaft mounting base 207 via a drive shaft, thereby transmitting the motor's driving force to the axle bridge 200, which in turn drives the wheels on both sides. Figure 3 As shown, the axle bridge 200 also has a brake disc mounting seat 206 and a brake caliper mounting seat 208 located laterally outside the first steering housing 213a and the second steering housing 213b, for mounting the brake disc 401 and the brake caliper 404 respectively (see...). Figure 5 ).

[0028] like Figure 3 In the embodiment shown, a steering tie rod mounting seat 210 is provided on the side of the first steering housing 213a near the vehicle end, for connecting the outer end of the steering tie rod 605. Figure 11 The inner end of the steering tie rod 605 is hinged to the guide frame 604 of the guide device 600, more specifically, to the longitudinal beam of the guide frame 604. Steering synchronizer rod mounting seats 212 are provided on the side of the first steering housing 213a and the second steering housing 213b near the vehicle center. The two ends of the steering synchronizer rod are respectively hinged to the corresponding steering synchronizer rod mounting seats 212. Figure 3 As shown, the steering synchronizer 205 has a curved section in the middle to avoid the downward displacement of the traction drive shaft. This design allows the steering synchronizer 205 to avoid the traction drive shaft, preventing interference between the steering synchronizer 205 and the traction drive shaft. The steering synchronizer 205 can be arranged closer to the axial direction, making the entire axle bridge more compact and ensuring that the invention can smoothly complete the synchronous rotation of the two steering housings in a confined space. The second steering housing 213b has a reset device outer mounting base 209 near the vehicle end. The reset device 506 (see...) Figure 6 The outer end of the reset device 506 is hinged to the outer mounting base 209 of the reset device, and the inner end of the reset device 506 is hinged to the inner mounting base 110 of the reset device on the lower frame 100b. The guide frame 604 of the present invention is linked to the first steering housing 213a via the steering tie rod 605. The first steering housing 213a is linked to the second steering housing 213b via the steering synchronization rod 205. The second steering housing 213b is connected to the steering frame 100 (specifically, the lower frame 100b) via the reset device 506, which is connected to the steering housing. The guide frame 604 of the present invention drives the first steering housing 213a to rotate via the steering tie rod 605, and causes the second steering housing 213b to rotate synchronously via the steering synchronization rod 205. The reset device 506 acts between the second steering housing 213b and the lower frame 100b, providing steering return force and shock absorption. In this embodiment, the steering tie rod mounting base 210 and the steering synchronizer rod mounting base 212 are located near the bottom of the steering housing, while the outer mounting base 209 of the reset device is located near the top of the steering housing 213b. This positions the reset device 506 directly above the steering tie rod 605 on the vehicle end side, further improving the layout of the steering structure and making it more compact. Simultaneously, the steering force transmitted by the steering tie rod 605 and the opposing restoring force and damping provided by the reset device 506 are located within a narrower vertical space, improving the force transmission process. In this embodiment, the steering tie rod mounting base 210, the steering synchronizer rod mounting base 212, and the outer mounting base 209 of the reset device are all in the form of swing arms, fixed to the same steering housing at an angle between two swing arms. This angle can be adjusted according to the actual project. Figure 1 , Figure 3 and Figure 7 It can be seen that the reset device 506 and the steering tie rod 605 are arranged in a roughly transverse manner and are located on the side of the axle bridge 200 near the end of the vehicle, while the steering tie rod 605 is located on the side of the axle bridge 200 near the center of the vehicle.

[0029] Figure 4This is a schematic diagram of the running wheel 300, which mainly includes a tire 301, an internal safety wheel 302, a rim 303, and a valve stem 304. The running wheel 300 provides running support for the bogie, with the internal safety wheel 302 being a component. The internal safety wheel mainly consists of multiple roughly fan-shaped support bodies fixed together by fasteners. Adjacent support bodies are secured together with bolts and nuts, with flat washers placed between the nuts and support bodies. Cotter pins pass through holes in the bolts to prevent the nuts from loosening and falling off. The running wheel 300 is also equipped with a wireless composite sensor for tire pressure and temperature monitoring. Tire pressure and temperature information is transmitted to the control system via Bluetooth and a network. When a tire loses air, the internal safety wheel provides safety for the vehicle, ensuring that the vehicle can travel to the next station or vehicle depot at a certain speed.

[0030] like Figure 5 The diagram shows the braking device 400 of the bogie of this invention. The braking device 400 mainly includes: a brake cylinder 402, a temperature monitoring device 403, a brake caliper 404, a brake pad wear monitoring device 405, and a brake line 406. The brake disc 401 is mounted on the steering housing (steering knuckle) of the axle axle 200, and the braking device 400 is mounted on the brake caliper mounting seat 208 of the axle axle 200 via the brake caliper 404. It provides braking force for vehicle braking and parking, and is equipped with a brake pad wear limit monitoring device and a temperature monitoring device. The monitoring signals are transmitted to the control center via cables, Bluetooth, networks, etc., to monitor the status of the braking device in real time.

[0031] like Figure 6As shown, the secondary suspension system 500 of the present invention mainly includes a lateral shock absorber 501, a vertical shock absorber 502, a shock absorber pressure repeater 503, a traction rod mounting base 504, an upper traction rod 505a, a lower traction rod 505b, a reset device 506, an air spring 507, a lateral stop 508, a height valve 510, a height valve adjusting rod 511, a differential pressure valve 512, and an air pipeline 513. The lateral shock absorber 501 and the vertical shock absorber 502 are installed between the upper frame 100a and the lower frame 100b, providing lateral and vertical damping. The upper traction rod 505a is connected to the upper frame 100a and the lower frame 100b at both ends via elastic nodes, while the lower traction rod 505b is connected to the upper frame 100a and the axle bridge 200 at both ends via elastic nodes. Specifically, the lower traction rod 505b is hinged to a traction rod mounting seat 504 at the end near the axle bridge 200. The traction rod mounting seat 504 is fixed to the traction rod seat 202 at the lower end of the axle bridge 200, thereby realizing the transmission of traction force between the axle bridge 200 and the upper frame 100a. The height valve 510 is fixed to the upper frame 100a, and the height valve adjusting rod 511 connected to the height valve 510 is fixed to the lower frame 100b. The height valve 510 automatically opens the inflation or deflation action by dynamically sensing changes in vehicle height (such as the sinking or lifting of the vehicle body caused by changes in load), adjusting the height of the air spring to maintain the vehicle body at a preset reasonable height.

[0032] The main functions of the secondary suspension system include: 1. To transmit traction and braking forces between the bogie and the car body; 2. Control measures are used to ensure the vehicle's lateral stability and comfort; 3. The vertical shock absorber is equipped with a lifting function, which facilitates the lifting of the whole vehicle or the transport of the bogie; 4. Quickly straighten the tires after navigating a curve to reduce wear; 5. Adjust the air spring pressure to ensure that the vehicle floor height remains at the same level at all times.

[0033] In this embodiment, the vertical damper 502 adopts a traditional vertical damper, although a semi-active vertical damper can also be used. The vertical damper 502 has an internal lifting structure, providing lifting functionality for the entire vehicle and bogie during transport. Furthermore, the lateral stop 508 is bolted to the lateral stop mounting base 204 located above the center of the axle axle 200 housing (see...). Figure 3 On the upper frame 100a and lower frame 100b, the lateral damper 501 has elastic nodes at both ends and is installed on the lateral damper mounting seats 107 by anti-loosening washers and bolts, respectively. The lateral damper and lateral stop can attenuate the lateral vibration between the car body and the bogie, providing comfortable operating conditions for the vehicle.

[0034] Figure 7This is a schematic diagram of the assembly relationship of the reset device 506. In this embodiment, the reset device 506 is a bidirectional damping shock absorber; alternatively, a damped hydraulic bidirectional shock absorber can also be used. The right end of the reset device 506 is hinged to a reset device frame-side mounting seat 5064 fixed on the inner mounting seat 110 of the lower frame 100b. The reset device frame-side mounting seat 5064 is fixed to the inner mounting seat 110 of the lower frame 100b by fastening bolts 5068 and anti-loosening washers 5067. The right end of the reset device 506 is hinged to the reset device frame-side mounting seat 5064 by fastening pins 5066, butterfly washers 5069, and self-locking nut 5065. The left end of the reset device 506 is hinged to the outer mounting seat 209 of the reset device located on the second steering housing 213b of the axle bridge 200 by pin bolts 5061, spring washers 5062, and locking nut 5063.

[0035] The reset device 506 mainly controls the rotation of the swing arm by resetting. The swing arm drives the connecting rod to give the traveling wheel a timely return force after it passes through the curve, so that the traveling wheel can return to the straight position in time on the straight road, thereby reducing tire wear and improving service life.

[0036] Figure 8 This is a cross-sectional view of the reset device 506 in this embodiment. Figure 8 As shown, the reset device 506 includes a large cylinder 506a and a small cylinder 506b nested in opposite directions. A hydraulic damper (hydraulic rod) 506c for shock absorption is installed inside the small cylinder 506b. The housing of the hydraulic damper 506c is fixed to the small cylinder 506b, and the compressible screw of the hydraulic damper 506c is fixed to the large cylinder 506a. A compression spring 506d for reset is installed outside the small cylinder 506a, and this compression spring 506d is held by spring retainers located in the large and small cylinders. The hydraulic damper 506c in the reset device 506 enables bidirectional damping and shock absorption, while the compression spring 506d is used for reset. A large spring retainer 506e cooperates with a stop in the large cylinder 506a to limit the movement of the compression spring 506d. The spring baffle 506f is fixed to the small cylinder 506b by the nut 506g, and serves as a limit spring 506d.

[0037] When the bogie enters the left-hand curve section of the track, the running tire pulls the small cylinder 506b, which in turn pulls the spring baffle 506f fixed to the end of the small cylinder 506b by the nut 506g. This forces the spring baffle 506f to compress the compression spring 506d. During the compression of the compression spring 506d, the hydraulic shock absorber 506c acts as a buffer, ensuring a smooth compression stroke and thus guaranteeing the lateral stability of the vehicle. After the vehicle passes through the curve, the compressed spring 506d returns to its inherent characteristics. Under the action of the spring, the spring 506d begins to rebound. During the rebound, the spring 506d gradually extends, pushing the small spring baffle 506f fixed to the end by the nut 506g. The small spring baffle 506f drives the small cylinder 506b to contract. During the contraction of the spring 506d, the hydraulic shock absorber 506c plays a buffering role, making the stroke of the spring 506d smooth and ensuring the lateral stability of the vehicle. Thus, the small cylinder 506b pulls the running tire to return to center in time, reducing abnormal tire wear and improving tire life and lateral stability.

[0038] When the bogie enters the right-turn section of the track, the running tire pulls the large cylinder block 506a, which in turn pulls the large spring baffle 506e hooked at the end of the large cylinder block 506a. This forces the large spring baffle 506e to compress the compression spring 506d. During the compression of the compression spring 506d, the hydraulic shock absorber 506c acts as a buffer, ensuring a smooth compression stroke and thus guaranteeing the vehicle's lateral stability. After the vehicle passes through the curve, the compressed compression spring 506d begins to rebound due to its inherent characteristics. During the rebound, the compression spring 506d gradually extends, pushing the large spring baffle 506e. The large spring baffle 506e then causes the large cylinder block 506a to contract. During the contraction of the compression spring 506d, the hydraulic shock absorber 506c acts as a buffer, ensuring a smooth contraction stroke and guaranteeing the vehicle's lateral stability. This allows the large cylinder block 506a to pull the running tire back to center in a timely manner, reducing abnormal tire wear and improving tire life and lateral stability.

[0039] like Figure 9 The diagram shows the assembly relationship of the air spring 507. The upper and lower mounting surfaces of the air spring 507 are respectively mounted to the upper air spring mounting seat 104a of the upper frame 100a and the lower air spring mounting seat 104b of the lower frame using bolts, anti-loosening washers, and self-locking nuts. The air spring provides stable comfort and smoothness for the vehicle and has an internal emergency spring to effectively ensure vehicle safety in the event of air spring failure.

[0040] like Figure 10The diagram shows the assembly relationship of the traction rods. The traction rods include two upper traction rods 505a and two lower traction rods 505b arranged symmetrically. The two ends of the upper traction rods 505a are connected to the upper traction rod seats 103a of the upper frame 100a and lower frame 100b respectively via tapered pins. One end of the lower traction rod 505b is connected to the lower traction rod seat 103b of the upper frame 100a via a tapered pin, and the other end is hinged to the traction rod mounting seat 504 via a tapered pin. The traction rod mounting seat 504 is fixed to the traction rod seat 202 at the lower end of the axle axle by bolts. The four traction rods function to transmit the vehicle's traction and braking forces.

[0041] like Figure 11 The diagram shows a schematic of the guide device 600. The guide device 600 includes an H-shaped guide frame 604, which comprises two crossbeams 604a and two longitudinal beams 604b connected between the crossbeams 604a. The inner end of the steering tie rod 605 is rotatably connected to the longitudinal beam 604b of the guide frame 604, away from the first steering housing 213a. The guide frame 604 is rotatably connected to the underside of the axle bridge 200 via a slewing bearing 606. Specifically, the inner ring of the slewing bearing 606 is fixed to the guide frame 604, while the outer ring is fixed to a slewing bearing mounting seat 607, which is fixed to the underside of the axle bridge 200 housing, thereby enabling relative rotation between the guide frame 604 and the axle bridge 200. Figure 3 In the diagram, 211 is the lifting point for the slewing bearing mounting base. Guide wheel devices 602 for guidance are provided on both sides of the guide frame 604. Specifically, as shown... Figure 11 In the embodiment shown, the guide wheel device 602 includes guide arms 603 disposed at both ends of the crossbeam of the guide frame 604, and guide wheels disposed at the outer ends of the guide arms 603 via a shock-absorbing buffer device 601. The guide arms 603 and the crossbeam of the guide frame 604 are installed in an adjustable manner. Specifically, a vertical height adjustment device 608 is provided between them to adjust the height of the guide wheel device 602, thereby adapting to the needs of different lines. A lateral distance adjustment pad 609 is also provided between them to adjust the lateral spacing of the guide wheel device 602, adapting to the needs of different lines, and can also be used to compensate for wear on the guide wheels 612. This design allows the present invention to use guide wheels with a simpler structure, reducing manufacturing costs. Auxiliary device mounting holes 610 are also provided at both ends of the crossbeam 604a of the guide frame 604 for mounting auxiliary devices.

[0042] like Figure 12The diagram shows the guide wheel assembly of the guiding device, which includes guide wheel 612 and turnout wheel 611. Guide wheel 612 guides the vehicle smoothly through curves and turnouts, and ensures the vehicle travels along the designated track on straight sections. When the guide wheel 612 and turnout wheel 611 experience wear and tear, causing their diameters to decrease, a lateral distance adjustment pad 609 is used to adjust them to fit the existing or new track. Guide wheel assembly 602 reduces abnormal impacts caused by track irregularities and joints, providing stability and comfort during train operation. Steering tie rod 605 enables both wheels of the bogie to steer simultaneously, preventing instability caused by asynchronous left and right steering.

[0043] like Figure 13 The diagram shows an assembly schematic of the anti-roll torsion bar 700. The anti-roll torsion bar 700 includes a torsion bar shaft 701, a torsion bar seat 702, a torsion arm 703, a pin 704, a connecting rod 705, and a tapered pin 706. The two ends of the torsion bar shaft 701 are mounted on the anti-roll torsion bar mounting base 109 of the upper frame 100a via the torsion bar seat 702 (see...). Figure 2 On the torsion bar shaft 701, torsion arms 703 are also provided at both ends. The ends of the torsion arms 703 are connected to the connecting rod 705 through pins 704. The connecting rod 705 is connected to the lower anti-roll torsion bar mounting seat 113 of the lower frame 100b (see) through tapered pins 706. Figure 2 The upper connecting seat has no displacement after installation between it and the vehicle body, which helps to suppress the side roll of the vehicle body and improve the overall running stability of the vehicle.

[0044] like Figure 14 The diagram shows a schematic of the obstacle removal and grounding device 800. The obstacle removal and grounding device 800 mainly includes a multi-functional support 801, an obstacle remover 802, a grounding brush 803, a current-collecting shoe 804, and a current-collecting shoe mounting bracket 805. The obstacle remover 802 removes foreign objects from the track, ensuring the safe passage of vehicles along designated routes. The back of the obstacle remover 802 engages with the multi-functional support 801 via teeth; as tires wear down, the position of these teeth can be adjusted to maintain the obstacle remover 802 at a suitable working position above the ground. The grounding brush 803 transmits the train's current to the ground through the grounding device, forming a complete power circuit. This allows the train's current to bypass critical vehicle components and be directed to the ground, protecting vehicle components and preventing electric shock accidents. The multi-functional support 801 is bolted to the auxiliary device mounting hole 610 of the guide device 600 through the multi-functional support mounting hole. The current receiving shoe 804 is installed on the current receiving shoe mounting bracket hole by the current receiving shoe fixing bolt, and the current receiving shoe mounting bracket 805 is installed on the multi-functional support fixing hole by bolts through the bracket fixing hole.

[0045] This invention enables the safe and stable operation of a single-axle bogie in a side-guided rubber-tired train, improving passenger comfort. It solves the problem of curve wear on the guide tires and turnout wheels; and suppresses the vehicle's roll and vertical motion, improving operational stability.

[0046] Furthermore, the present invention also relates to a side-guided guide rail type rubber-tired train, which has a car body and a bogie of the above embodiment fixed under the car body. The guide rail drives the wheels to steer, allowing the vehicle to run between the guide rails.

[0047] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A bogie, comprising a guide frame (604), an axle bridge (200), and a bogie frame (100), wherein the guide frame (604) is rotatably connected to the underside of the axle bridge (200) via a slewing bearing (606), and guide wheel devices (602) for guidance are provided on both lateral sides of the guide frame (604), and a first steering housing (213a) and a second steering housing (213b) are respectively provided at both ends of the axle bridge (200), characterized in that: The guide frame (604) is linked to the first steering housing (213a) via the steering tie rod (605), the first steering housing (213a) is linked to the second steering housing (213b) via the steering synchronization rod (205), and the second steering housing (213b) is connected to the steering frame (100) via the reset device (506).

2. The bogie according to claim 1, characterized in that: The reset device (506) and the steering tie rod (605) are arranged generally laterally and are located on the side of the axle (200) near the end of the vehicle. The steering tie rod (605) is located on the side of the axle (200) near the center of the vehicle, and the reset device (506) is located directly above the steering tie rod (605).

3. The bogie according to claim 1, characterized in that: The first steering housing (213a) has a steering tie rod mounting seat (210) on the side near the vehicle end. The outer end of the steering tie rod (605) is rotatably connected to the steering tie rod mounting seat (210), and the inner end of the steering tie rod (605) is rotatably connected to the guide frame (604). The second steering housing (213b) has a reset device outer mounting seat (209) on the side near the vehicle end. The outer end of the reset device (506) is rotatably connected to the reset device outer mounting seat (209), and the inner end of the reset device (506) is rotatably connected to the steering tie rod (604). The steering frame (100) is rotatably connected; a steering synchronizer mounting seat (212) is provided on the side of the first steering housing (213a) and the second steering housing (213b) near the center of the vehicle. The two ends of the steering synchronizer (205) are rotatably connected to the corresponding steering synchronizer mounting seat (212). The steering tie rod mounting seat (210) and the steering synchronizer mounting seat (212) are provided near the bottom of the steering housing (213a, 213b). The outer mounting seat (209) of the reset device is provided near the top of the second steering housing (213b).

4. The bogie according to claim 2, characterized in that: The steering synchronizer (205) has a curved section in the middle to avoid the sinking of the traction drive shaft, which is located directly below the connection between the traction drive shaft and the axle.

5. The bogie according to claim 1, characterized in that: The bogie frame (100) includes a lower frame (100b) fixed to the axle bridge (200) and an upper frame (100a) supported above the lower frame (100b) by an air spring (507). A lateral damper (501) and a vertical damper (502) are provided between the upper frame (100a) and the lower frame (100b). The inner end of the reset device (506) is rotatably connected to the lower frame (100b).

6. The bogie according to claim 5, characterized in that: A transverse stop (508) is provided in the center of the axle bridge (200), and a transverse stop limiting seat (106) is provided in the upper frame (100a) to limit the transverse movement of the transverse stop (508).

7. The bogie according to claim 5, characterized in that: It also has an upper traction rod (505a) and a lower traction rod (505b), wherein the upper traction rod (505a) is disposed between the upper frame (100a) and the lower frame (100b), and the lower traction rod (505b) is disposed between the upper frame (100a) and the axle bridge (200).

8. The bogie according to claim 1, characterized in that: The guide frame (604) includes a crossbeam (604a) located on the front and rear sides of the axle bridge (200) and a longitudinal beam (604b) connected between the crossbeams (604a). The inner end of the steering tie rod (605) is rotatably connected to the longitudinal beam (604b) of the guide frame (604) that is away from the first steering housing (213a).

9. The bogie according to claim 1, characterized in that: The reset device (506) is a bidirectional damping shock absorber.

10. The bogie according to claim 1, characterized in that: The guide frame has a guide arm (603) at the end of the crossbeam (604a). The guide wheel device (602) includes a guide wheel assembly located at the outer end of the guide arm (603) via a shock-absorbing buffer device (601). The guide wheel assembly includes a guide wheel (612) and a turnout wheel (611).

11. A side-guided guide rail type rubber-tired train, characterized in that, It has a bogie as described in any one of claims 1-10.

Images