Movable suspension and transmission for a model train

Abstract

This invention discloses a movable suspension and transmission device for a train model, including wheelsets, a bogie frame, an axle-mounted gearbox, and a vertical transmission gearbox. A gear is located in the middle of the axle of the wheelset; the bogie frame includes a guide frame, an axle box, and shock-absorbing elastic elements. The axle box is slidably connected to the guide frame and rotates and slides with the axle, with shock-absorbing elastic elements located above it; crossbeams with guide holes are located in the middle and at the ends of the frame; the axle-mounted gearbox has a thrust guide rod and a traction gear set, with the end of the thrust guide rod inserted into the guide hole, and the traction gear set being connected to the axle gear transmission; the output shaft of the vertical transmission gearbox is connected to the traction gear set via a telescopic universal coupling. This invention buffers track impact through axle box suspension and uses the cooperation of the thrust guide rod and guide hole to stop and position the axle-mounted gearbox, ensuring stable power transmission during wheelset movement, effectively improving the smoothness, adhesion, and operational reliability of the train model when traversing undulating tracks and curves.

Description

Technical Field

[0001] This invention relates to the field of model technology, and in particular to a movable suspension device for an unpowered bogie of a train model. Background Technology

[0002] Rail vehicles are a crucial component of the transportation system. Simulation models of rail transit equipment, especially train models, have a history spanning over a century. Their most significant characteristic is that they not only possess the static appearance simulation features of general simulation models but also the ability to run on tracks. With technological advancements and rising consumer standards, train model enthusiasts are continuously increasing their demands for model realism and performance, such as more movable components, greater simulation of driving posture and sound, and higher traction capabilities. Among these, a movable suspension system capable of simulating the dynamic characteristics of real locomotives and rolling stock, along with a stable and efficient power transmission system, are key to improving the static and dynamic realism and operational reliability of the models, and are crucial technologies for effectively enhancing product competitiveness.

[0003] Real-world train locomotives have primary and secondary suspension systems, which cannot be simulated in train models due to manufacturing limitations. Existing small-scale train models (such as 1:87 H0 scale and 1:160 N scale) directly fix the wheelsets to the bogie or frame using rigid structures or simple swing axle structures. These structures have limited vibration damping. When the model passes over simulated switches, track joints, or uneven sections, the impact between the wheelsets and the track is directly transmitted to the car body, causing bumpy operation, increased noise, and a high risk of wheel-rail slippage or derailment due to poor wheel-rail contact, affecting the smoothness and aesthetics of the ride. Furthermore, existing train models cannot dynamically simulate the vertical movement of the wheelsets relative to the bogie when facing uneven tracks and track joints, and they also transmit vibrations from rail contact to the entire vehicle, severely impacting dynamic simulation characteristics.

[0004] On the other hand, the power transmission system of the model also presents technical challenges. To meet the requirements of appearance simulation, the space occupied by the transmission system is very limited. The current state of the motor industry and the requirements of train models for motor power and low-speed stability dictate that the size of the motor used cannot be easily placed inside the bogie. Therefore, the motor is usually longitudinally mounted within the car body and transmits power to the wheelsets through a series of gears. When the model uses a movable suspension, the wheelsets will have relative movement with respect to the car body (or bogie body) in both the vertical and lateral directions. Traditional rigid drive shafts or fixed gear meshing methods are difficult to adapt to this relative displacement, easily leading to transmission system jamming, accelerated gear wear, excessive noise, and even transmission interruption under extreme conditions, severely restricting the performance of the movable suspension. Existing train model transmission methods also suffer from poor versatility; a single transmission system cannot be applied to various train models with different axle configurations or wheel spacings without changing the gear arrangement and number of gears. Furthermore, for articulated train models with two car bodies and three bogies, the intermediate bogie needs to span both car bodies, and existing train model transmission methods cannot power the wheelsets on the intermediate bogie.

[0005] Therefore, the train model industry needs a new universal solution that can not only be installed in the limited installation space of small-scale train models, but also be applicable to the simultaneous realization of a movable suspension mechanism with good shock absorption and wheelset motion guidance capabilities, as well as a power transmission path that can adapt to suspension motion and maintain continuous and stable transmission, thereby comprehensively improving the train model's passability, stability and running quality under complex track conditions, and achieving dynamic high-fidelity simulation. Summary of the Invention

[0006] In view of the above situation and in order to overcome the shortcomings of the existing technology, the purpose of this invention is to provide a movable suspension device for a train model's unpowered bogie, which effectively solves the problems of unstable operation, poor transmission, loss of guidance control, bulky structure, low simulation degree, and insufficient dynamic simulation of the traditional suspension device of the existing train model under complex track conditions.

[0007] The technical solution it provides is that the present invention includes: (1) Wheelset 1, each wheelset 1 includes two wheels and an axle 11, wherein a gear is provided in the middle of the axle 11; (2) Bogie frame 2, including guide frame 22 and axle box 23, the axle box 23 and the guide frame 22 are slidably connected, the axle box 23 and the axle 11 are rotatably connected, and a shock-absorbing elastic element 21 is provided above the axle box 23; a crossbeam is provided in the middle and one end of the bogie frame 2, and a guide hole 25 is provided at the lower part of the crossbeam; (3) A shaft-mounted gearbox 3 includes a thrust guide rod 31 and a traction gear set 32. The end of the thrust guide rod 31 is inserted into the guide hole 25. The traction gear set 32 ​​is connected to the gear on the wheelset 1. The wheelset 1 is rotatably connected to the shaft-mounted gearbox 3. (4) Vertical transmission gearbox 4, including vertical gear set 42, the vertical gear set 42 is provided with power input shaft and output shaft, the power input shaft is provided with coupling 43 at the far end, the power output shaft is provided with telescopic universal coupling 42 at both ends, the telescopic universal coupling 42 is connected to the power input shaft of traction gear set 32 ​​for transmission.

[0008] As a preferred embodiment, the axle box 23 is provided with a flange 231 on the side near the wheelset 1, and an axle box cover 24 is provided on the side of the axle box 23 away from the wheelset 1. The flange 231 and the axle box cover 24 together restrict the lateral movement of the axle box 23 relative to the guide frame 22.

[0009] As a preferred embodiment, the shock-absorbing elastic element 21 is a rubber block, a thermoplastic polymer elastomer block, a cylindrical helical spring, a spring pin with a built-in spring, or a strip-shaped metal spring sheet. Its upper end is fixedly connected to the bogie frame 2, and its lower end or free end abuts against the spring seat on the top of the axle box 23. It provides vertical support force to the wheelset 1 through its own elastic deformation.

[0010] As a preferred embodiment, a bearing 232 is provided inside the axle box 23, the outer ring of the bearing 232 is fixedly connected to the axle box 23, and the inner ring of the bearing 232 is rotatably and slidably connected to the axle 11.

[0011] As a preferred embodiment, the main body of the thrust guide rod 31 is a cylinder with a ball head at the end. The diameter of the ball head is larger than the diameter of the main body and is used to cooperate with the guide hole 25 to constrain the rotational degree of freedom of the axle gearbox 3 with the axle 11 as the axis of rotation.

[0012] As a preferred embodiment, the cross-sectional shape of the guide hole 25 is circular or oblong, and there is a gap between the outer wall of the end of the thrust guide rod 31 and the inner wall of the guide hole 25, which allows the axle gearbox 3 to swing to a certain extent in the lateral direction to adapt to the lateral offset requirements of the wheelset 1 when passing through the curved track.

[0013] As a preferred embodiment, the traction gear set 32 ​​includes a driving gear and multiple driven gears. The driving gear and the output shaft of the vertical transmission gearbox 4 are connected by a telescopic universal coupling 42. The last driven gear meshes with a gear in the middle of the axle 11 of the wheelset 1.

[0014] As a preferred embodiment, the vertical transmission gearbox 4 further includes a housing 41, which is fixedly connected to the bogie frame 2 by bolts, pins, or clips. Each gear of the vertical gear set 42 is installed inside the housing 41 via a rotating shaft to ensure stability and accuracy during power transmission. The input shaft of the vertical transmission gearbox 4 is directly connected to the motor shaft or is connected to the motor shaft via a telescopic universal coupling.

[0015] As a preferred embodiment, the telescopic universal coupling 42 includes dog-bone universal joints at both ends and a coupling sleeve in the middle. One dog-bone universal joint is located at the end of the drive gear shaft of the traction gear set 32, and the other dog-bone universal joint is located at the end of the output shaft of the vertical transmission gearbox 4. This enables power transmission between the vertical transmission gearbox 4 and the shaft-mounted gearbox 3, and allows the coupling to extend or retract in the axial direction to compensate for the change in distance between the shaft-mounted gearbox 3 and the vertical transmission gearbox 4 during movement, thus ensuring the continuity and reliability of power transmission.

[0016] Secondly, this invention provides an application of a movable suspension and transmission device for train models, characterized by its strong versatility. By simply changing the length of the telescopic universal coupling 42, the same transmission device can be applied to train models with different wheelbases, and can be widely used in train models of scales such as 1:45, 1:76, 1:87, and 1:160. It can significantly improve the smoothness and passability of the model train during operation. When the rail vehicle model travels on tracks with complex road conditions including undulations, curves, and switches, this device can buffer the impact between the wheelset and the track through the shock-absorbing elastic element of the axle box suspension device. Combined with the movement of the thrust guide rod of the axle-holding gearbox within the guide hole and the variable-pitch transmission action of the telescopic universal coupling, it ensures that power is stably transmitted from the vertical transmission gearbox to the wheelset.

[0017] Compared with the prior art, the beneficial effects of the present invention are: 1. Significantly improved dynamic simulation and track adaptability of the train model: The axle box suspension device, consisting of guide frames, axle boxes, and shock-absorbing elastic elements, allows each wheelset to move independently vertically relative to the bogie frame, effectively buffering and absorbing impacts and vibrations caused by track joints, switches, and unevenness. This greatly reduces vehicle body bumps and running noise, and improves the model's stability on complex track lines.

[0018] 2. It has strong versatility. By using the same set of vertical transmission gearbox and axle-mounted gearbox, and only changing the length of the telescopic universal coupling that transmits power between the two, the same transmission device can be applied to various train models with different wheelset spacings. It can also be widely used in train models with scales of 1:45, 1:76, 1:87 and 1:160.

[0019] 3. This invention features a compact structure, high modularity, and flexible layout, solving the transmission problem of the intermediate bogie in articulated train models with two bodies and three bogies. By installing a drive motor in each body and adding a vertical transmission gearbox on the side of each body near the articulation end, power is transmitted to multiple axle-mounted gearboxes on the intermediate bogie via telescopic universal couplings, thus achieving transmission of the wheelsets on the intermediate bogie.

[0020] 4. The manufacturing precision requirements for each component are low, the assembly is simple, and all components can be mass-produced through conventional light industrial processes such as mold injection and stamping, resulting in low manufacturing costs. Attached Figure Description

[0021] Figure 1 This is the front view axonometric drawing of the present invention.

[0022] Figure 2 This is a partial sectional front view axonometric drawing of the present invention.

[0023] Figure 3 This is the axonometric drawing of the present invention.

[0024] Figure 4 This is the full-section top-view axonometric drawing of the present invention.

[0025] Figure 5 This is a partial cross-sectional left-side axonometric view of the present invention.

[0026] Figure 6 This is an isometric view of the present invention after removing the steering frame and the axle gearbox.

[0027] Figure 7 This is an isometric view of the axle box in this invention.

[0028] Figure 8 This is an axonometric drawing of the wheelset in this invention.

[0029] Figure 9 This is an overall isometric view of the present invention.

[0030] Figure 10 This is an isometric view of the overall fit of the present invention.

[0031] Figure label: 1. Wheelset; 11. Axle; 2. Bogie frame; 21. Shock absorber elastic element; 22. Guide frame; 23. Axle box; 231. Flange; 232. Bearing; 24. Axle box cover; 25. Guide hole; 3. Axle-holding gearbox; 31. Thrust guide rod; 32. Traction gear set; 4. Vertical transmission gearbox; 41. Housing; 42. Vertical gear set; 43. Coupling; 44. Telescopic universal coupling. Detailed Implementation

[0032] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of the present invention. However, the present invention can be practiced in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of the present invention. Therefore, the present invention is not limited to the basic embodiments disclosed below.

[0033] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the specification of this invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0034] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. Example

[0035] like Figures 1 to 6 As shown in the figure, this embodiment of a movable suspension and transmission device for a train model is characterized by comprising: Wheelset 1: Consists of an axle 11 and two wheels press-fitted to both ends of the axle. A cylindrical spur gear is fixedly installed in the middle of the axle 11, offset towards one of the wheels, serving as the final output gear of the entire drivetrain.

[0036] The bogie frame 2 is assembled from side beam and crossbeam components, forming a frame structure with two side beams and a middle and rear crossbeam. At the bottom of each side beam, there is a guide frame 22 with a rectangular slot. The axle box 23 is a rectangular slider with flanges on both sides embedded in the grooves of the guide frame 22, allowing the axle box 23 to slide freely vertically along the guide frame 22, but its movement is restricted to large lateral and longitudinal directions. A circular hole is located at the center of the axle box 23, within which a miniature deep groove ball bearing 232 is press-fitted. The two ends of the axle 11 of the wheelset 1 pass through and are supported by the inner rings of the bearings 232 in the left and right axle boxes 23, thus enabling the wheelset 1 to rotate relative to the bogie frame 2. On the side of the axle box 23 facing the axle center, there is a raised flange 231; on the other side, an axle box cover 24 is installed with screws. The flange 231 and the axle box cover 24 work together to limit the lateral movement of the axle box 23 within the guide frame 22, preventing it from falling off. At the top of each axle box 23, a concave spring seat is provided. In this embodiment, the shock-absorbing elastic element 21 is a cylindrical miniature helical spring, with its lower end resting against the inside of the spring seat and its upper end abutting against the bottom of the corresponding blind hole on the side beam of the bogie frame 2. The preload of the spring provides basic vertical support for the wheelset 1 and can absorb vibrations through compression or rebound when the track is uneven. A guide hole 25 is machined in the middle of the bogie frame 2 and below the front crossbeam, respectively. In this embodiment, the hole is a vertically oriented elongated oval hole.

[0037] The axle-mounted gearbox 3 comprises upper and lower housings, fixed by screws and locating pins. Its housings are mounted on the axle 11 of wheelset 1 via bearing sleeves on both sides, allowing for slight oscillation around the axle 11. A traction gear set 32 ​​is installed inside the gearbox to change the power transmission direction from the longitudinal direction of the output shaft of the vertical transmission gearbox 4 to the lateral direction towards the wheelset. This set includes two gear pairs: the first stage consists of a worm gear and a worm wheel for input power; the second stage consists of two meshing spur gears, with the worm wheel in the first stage and the driving spur gear in the second stage coaxially fixedly connected. A thrust guide rod 31 extends horizontally from the lower housing of the axle-mounted gearbox 3 near one of the crossbeams of the bogie frame 2. The guide rod has a cylindrical body with a ball end machined at the end, the diameter of which is slightly larger than the body diameter. This ball end is inserted into an elongated guide hole 25 on the crossbeam of the bogie frame 2. The key function of this design is that it constrains the degree of freedom of rotation of the axle-mounted gearbox 3 around the axle 11, ensuring the stability of the position of the axle-mounted gearbox 3 relative to the bogie frame 2. At the same time, the elongated guide hole 25 provides lateral movement margin for the guide rod 31, allowing the axle-mounted gearbox 3 to generate the necessary lateral sway as the wheelset 1 passes through curves.

[0038] Vertical transmission gearbox 4: Fixed to the upper middle part of the bogie frame 2 by two screws. Its housing 41 houses a vertical gear set 42, including a pair of mutually meshing bevel gears, used to transmit power from the motor shaft to the vicinity of the lower axle gearbox 3. The power input shaft (upper end) of gear set 42 is connected to the micro motor shaft mounted on the vehicle body via a coupling 43 (in this example, a telescopic universal coupling). Each of the two power output shafts (horizontal ends) of gear set 42 is connected to a telescopic universal coupling 44. This coupling consists of dog-bone universal joints at both ends and a sliding coupling sleeve in the middle. The other ends of the two telescopic universal couplings 44 are connected to the drive worm shafts of the left and right axle gearboxes 3, respectively.

[0039] When the model is running, the motor power is transmitted sequentially through the vertical transmission gearbox 4, the telescopic universal coupling 44, and the traction gear set 32 ​​in the axle-mounted gearbox 3, and finally to the axle 11 to drive the wheelset 1 to rotate. This transmission path is stable and efficient.

[0040] Its core advantages are: 1. The bogie frame, vertical transmission gearbox, shaft-mounted gearbox, telescopic universal coupling, and gears can all be injection molded, allowing for mass production and low manufacturing costs.

[0041] 2. The transmission system and suspension system work together to enhance the dynamic simulation of the train model. When wheelset 1 moves up and down due to track bumps, axle box 23 slides within guide frame 22, compressing or releasing shock absorber spring 21. At this time, axle-mounted gearbox 3 moves with wheelset 1, and the distance and angle between it and the fixed vertical transmission gearbox 4 change. Guide rod 31 constrains the rotational freedom of axle-mounted gearbox 3 about the axle axis, preventing axle-mounted gearbox 3 from deflecting due to transmission torque. Telescopic universal coupling 44 acts as a transmission connection between the power output shaft of vertical transmission gearbox 4 and the power input shaft of axle-mounted gearbox 3. It compensates for changes in axial distance through the telescopic extension of the central sleeve and transmits torque through the dog joints at both ends. The transmission system ensures that power is continuously transmitted from the vertical gearbox to wheelset 1 without jamming or impact during dynamic operation of the model, completely solving the transmission problem caused by the movable suspension.

[0042] When the model traverses a curved track, wheelset 1 will experience lateral displacement under the influence of centrifugal force and track guidance. At this time, axle box 23 will slide laterally within guide frame 22 (limited by flange 231 and axle box cover 24), while the thrust guide rod 31 of the axle-holding gearbox 3 can swing laterally within the elongated guide hole 25. This design gives the wheelset a certain amount of lateral momentum, which significantly improves the smoothness and stability of the model during high-speed cornering and greatly reduces the risk of derailment.

[0043] In summary, this embodiment, through ingenious mechanical design, achieves efficient integration and decoupling of three major functions—movable suspension, power transmission, and motion guidance—within an extremely limited space. Its compact and reliable structure, coupled with excellent dynamic performance, makes it particularly suitable for small-scale precision train models with extremely high space and performance requirements, effectively improving the model's simulation accuracy, smoothness, and ability to navigate complex tracks. Example

[0044] like Figures 1 to 7 As shown, this embodiment of a train model's movable suspension and transmission device has the same wheelset 1, axle-mounted gearbox 3, and vertical transmission gearbox 4 as in Embodiment 1. The difference from Embodiment 1 is that the working surface of the axle box 23's flange 231, i.e., the side near the back of the guide frame 22, is an arc surface. (See front view) Figure 2 As shown, the center lines of the arc surfaces of the flanges 231 of the two axle boxes 23 located on the left and right sides of the wheelset 1 coincide with each other, and the center line passes through the geometric center of the axle 11.

[0045] In actual operation, when wheelset 1 passes over uneven tracks, it will deflect at a certain angle relative to the vehicle body (cross-axle movement), causing the axle box 23 to move vertically and deflectively within the guide frame 22. At this time, due to the uniform radius characteristic of the arc surface of the axle box 23's flange 231, its contact point with the inner wall of the guide frame 22 can always remain on an arc trajectory centered on the axle center. This design ensures that when wheelset 1 deflects during vertical movement, the axial movement space of wheelset 1 within the bogie frame 2 remains the same, preventing jamming or sudden changes in clearance between the axle box and the guide frame due to changes in the deflection angle, thus further optimizing the flexibility of wheelset movement. Simultaneously, the arc surface design also reduces the contact stress between the axle box and the guide frame, reducing wear and extending the service life of components. Example

[0046] like Figures 1 to 9 As shown in the figure, this embodiment provides a movable suspension and transmission device for a BO-BO-BO axle type bogie for an articulated electric locomotive. The device is characterized by comprising: three power bogies (position 1, position 2, and position 3), two identical but back-to-back underframes, and two identical drive motors. The position 1 power bogie is located at the lower part of the head end of the first underframe, the position 3 power bogie is located at the lower part of the head end of the second underframe, and the position 2 power bogie is located between the position 1 and position 3 power bogies, bridging the first and second underframes.

[0047] The movable suspension and transmission devices of the 1st and 3rd power bogies located at both ends of the car body are the same as those in Embodiment 1. The difference is that a crossbeam and a coupler device are added to the 1st and 3rd power bogies near the ends of the car body for coupling with other vehicles. The two axle gearboxes on the 1st power bogie are different from those in Embodiment 1. Two vertical transmission gearboxes 4 are provided in the middle of the 2nd bogie. There is a certain distance between the two vertical transmission gearboxes 4. The output shafts of the two vertical transmission gearboxes 4 are respectively connected to the axle gearboxes 3 at both ends of the bogie. The input shafts of the two vertical transmission gearboxes 4 are respectively connected to the drive motors 45 and 46 located above both ends of the bogie frame 2 through telescopic universal couplings 431 and 432. In summary, drive motor 45 is responsible for driving the first and second wheelsets of the first power bogie and the first wheelset of the second power bogie; drive motor 46 is responsible for driving the first and second wheelsets of the third power bogie and the second wheelset of the second power bogie. That is, the six wheelsets of the three power bogies located under the two articulated chassis are driven by two traction motors.

[0048] The unique feature of this embodiment is that it adopts a distributed power drive scheme for a multi-bogie layout with an articulated body and a BO-BO-BO axle configuration. When the model is running, the power of the drive motor 45 is distributed to the first and second wheelsets of the first-position power bogie and the first wheelet of the second-position power bogie; the drive motor 46 is distributed to the first and second wheelsets of the third-position power bogie and the second wheelet of the second-position power bogie.

[0049] On the one hand, this two-motor drive "three-bogie, six-wheelset" layout achieves uniform power distribution to the two identical articulated car bodies, ensuring that each wheelset receives stable driving force and avoiding power shortages or malfunctions caused by excessive load on a single motor. On the other hand, this embodiment not only simplifies the overall power system structure of the vehicle, reduces the number of motors, and lowers the overall weight and complexity of the model, but also cleverly connects the two articulated car chassis through the bridging effect of the two bogies. Each wheelset still maintains independent axle box suspension, ensuring that under complex track conditions, such as when multiple bogies pass through switches or uneven sections simultaneously, each wheelset can adaptively adjust, guaranteeing the smoothness of the vehicle's operation and effective adhesion of each wheelset. For the unique requirement of articulated locomotives to pass through small-radius curves, the wheelset lateral momentum design of each bogie and the thrust guide rod guiding mechanism work together to enable the three bogies to flexibly perform relative deflection and lateral displacement, effectively reducing the additional stress between the car body and the bogies, and significantly improving the curve-passing ability and operational stability of the articulated model train. Therefore, this embodiment is particularly suitable for articulated electric locomotive models requiring high simulation fidelity and high operational performance, further expanding the application scope of the present invention. It should be noted that, depending on implementation needs, the various components described in the embodiments of the present invention can be broken down into more components, or two or more components or parts of components can be combined into new components to achieve the objectives of the embodiments of the present invention.

[0050] The above embodiments merely illustrate several implementation methods of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this patent should be determined by the appended claims.

Claims

1. A movable suspension and transmission device for a train model, characterized in that: include: (1) Wheelset (1), each wheelset (1) includes two wheels and an axle (11), wherein a gear is provided in the middle of the axle (11); (2) Bogie frame (2), including guide frame (22) and axle box (23), the axle box (23) and the guide frame (22) are slidably connected, the axle box (23) and the axle (11) are rotatably connected, and a shock-absorbing elastic element (21) is provided above the axle box (23); a crossbeam is provided in the middle and one end of the bogie frame (2), and a guide hole (25) is provided at the lower part of the crossbeam. (3) A shaft-mounted gearbox (3) includes a thrust guide rod (31) and a traction gear set (32). The end of the thrust guide rod (31) is inserted into a guide hole (25). The traction gear set (32) is connected to the gear on the wheelset (1) and the wheelset (1) is rotatably connected to the shaft-mounted gearbox (3). (4) Vertical transmission gearbox (4), including vertical gear set (42), the vertical gear set (42) is provided with a power input shaft and an output shaft, the power input shaft is provided with a coupling (43) at the far end, the power output shaft is provided with telescopic universal couplings (44) at both ends, the telescopic universal couplings (44) are connected to the power input shaft of the traction gear set (32) for transmission.

2. The movable suspension and transmission device for a train model according to claim 1, characterized in that: The axle box (23) is provided with a flange (231) on the side near the wheelset (1), and the axle box cover (24) is provided on the side away from the wheelset (1). The flange (231) and the axle box cover (24) together restrict the lateral movement of the axle box (23) relative to the guide frame (22).

3. The movable suspension and transmission device for a train model according to claim 1, characterized in that: The shock-absorbing elastic element (21) is a rubber block, a thermoplastic polymer elastomer block, a cylindrical helical spring, a spring pin with a built-in spring, and a strip-shaped metal spring sheet. Its upper end is fixedly connected to the bogie frame (2), and its lower end or free end abuts against the spring seat on the top of the axle box (23). It provides vertical support force to the wheelset (1) through its own elastic deformation.

4. The movable suspension and transmission device for a train model according to claim 1, characterized in that: The axle box (23) is equipped with a bearing (232), the outer ring of the bearing (232) is fixedly connected to the axle box (23), and the inner ring of the bearing (232) is rotatably and slidably connected to the axle (11).

5. The movable suspension and transmission device for a train model according to claim 1, characterized in that: The main body of the thrust guide rod (31) is a cylinder with a ball head at the end. The diameter of the ball head is larger than the diameter of the main body and is used to cooperate with the guide hole (25) to constrain the rotational freedom of the axle gearbox (3) with the axle (11) as the axis of rotation.

6. The movable suspension and transmission device for a train model according to claim 1, characterized in that: The cross-sectional shape of the guide hole (25) is circular or oblong. There is a gap between the outer wall of the end of the thrust guide rod (31) and the inner wall of the guide hole (25), which allows the axle gearbox (3) to swing to a certain extent in the lateral direction to adapt to the lateral offset requirements of the wheelset (1) when passing through the curved track.

7. The movable suspension and transmission device for a train model according to claim 1, characterized in that: The traction gear set (32) includes a driving gear and multiple driven gears. The output shaft of the driving gear and the vertical transmission gearbox (4) are connected by a telescopic universal coupling (44). The last driven gear meshes with the gear in the middle of the axle (11) of the wheelset (1).

8. The movable suspension and transmission device for a train model according to claim 1, characterized in that: The vertical transmission gearbox (4) also includes a housing (41), which is fixedly connected to the bogie frame (2) by bolts, pins or clips. Each gear of the vertical gear set (42) is installed inside the housing (41) through a rotating shaft to ensure stability and accuracy in the power transmission process. The input shaft of the vertical transmission gearbox (4) is directly connected to the motor shaft or connected to the motor shaft through a universal coupling.

9. The movable suspension and transmission device for a train model according to claim 1, characterized in that: The telescopic universal coupling (44) includes dog-bone universal joints at both ends and a coupling sleeve in the middle. One dog-bone universal joint is located at the end of the drive gear shaft of the traction gear set (32), and the other dog-bone universal joint is located at the end of the output shaft of the vertical transmission gearbox (4) to realize the power transmission between the vertical transmission gearbox (4) and the shaft-mounted gearbox (3), and allows the coupling to generate a certain amount of axial extension to compensate for the distance change of the shaft-mounted gearbox (3) relative to the vertical transmission gearbox (4) when it moves, so as to ensure the continuity and reliability of power transmission.

10. The application of a movable suspension and transmission device for a train model, characterized in that: It has strong versatility. By simply changing the length of the telescopic universal coupling (44), the same transmission device can be applied to various train models with different wheel spacings, and can be widely used in train models of 1:45, 1:76, 1:87 and 1:160 scales. It can significantly improve the smoothness and passability of the model train during operation. When the rail vehicle model travels on tracks with complex road conditions such as undulations, curves, and turnouts, it can buffer the impact between the wheelset and the track through the shock-absorbing elastic element of the axle box suspension device. Combined with the movement of the thrust guide rod of the axle gearbox in the guide hole and the variable spacing transmission effect of the telescopic universal coupling, it ensures that the power is stably transmitted from the vertical transmission gearbox to the wheelset.

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