High-adaptability running device of monorail train and monorail train with same

Abstract

This invention discloses a highly adaptable running gear for a monorail and a monorail having the same. The running wheel assembly includes front and rear running wheels symmetrically distributed longitudinally. A sleeper beam assembly is mounted vertically above the main beam assembly. The main beam assembly includes a main beam and side beams. Front and rear guide assemblies, radially symmetrically distributed, are mounted on the inner sides of each side beam. A stabilizing assembly is provided between the front and rear guide assemblies on the same side beam. Front and rear drive assemblies are symmetrically arranged on the longitudinal front and rear sides of the main beam. The hinged structure of the sleeper beam assembly includes an outer ring, a main ring, and an inner ring. The main ring is located between the outer and inner rings and mounted on the sleeper beam. The inner ring is rotatably mounted to the front car body base, and the outer ring is mounted to the rear car body base. This invention has a compact structure, increasing the vertical space inside the car, meeting the clearance requirements of small-sized and existing lines, without occupying interior space.

Description

Technical Field

[0001] This invention relates to the field of monorail technology, and more particularly to a highly adaptable running gear for a monorail and a monorail having the same. Background Technology

[0002] In existing monorail running gear, the articulated structures connecting adjacent carriages typically only have rotational freedom in the horizontal plane, making them unsuitable for complex tracks with vertical curves (slopes). When vehicles traverse slopes, additional stress is easily generated at the connection points, affecting operational stability and structural lifespan. Furthermore, the guide wheels in existing running gear mostly only contact the side of the track beam, lacking dedicated anti-overturning stabilizing components that engage with the back of the track beam. This poses a risk of overturning when vehicles turn or are subjected to crosswinds, and makes it difficult to adapt to varying loads. In addition, some existing technologies employ multi-layered structures and install the running gear at the bottom of the carriage, occupying internal space and failing to meet the clearance requirements of small lines and existing lines. The drive units use linear motors, which are expensive, heavy, and have a high failure rate, resulting in high total life-cycle costs. Therefore, there is an urgent need for a highly adaptable, compact monorail running gear that does not occupy carriage space and possesses good anti-overturning capabilities. Summary of the Invention

[0003] The purpose of this invention is to provide a highly adaptable running device for a monorail and a monorail having the same, which has a compact structure and allows the bottom of the vehicle to be close to the track beam, thereby significantly increasing the vertical space inside the carriage, meeting the clearance requirements of small lines and existing lines, and without occupying additional space inside the carriage, thus solving the above-mentioned problems existing in the prior art.

[0004] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: This invention discloses a highly adaptable running device for a monorail, comprising a running wheel assembly, a main beam assembly, a sleeper beam assembly, a front drive assembly, and a rear drive assembly that can rotatably travel on a track beam. The running wheel assembly includes two front running wheels and two rear running wheels symmetrically distributed longitudinally. The sleeper beam assembly is mounted vertically above the main beam assembly. The main beam assembly includes a main beam extending laterally between the front and rear running wheels, and side beams symmetrically distributed on both sides of the main beam. A radially symmetrical front guide assembly and a rear guide assembly are mounted on the inner side of each side beam. A stabilizing assembly is provided between the front and rear guide assemblies on the same side beam. The stabilizing assembly includes a stabilizing solid wheel, the radial direction of which is in vertical contact with the back of the track beam. To provide anti-overturning moment, the main beam is symmetrically provided with a front drive assembly and a rear drive assembly on its longitudinal front and rear sides, respectively. The front drive assembly is driven and connected to each front running wheel, and the rear drive assembly is driven and connected to each rear running wheel. The bolster beam assembly includes a bolster beam and a hinge structure. The hinge structure includes an outer ring body, a main ring body, and an inner ring body that are mounted by rolling elements. The main ring body is located between the outer ring body and the inner ring body and is mounted on the bolster beam. The vertical end of the inner ring body is rotatably mounted and connected to the front vehicle body base through a base rolling element, so that the front vehicle body base can rotate relative to the base rolling element and also relative to the main ring body. The vertical end of the outer ring body is mounted and connected to the rear vehicle body base, which can rotate relative to the main ring body.

[0005] Furthermore, the stabilizing component includes a stabilizing bracket, a stabilizing solid wheel, and a stabilizing bearing seat. Stabilizing shafts are longitudinally spaced along the stabilizing bracket. A first stabilizing bearing and a second stabilizing bearing are rotatably mounted on the stabilizing shafts. The stabilizing solid wheel is mounted on the first stabilizing bearing and makes radial vertical contact with the back of the track beam. The second stabilizing bearing is fixedly mounted on the stabilizing bearing seat, and the stabilizing bearing seat is fixedly connected to a corresponding stabilizing mounting seat. The stabilizing mounting seat is fixedly connected to the inner side of the side beam. A stabilizing rubber block located radially outside the first stabilizing bearing is mounted on the stabilizing bracket, and the stabilizing rubber block forms a gap with the corresponding stabilizing mounting seat.

[0006] Furthermore, the front vehicle body base includes a support plate, a support base frame, a support cover, and a base rolling element. The support base frame is installed on the upper surface of the inner ring body. The cavity formed by the connection between the support base frame and the support cover is connected to the outer ring of the base rolling element. The support plate is connected to the inner ring of the base rolling element.

[0007] Furthermore, the drive assembly includes a differential gearbox and a traction motor that are connected by an adapter. The lateral sides of the differential gearbox are respectively installed and connected to the corresponding front or rear running wheels, and are fixedly installed and connected to the main beam. The traction motor is located on the longitudinal outer side of the differential gearbox.

[0008] Furthermore, the drive assembly also includes a tire blowout support device, which includes a tire blowout bracket, a lateral shaft, and a solid support wheel. The tire blowout bracket is fixedly installed at the vertical bottom of the drive assembly. The lateral sides of the tire blowout bracket are respectively fixedly connected to the corresponding solid support wheel through the lateral shaft. The solid support wheel is located on the longitudinal outer side of the corresponding running wheel, and the mounting axis of the traction motor has an angle with the horizontal plane.

[0009] Furthermore, vertical hydraulic dampers and secondary hourglass springs are symmetrically installed on both sides of the vertical end of the main beam. The vertical hydraulic dampers are located on the outer side of the secondary hourglass springs, and the vertical hydraulic dampers and the secondary hourglass springs are respectively installed and connected to the vertical bottom of the bolster beam assembly.

[0010] Furthermore, a traction rubber stack is provided at the vertical end of the main beam located between the two hourglass springs. The traction rubber stack is installed and connected to the vertical bottom of the bolster beam assembly. A transverse mounting seat is symmetrically provided at the vertical end of the main beam located between the traction rubber stack and the two hourglass springs. A transverse stop pad is installed on the transverse mounting seat. A longitudinal upper ear and a longitudinal lower ear are respectively provided on the longitudinal inner side of the drive assembly. The longitudinal upper ear is in longitudinal contact with the traction rubber stack, and the longitudinal lower ear is fixedly installed and connected to the main beam.

[0011] Furthermore, at least two guide mounting seats are provided on the inner side of the side beam. Both the front guide assembly and the rear guide assembly include a guide bracket, a solid guide wheel, and a guide bearing seat. The guide bracket adopts a double-layer triangular structure. The two mounting corners of the guide bracket are respectively mounted on the two ends of the guide shaft. The guide shaft is rotatably mounted with a first guide bearing and a second guide bearing. The solid guide wheel is mounted on the first guide bearing and makes radial horizontal contact with the outer surface of the track beam. The second guide bearing is fixedly mounted on the guide bearing seat, and the guide bearing seat is fixedly connected to the corresponding guide mounting seat. A guide rubber block is installed on the third mounting corner plane of the guide bracket. The guide rubber block forms a gap with the longitudinal end of the corresponding side beam to control the minimum turning radius of the monorail.

[0012] Furthermore, it also includes braking devices that are installed on the side beams and are diagonally symmetrically distributed in the lateral direction. The braking device includes brake pads and brake caliper bodies. The brake pads are installed on the lateral outer side of the corresponding front or rear running wheel, and the brake caliper bodies are installed on the corresponding side beams. When the monorail issues a braking signal, the braking device performs a braking action to decelerate the monorail until it stops.

[0013] The present invention also provides a monorail, including a highly adaptable running gear on which the monorail is installed.

[0014] Compared with the prior art, the beneficial technical effects of the present invention are as follows: The highly adaptable running gear of the monorail of the present invention and the monorail having the same feature achieve a compact overall structure by installing the running gear between the end supports of the front and rear car bodies. The bottom of the vehicle can be close to the track beam, thereby greatly increasing the vertical space inside the car body, meeting the clearance requirements of small lines and existing lines, without occupying interior space. Furthermore, by employing a composite degree-of-freedom hinged structure composed of an outer ring, a main ring, an inner ring, and rolling elements, the front car body base can both pitch and rotate relative to the base rolling elements in the vertical plane and rotate relative to the main ring in the horizontal plane, while the rear car body base can rotate relative to the main ring in the horizontal plane. This design allows for better adaptation to complex tracks with vertical curves, significantly reducing additional stress at connections and overcoming the limitation of existing technologies that can only rotate horizontally. Simultaneously, a stabilizing component is installed between the front and rear guide components on the same side beam. Its stabilizing solid wheel makes radial contact with the vertical back of the track beam, automatically adjusting according to load changes to provide continuous anti-overturning torque, effectively resisting overturning risks during turns or crosswinds, and significantly improving operational safety. Furthermore, the use of a traction motor with a differential gearbox drive is lower in cost, lighter in weight, and has a lower failure rate compared to linear motors. It also offers lower operating resistance, saves energy, and significantly reduces the total lifecycle cost. Attached Figure Description

[0015] 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.

[0016] Figure 1 This is a schematic diagram of the highly adaptable running gear of the monorail tram according to Embodiment 1 of the present invention on the track beam; Figure 2 for Figure 1 Enlarged view of the main structure in the image; Figure 3This is a schematic diagram of the main beam assembly in the highly adaptable running gear of the monorail tram according to Embodiment 1 of the present invention; Figure 4 This is a schematic diagram of the sleeper beam assembly in the highly adaptable running gear of the monorail tram according to Embodiment 1 of the present invention; Figure 5 for Figure 4 Sectional view along the AA direction; Figure 6 This is a schematic diagram of the front drive assembly in the highly adaptable running gear of the monorail tram according to Embodiment 1 of the present invention; Figure 7 This is a schematic diagram of the installation structure of the front guide assembly, rear guide assembly, and stabilization assembly in the highly adaptable running device of the monorail tram according to Embodiment 1 of the present invention.

[0017] Explanation of reference numerals in the attached drawings: 1. Main beam assembly; 1a. Main beam; 1a1. Upper plate of main beam; 1a2. Lower plate of main beam; 1a3. Side plate of main beam; 1a4. End reinforcement seat of main beam; 1a5. Middle block of main beam; 1b. Side beam; 1b1. Inner side plate of side beam; 1b2. Outer side plate of side beam; 1b3. End plate of side beam; 1b4. Bottom plate of side beam; 1b5. Brake caliper mounting seat; 1b61. Guide mounting seat; 1b62. Stabilizing mounting seat; 1c. Traction rubber stack; 1d. Vertical hydraulic damper; 1e. Secondary hourglass spring; 1f. Lateral stop pad; 2. Pillow beam assembly; 2a. Pillow beam; 2a1. Pillow beam upper plate; 2a11. Protrusion; 2a12. Rib plate; 2a2. Pillow beam lower plate; 2a3. Pillow beam side plate; 2a4. Pillow beam end reinforcement support; 2a5. Pillow beam hourglass spring mounting seat; 2a51. Flange face; 2a6. Traction block; 2b. Hinge structure; 2b1. Main ring body; 2b2. Outer ring body; 2b3. Inner ring body; 2b4. Front body base; 2b41. Support plate; 2b42. Support base frame; 2b43. Support cover; 2b44. Base rolling element; 2b5. Rear body base; 31. Front drive assembly 32. Rear drive assembly; 3a. Differential gearbox; 3a1. Fixed flange face; 3a2. Longitudinal upper ear; 3a3. Longitudinal lower ear; 3a4. Rotating flange face; 3a5. Longitudinal tire blowout support flange face; 3b. Running tire; 3b1. Front running wheel; 3b2. Rear running wheel; 3c. Adapter; 3d. Traction motor; 3d1. Motor flange face; 3e. Tire blowout support device; 3e1. Tire blowout bracket; 3e11. Upper flange face; 3e12. Front flange face; 3e2. Lateral shaft; 3e3. Solid support wheel; 3f. Brake disc mount; 41. Front 42. Rear guide assembly; 4a1. Guide bearing housing; 4a2. Guide bracket; 4a3. Guide solid wheel; 4a4. Guide shaft; 4a5. Guide rubber block; 4a61. First guide bearing; 4a62. Second guide bearing; 4b. Stabilizing assembly; 4b1. Stabilizing bearing housing; 4b2. Stabilizing bracket; 4b3. Stabilizing solid wheel; 4b4. Stabilizing shaft; 4b5. Stabilizing rubber block; 4b61. First stabilizing bearing; 4b62. Second stabilizing bearing; 5. Braking device; 5a. Brake pad; 5b. Brake caliper body; 6. Track beam. Detailed Implementation

[0018] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0019] In the description of this invention, it should be understood that the terms "length," "width," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0020] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0021] The technical solutions provided by the various embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0022] Example 1 like Figures 1 to 7 As shown, the highly adaptable running device of the monorail tram in this embodiment 1 includes a running wheel assembly that can rotate and travel on the track beam 6, a main beam assembly 1, a sleeper beam assembly 2, a front drive assembly 31, and a rear drive assembly 32. The running wheel assembly includes two front running wheels 3b1 and two rear running wheels 3b2 that are symmetrically distributed longitudinally. The sleeper beam assembly 2 is installed vertically above the main beam assembly 1. The sleeper beam assembly 2 is simultaneously hinged to the front car body base 2b4 and the rear car body base 2b5.

[0023] Specifically, the main beam assembly 1 includes a main beam 1a that is disposed between the front traveling wheel 3b1 and the rear traveling wheel 3b2 and extends laterally, and side beams 1b that are symmetrically distributed on both sides of the main beam 1a; a front guide assembly 41 and a rear guide assembly 42 that are radially symmetrically distributed are respectively installed on the inner side of each side beam 1b, and a stabilizing assembly 4b is provided between the front guide assembly 41 and the rear guide assembly 42 in the same side beam, which can be automatically adjusted according to load changes; a front drive assembly 31 and a rear drive assembly 32 are symmetrically arranged on the longitudinal front and rear sides of the main beam 1a, respectively, the front drive assembly 31 is driven connected to each front traveling wheel 3b1, and the rear drive assembly 32 is driven connected to each rear traveling wheel 3b2.

[0024] like Figure 3 As shown, to ensure the strength of the installation support, the main beam 1a is in a straight line shape, consisting of an upper plate 1a1, a lower plate 1a2, a side plate 1a3, an end reinforcement seat 1a4, and a middle block 1a5. These components are welded together to form a stable support structure. The middle block 1a5 connects the upper plate 1a1 and the lower plate 1a2 to strengthen the structural strength of the main beam 1a. The upper plate 1a1 has threaded holes symmetrically arranged along its transverse sides at its vertical end for installing the secondary hourglass spring 1e. The bottom surface of the secondary hourglass spring 1e is fixed to the threaded hole position of the corresponding main beam upper plate 1a1 by bolts; the main beam end reinforcement seat 1a4 is located at both ends of the main beam 1a and is arranged symmetrically. The vertical end of the main beam end reinforcement seat 1a4 is also symmetrically fixed with vertical hydraulic dampers 1d on both sides of the transverse direction. The vertical hydraulic dampers 1d are located on the transverse outer side of the secondary hourglass spring 1e. The vertical hydraulic dampers 1d and the secondary hourglass spring 1e are respectively installed and connected to the vertical bottom of the pillow beam assembly 2.

[0025] Furthermore, a traction rubber stack 1c is provided at the vertical end of the main beam located between the secondary hourglass springs 1e. The traction rubber stack 1c is installed and connected to the vertical bottom of the bolster beam assembly 2. At the same time, transverse mounting seats 1a1a are symmetrically provided at the vertical end of the upper plate 1a1 of the main beam located between the traction rubber stack 1c and each secondary hourglass spring 1e. Transverse stop pads 1f are installed on each transverse mounting seat 1a1a.

[0026] like Figure 4 and Figure 5 As shown, the bolster beam assembly 2 includes a bolster beam 2a and a hinge structure 2b. The bolster beam 2a is installed vertically above the main beam assembly 1. The hinge structure 2b includes an outer ring body 2b2, a main ring body 2b1, and an inner ring body 2b3, which are mounted by rolling elements. The main ring body 2b1 is located between the outer ring body 2b2 and the inner ring body 2b3 and is mounted on the bolster beam 2a. The vertical end of the inner ring body 2b3 is rotatably connected to the front vehicle body base 2b4 via a base rolling element 2b44, and the front vehicle body base 2b4 can rotate relative to the main ring body 2b1. The vertical end of the outer ring body 2b2 is connected to the rear vehicle body base 2b5, and the rear vehicle body base 2b5 can rotate relative to the main ring body 2b1.

[0027] To ensure installation support strength, the bolster beam 2a is in a straight line shape, consisting of an upper bolster beam plate 2a1, a lower bolster beam plate 2a2, a side bolster beam plate 2a3, a reinforcing support at the end of the bolster beam 2a4, a bolster beam hourglass spring mounting seat 2a5, and a traction block 2a6. The upper bolster beam plate 2a1 has a protrusion 2a11 at its center with the same radius as the main ring body 2b1. The bottom of the protrusion 2a11 is welded to the lower bolster beam plate 2a2 via several stiffening plates 2a12, forming a reliable support structure for the main ring body 2b1. The reinforcing support at the end of the bolster beam 2a4 is fixedly and detachably installed at the upper end of the vertical hydraulic damper 1d, thereby ensuring the single... The monorail has a certain vibration isolation and anti-roll function; the two ends of the lower plate 2a2 of the sleeper beam are symmetrically arranged with hourglass spring mounting seats 2a5. The flange face 2a51 of the sleeper beam hourglass spring mounting seat 2a5 is welded to the mounting surface of the lower plate 2a2 of the sleeper beam through a ring structure. The flange face 2a51 has threaded holes corresponding to the secondary hourglass spring 1e, which are used to fix the vertical end face of the secondary hourglass spring 1e, so that the monorail can run under flexible and certain rigidity support conditions; the traction block 2a6 is fixedly installed in the center of the lower plate 2a2 of the sleeper beam in a detachable manner, and its longitudinal symmetrical fixing is the front end of the traction rubber stack 1c.

[0028] Furthermore, to ensure installation support strength, the main ring 2b1, outer ring 2b2, and inner ring 2b3 all adopt a circular structure. The main ring 2b1 is connected to the outer ring 2b2 and the inner ring 2b3 respectively through rolling elements, moving around the center of the ring and bearing radial loads. The bottom surface of the main ring 2b1 is installed and connected to the upper plate 2a1 of the bolster beam. The front vehicle body base 2b4 is composed of a support plate 2b41, a support base frame 2b42, a support cover 2b43, and base rolling elements 2b44. b42 is installed on the upper surface of the inner ring 2b3. The cavity formed by the connection between the support base 2b42 and the support cover 2b43 is connected to the outer ring of the base rolling element 2b44. The support plate 2b41 is connected to the inner ring of the base rolling element 2b44, so that the front vehicle body base 2b4 can rotate around the center of the base rolling element 2b44 and also around the center of the main ring 2b1. The bottom surface of the rear vehicle body base 2b5 is installed on the outer ring 2b2, so that the rear vehicle body base 2b5 can rotate around the center of the main ring 2b1.

[0029] In this embodiment 1, as Figure 6As shown, each drive assembly 31, 32 includes a differential gearbox 3a and a traction motor 3d connected by an adapter 3c. Preferably, the traction motor 3d is powered by an on-board battery, eliminating the need for a dedicated power receiving device. The differential gearbox 3a is mounted on its lateral sides to its corresponding front running wheel 3b1 or rear running wheel 3b2, and is fixedly mounted to the main beam 1a. The traction motor 3d is located on the longitudinal outer side of the differential gearbox 3a. The flange rims of the front running wheel 3b1 and rear running wheel 3b2 are symmetrically bolted to rotating flange surfaces 3a4 extending from the lateral sides of their corresponding differential gearbox 3a, thereby transmitting traction force to the front running wheel 3b1 and rear running wheel 3b2. The front running wheel 3b1 and rear running wheel 3b2 drive the vehicle by friction. The vehicle travels on the track beam; more preferably, the differential gearbox 3a includes a fixed flange surface 3a1 extending outward in the longitudinal direction, a longitudinal upper ear 3a2 and a longitudinal lower ear 3a3 extending outward in the longitudinal direction, a rotating flange surface 3a4 extending outward on both sides in the transverse direction, and a longitudinal tire blowout support flange surface 3a5. The differential gearbox 3a has a differential function, and the transmission ratio is specifically set to 6.889. Of course, the required transmission ratio can also be set according to other needs, and this embodiment does not impose any particular limitation on it; more specifically preferably, the longitudinal upper ear 3a2 and the longitudinal lower ear 3a3 are parallel to the horizontal plane, the longitudinal upper ear 3a2 is in longitudinal contact with the traction rubber stack 1c, and the bottom surface of the longitudinal lower ear 3a3 is longitudinally and horizontally parallel to the corresponding position of the main beam middle block 1a5, which can be fixedly connected by bolts.

[0030] Preferably, a brake disc seat 3f is fixedly installed on the flange rim surface of the front running wheel 3b1 and the rear running wheel 3b2, forming an integral structure with the corresponding running wheels 3b1 and 3b2; specifically, the brake disc seat 3f adopts an axisymmetric structure of an integral stepped circle, and the flange at one end is fixed to the flange rim surface of the transverse right running tire 3b; the lower end face of the adapter seat 3c is installed with a fixed flange surface 3a1, which has a certain angle with the horizontal plane, and the upper end face of the adapter seat 3c is connected to the traction motor 3d, thereby realizing the transmission of traction torque.

[0031] Furthermore, each drive assembly 31, 32 also includes a tire blowout support device 3e, wherein the tire blowout support device 3e includes a tire blowout bracket 3e1, a transverse shaft 3e2, and a solid support wheel 3e3. The tire blowout bracket 3e1 is fixedly installed on the vertical bottom of the drive assembly 31, 32, and the transverse sides of the tire blowout bracket 3e1 are respectively fixedly connected to their corresponding solid support wheels 3e3 via the transverse shaft 3e2. The solid support wheels 3e3 are located on the longitudinal outer side of their corresponding traveling wheels 3b1, 3b2, and the mounting axis of the traction motor 3d is clamped to the horizontal plane. At this angle, the tire blowout support 3e1 is formed by connecting the upper flange face 3e11 and the front flange face 3e12, with a connection angle of 135° between them. The two ends of the transverse shaft 3e2 are respectively fixed with solid support wheels 3e3 via bearings. The longitudinal tire blowout support flange face 3a5 is fixedly connected to the front flange face 3e12. The bottom of the traction motor 3d has a motor flange plane 3d1, which connects to the upper flange face 3e11 of the tire blowout support 3e1, improving the operational reliability of the traction motor 3d. When the running tire 3b fails, the tire blowout support device 3e can support the vehicle to travel at low speed to a repair station, avoiding an accident.

[0032] like Figure 7 As shown, the side beam 1b is T-shaped and symmetrically arranged on both sides of the lower plate 1a2 of the main beam. It consists of an inner side plate 1b1, an outer side plate 1b2, an end plate 1b3, and a bottom plate 1b4. At least two guide mounting seats 1b61 are provided on the inner side of the side beam 1b, which are fixed vertically or parallel to the inner side plate 1b1. The front guide assembly 41 and the rear guide assembly 42 include a guide bracket 4a2, a solid guide wheel 4a3, and a guide bearing seat 4a1. The guide bracket 4a2 adopts a double-layer triangular structure, and the two ends of the guide shaft 4a4 are respectively mounted at the two mounting corners of the guide bracket 4a2. A first guide bearing 4a61 and a second guide bearing 4a62 are rotatably mounted on 4a4. A solid guide wheel 4a3 is mounted on the first guide bearing 4a61 and its radial direction is in horizontal contact with the outer side of the track beam 6. At the same time, the second guide bearing 4a62 is fixedly mounted on the guide bearing seat 4a1, and the guide bearing seat 4a1 is fixedly connected to its corresponding guide mounting seat 1b61. A guide rubber block 4a5 is installed on the remaining mounting angle plane of the guide bracket 4a2. The guide rubber block 4a5 forms a gap with its corresponding side beam end plate 1b3 to control the minimum turning radius of the monorail.

[0033] Preferably, at least two stabilizing mounting seats 1b62 are provided on the inner side of the side beam 1b, which are fixed vertically or parallel to the inner side plate 1b1 of the side beam. The stabilizing component 4b includes a stabilizing bracket 4b2, a stabilizing solid wheel 4b3, and a stabilizing bearing seat 4b1. Stabilizing shafts 4b4 are provided longitudinally at intervals on the stabilizing bracket 4b2. A first stabilizing bearing 4b61 and a second stabilizing bearing 4b62 are respectively rotatably mounted on each stabilizing shaft 4b4. The stabilizing solid wheel 4b3 is mounted on the first stabilizing bearing 4b61, and its radial direction is in direct vertical contact with the back of the track beam 6, thereby satisfying the vehicle's anti-overturning moment and adjustable resistance function. At the same time, the second stabilizing bearing 4b62 is fixedly mounted on the stabilizing bearing seat 4b1, and the stabilizing bearing seat 4b1 is fixedly connected to its corresponding stabilizing mounting seat 1b62. A stabilizing rubber block 4b5 located radially outside the first stabilizing bearing 4b61 is installed on the stabilizing bracket 4b2, and the stabilizing rubber block 4b5 forms a gap with the corresponding stabilizing mounting seat 4b1.

[0034] In this embodiment 1, the side beam 1b is provided with a brake caliper mounting seat 1b5. The brake caliper mounting seat 1b5 is V-shaped and obliquely symmetrically arranged at one end of the bottom of the outer side plate 1b2 of the side beam. Its mounting surface is welded to the outer side plate 1b2 of the side beam by a cylinder and has an inclination angle with the vertical direction. The running device also includes a braking device 5, which is installed on the side beam 1b and is diagonally symmetrically distributed in the transverse direction. The braking device 5 includes a brake pad 5a and a brake caliper body 5b. The brake pad 5a is installed on the transverse outer side of the corresponding front running wheel 3b1 or rear running wheel 3b2, and the brake caliper body 5b is installed on the corresponding brake caliper mounting seat 1b5. When the monorail issues a braking signal, the braking device 5 performs a braking action to decelerate the monorail until it stops.

[0035] It should be noted that the front body base involved in this application refers to the base of the front car body of the monorail, and the rear body base refers to the base of the rear car body of the monorail; the vertical end point involved in this application usually refers to the upper end point or upper surface, and the vertical bottom point usually refers to the bottom or bottom surface, and their meanings are the same or similar.

[0036] Example 2 The monorail in this embodiment 2 includes a highly adaptable running gear installed on the monorail.

[0037] The highly adaptable running gear of the monorail of the present invention and the monorail having the same feature achieve a compact overall structure by installing the running gear between the end supports of the front and rear car bodies. The bottom of the vehicle can be close to the track beam, thereby greatly increasing the vertical space inside the car body, meeting the clearance requirements of small lines and existing lines, and without occupying the interior space of the car body.

[0038] Furthermore, this invention employs a composite degree-of-freedom hinged structure consisting of an outer ring, a main ring, an inner ring, and rolling elements. This allows the front vehicle base to pitch and rotate relative to the rolling elements in the vertical plane and also rotate relative to the main ring in the horizontal plane, while the rear vehicle base can rotate relative to the main ring in the horizontal plane. This effectively adapts to complex tracks with vertical curves, significantly reduces additional stress at the connection points, and overcomes the limitation of existing technologies that can only rotate horizontally. Simultaneously, a stabilizing component is installed between the front and rear guide components on the same side beam. Its stabilizing solid wheel makes radial contact with the vertical back of the track beam, automatically adjusting according to load changes to provide continuous anti-overturning torque. This effectively resists overturning risks during turns or crosswinds, significantly improving operational safety. Moreover, the use of a traction motor in conjunction with a differential gearbox offers lower cost, lighter weight, lower failure rate, lower operating resistance, and energy savings compared to linear motors, resulting in a significantly reduced life-cycle cost.

[0039] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A highly adaptable running gear for a monorail, characterized in that, The system includes a running wheel assembly, a main beam assembly, a bolster beam assembly, a front drive assembly, and a rear drive assembly that can rotatably travel on a track beam. The running wheel assembly includes two front running wheels and two rear running wheels symmetrically distributed longitudinally. The bolster beam assembly is mounted vertically above the main beam assembly. The main beam assembly includes a main beam extending laterally between the front and rear running wheels, and side beams symmetrically distributed on both sides of the main beam. A radially symmetrical front guide assembly and a rear guide assembly are mounted on the inner side of each side beam. A stabilizing assembly is provided between the front and rear guide assemblies on the same side beam. The stabilizing assembly includes a stabilizing solid wheel, the radial direction of which is in vertical contact with the back of the track beam to provide anti-overturning moment. The front drive assembly and the rear drive assembly are symmetrically arranged on the longitudinal front and rear sides of the main beam, respectively. The front drive assembly is driven and connected to each front running wheel, and the rear drive assembly is driven and connected to each rear running wheel. The bolster beam assembly includes a bolster beam and a hinge structure. The hinge structure includes an outer ring body, a main ring body, and an inner ring body that are sleeved together by rolling elements. The main ring body is located between the outer ring body and the inner ring body and is installed on the bolster beam. The vertical end of the inner ring body is rotatably connected to the front vehicle body base through a base rolling element, so that the front vehicle body base can rotate relative to the base rolling element and also relative to the main ring body. The vertical end of the outer ring body is connected to the rear vehicle body base, and the rear vehicle body base can rotate relative to the main ring body.

2. The highly adaptable running gear for a monorail according to claim 1, characterized in that, The stabilizing component includes a stabilizing bracket, a solid stabilizing wheel, and a stabilizing bearing seat. Stabilizing shafts are longitudinally spaced along the stabilizing bracket. A first stabilizing bearing and a second stabilizing bearing are rotatably mounted on the stabilizing shafts. The solid stabilizing wheel is mounted on the first stabilizing bearing and makes radial vertical contact with the back of the track beam. The second stabilizing bearing is fixedly mounted on the stabilizing bearing seat, and the stabilizing bearing seat is fixedly connected to a corresponding stabilizing mounting seat. The stabilizing mounting seat is fixedly connected to the inner side of the side beam. A stabilizing rubber block is mounted on the stabilizing bracket, located radially outside the first stabilizing bearing, and the stabilizing rubber block forms a gap with the corresponding stabilizing mounting seat.

3. The highly adaptable running gear for a monorail according to claim 1, characterized in that, The front vehicle body base includes a support plate, a support base frame, a support cover, and a base rolling element. The support base frame is installed on the upper surface of the inner ring body. The cavity formed by the connection between the support base frame and the support cover is connected to the outer ring of the base rolling element. The support plate is connected to the inner ring of the base rolling element.

4. The highly adaptable running gear for a monorail according to claim 1, characterized in that, The drive assembly includes a differential gearbox and a traction motor that are connected by an adapter. The two lateral sides of the differential gearbox are respectively installed and connected to the corresponding front or rear running wheels, and are fixedly installed and connected to the main beam. The traction motor is located on the longitudinal outer side of the differential gearbox.

5. The highly adaptable running gear for a monorail according to claim 4, characterized in that, The drive assembly also includes a tire blowout support device, which includes a tire blowout bracket, a transverse shaft, and a solid support wheel. The tire blowout bracket is fixedly installed at the vertical bottom of the drive assembly. The transverse sides of the tire blowout bracket are respectively fixedly connected to the corresponding solid support wheel through the transverse shaft. The solid support wheel is located on the longitudinal outer side of the corresponding running wheel, and the mounting axis of the traction motor has an angle with the horizontal plane.

6. The highly adaptable running gear for a monorail according to claim 1, characterized in that, Vertical hydraulic dampers and secondary hourglass springs are symmetrically installed on the vertical upper end of the main beam along both sides of the transverse direction. The vertical hydraulic dampers are located on the transverse outer side of the secondary hourglass springs. The vertical hydraulic dampers and the secondary hourglass springs are respectively installed and connected to the vertical bottom of the bolster beam assembly.

7. The highly adaptable running gear for a monorail according to claim 6, characterized in that, A traction rubber stack is provided at the vertical end of the main beam located between the two hourglass springs. The traction rubber stack is installed and connected to the vertical bottom of the bolster beam assembly. A transverse mounting seat is symmetrically provided at the vertical end of the main beam located between the traction rubber stack and the two hourglass springs. A transverse stop pad is installed on the transverse mounting seat. A longitudinal upper ear and a longitudinal lower ear are respectively provided on the longitudinal inner side of the drive assembly. The longitudinal upper ear is in longitudinal contact with the traction rubber stack, and the longitudinal lower ear is fixedly installed and connected to the main beam.

8. The highly adaptable running gear for a monorail according to claim 1, characterized in that, At least two guide mounting seats are provided on the inner side of the side beam. The front guide assembly and the rear guide assembly each include a guide bracket, a solid guide wheel, and a guide bearing seat. The guide bracket adopts a double-layer triangular structure. The two mounting corners of the guide bracket are respectively mounted on the two ends of the guide shaft. The guide shaft is rotatably mounted with a first guide bearing and a second guide bearing. The solid guide wheel is mounted on the first guide bearing and is in radial horizontal contact with the outer surface of the track beam. The second guide bearing is fixedly mounted on the guide bearing seat, and the guide bearing seat is fixedly connected to the corresponding guide mounting seat. A guide rubber block is installed on the third mounting corner plane of the guide bracket. The guide rubber block forms a gap with the longitudinal end of the corresponding side beam to control the minimum turning radius of the monorail.

9. The highly adaptable running gear for a monorail according to any one of claims 1-8, characterized in that, It also includes braking devices that are installed on the side beams and are diagonally symmetrically distributed in the lateral direction. The braking devices include brake pads and brake caliper bodies. The brake pads are installed on the lateral outer side of the corresponding front or rear running wheel, and the brake caliper bodies are installed on the corresponding side beams. When the monorail issues a braking signal, the braking devices perform braking actions to decelerate the monorail until it stops.

10. A monorail vehicle, characterized in that, Includes a highly adaptable running gear for a monorail as described in any one of claims 1-9.

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