A radial bogie for a railway vehicle

Abstract

The application provides a radial bogie of a rail vehicle, comprising a middle bearing part, two end running parts arranged on two sides of the middle bearing part along the longitudinal direction of the vehicle, and a friction type radial adjusting mechanism. Each end running part is hinged to the middle bearing part through a vertical hinge shaft. The friction type radial adjusting mechanism is arranged between each end running part and the middle bearing part, and is used for restricting the rotation range of each end running part and providing rotation damping, so that each end running part is in a radial position when the vehicle passes through a curve track. The radial bogie can adapt to curve tracks with different radii, effectively reduces wheel rail abrasion and operation noise, and raises the rotation main body from the traditional wheel pair level to the end running part level, so that the transmission chain is shorter and the structure is simpler and more compact.

Description

Technical Field

[0001] This invention relates to the field of railway vehicle bogie technology, and more specifically, to a radial bogie for railway vehicles. Background Technology

[0002] With the development of urban rail transit, issues such as wheel-rail wear, operating noise, and operating costs have become increasingly prominent. Curves are unavoidable in rail lines. When rail vehicles pass over curves, the front and rear wheelsets of traditional rigid bogies form a large angle of attack with the rail, causing severe friction between the wheel flanges and the sides of the rails. This exacerbates wheel-rail wear, shortens the service life of the wheelsets and rails, and generates severe curve-screwing noise.

[0003] Radial bogies, by aligning the front and rear wheelsets radially on curved tracks, effectively reduce wheelset angle of attack and wheel-rail wear, representing a key technological approach to solving the aforementioned problems. Currently, known radial bogies are mainly classified into two types: passive mechanical and active control.

[0004] Passive mechanical radial bogies are divided into two types: self-guided and forced-guided. Self-guided radial bogies are connected to the frame via a linkage mechanism, utilizing wheel-rail friction to drive the linkage mechanism and achieve radial adjustment of the front and rear wheelsets. Forced-guided radial bogies connect the car body to the wheelset axle boxes via a linkage mechanism, utilizing the relative displacement or centrifugal force between the car body and the bogie when traversing curved tracks to drive the linkage mechanism and achieve radial adjustment of the front and rear wheelsets. For example, Chinese patent CN106476840B discloses a mechanically forced-guided radial bogie, which hinges the traction device to the wheelset axle boxes via a traction rod. When traversing curved tracks, the centrifugal force of the car body is transmitted as axial force through the traction rod, forcing the front and rear wheelsets to a radial position. Currently, the common feature of both self-guided and forced-guided radial bogies is that the wheelsets (including axle boxes) are the direct acting objects, meaning the wheelsets rotate directly relative to the rigid frame. This requires relieving the large longitudinal constraint stiffness of the rigid frame on the wheelsets, which necessitates changing the longitudinal design of the primary suspension. However, in addition to adding a special linkage mechanism to the original bogie, self-guided radial bogies also require additional measures to maintain vehicle stability. Forced-guided radial bogies can usually only achieve the best adjustment effect at a specific curve radius, and there are problems of under-adjustment or over-adjustment on other radius curves, which makes the radial bogie less effective in reducing wear.

[0005] Active radial bogies use sensors to detect curve parameters and a controller to drive electronic actuators to actively push or pull the wheelsets or axle boxes, positioning the wheelsets in a radial position. For example, Chinese patent CN119682796B discloses an electronically controlled radial bogie that uses an electronically controlled drive device to control the wheelsets to swing around their center; Chinese patent CN111319649B discloses an active radial bogie based on an MPC controller, which achieves active steering through real-time displacement sensor data acquisition, predictive model rolling optimization, and a motor-driven lead screw mechanism. Such solutions require multiple electronic components, including sensors, controllers, and actuators, making them complex and costly to control.

[0006] Furthermore, Chinese patent CN112644537B discloses a straddle-type monorail vehicle with forced-guide radial bogie, which obtains the rotation angle between car bodies through a guide torsion bar device, and then drives the front and rear bogies to form a figure-eight shape through a linkage guide device. The power input of this solution depends on the relative rotation angle between adjacent car bodies, and the linkage mechanism contains multiple independent links, making the structure relatively complex.

[0007] In summary, existing radial bogies either have poor adaptability and large differences in performance at different curve radii, or they are difficult to control and costly, and most of them have relatively complex structures. Summary of the Invention

[0008] In view of this, the purpose of this invention is to provide a radial bogie for railway vehicles, to solve the problems of existing radial bogies, such as poor adaptability, large differences in adjustment effect at different curve radii, or high control difficulty, high cost, and complex structure. This invention achieves a self-guiding radial bogie that can adapt to different curve radii, has a simple structure, and is economical by structurally innovating the decomposition of the existing rigid frame into an articulated frame.

[0009] The objective of this invention is achieved through the following technical solution: This invention provides a radial bogie for a rail vehicle, comprising: Intermediate load-bearing component, used to connect the vehicle body; Two end traveling components are arranged longitudinally along the vehicle on both sides of the intermediate load-bearing component; wheelsets are mounted on the end traveling components; each end traveling component is hinged to the intermediate load-bearing component via a vertical hinge axis, so that the end traveling component can rotate relative to the intermediate load-bearing component in the horizontal plane about the corresponding vertical hinge axis; A friction-type radial adjustment mechanism is provided between each of the end traveling components and the intermediate bearing component to constrain the rotation amplitude of each of the end traveling components and provide rotational damping, so that when the vehicle passes through a curved track, each of the end traveling components is in a radial position.

[0010] Optionally, the friction-type radial adjustment mechanism includes a friction block and a friction groove; one of the friction block and the friction groove is disposed on the intermediate bearing component, and the other is disposed on the end traveling component; The friction block and the friction groove make frictional contact to form a friction pair to constrain the rotation amplitude of each of the end traveling components; at the same time, it can provide yaw damping of the end traveling components relative to the intermediate bearing component, ensuring the stability of the vehicle when running in a straight line at high speed.

[0011] Optionally, the friction block is disposed on the intermediate bearing component, and the friction groove is disposed on the end traveling component.

[0012] Optionally, the friction blocks corresponding to the two end traveling components are integrated into a single T-shaped structure.

[0013] Optionally, the vertical hinge axes on the two end traveling members are located on the same straight line.

[0014] Optionally, each of the friction grooves is located on the bottom side of the corresponding end travel member.

[0015] Optionally, a traction device and an air spring mounting base are installed on the intermediate bearing component.

[0016] Optionally, a braking device is installed on the end traveling component.

[0017] Optionally, each of the end traveling components and the intermediate bearing component is provided with an elastic hinge structure; The elastic hinge structure includes: A fixed hinge shaft extends laterally and is fixed to the intermediate load-bearing component; A conical rubber sleeve is coaxially fitted onto the fixed hinge shaft and rotatably engages with the fixed hinge shaft. The conical rubber sleeve is fixed to the end traveling component.

[0018] Optionally, two elastic hinge structures are provided between each of the end traveling components and the intermediate bearing component, and the two elastic hinge structures are arranged symmetrically in the transverse direction with the vertical hinge axis on the corresponding end traveling component as the center.

[0019] The technical solutions of the embodiments of the present invention have at least the following advantages and beneficial effects: The radial bogie for rail vehicles provided by this invention hinges two end running parts to a central load-bearing component and provides a friction-type radial adjustment mechanism between each end running part and the central load-bearing component. This mechanism constrains the rotational tendency of the two end running parts under their respective wheel-rail forces when the vehicle travels on a curved track, causing the end running parts to tend towards a radial position. Consequently, the wheelsets on the two end running parts can be positioned radially, avoiding the over-adjustment or under-adjustment problems of traditional radial bogies outside a specific curve radius. This allows the radial bogie to adapt to curved tracks of different radii, effectively reducing wheel-rail wear and operating noise.

[0020] Furthermore, this invention employs a three-section hinged structure, transforming the traditional one-piece rigid frame of the radial bogie into a split structure. This elevates the rotating body from the wheelset level to the end running gear level, with the entire end running gear, along with its wheelset, participating in radial adjustment as a single rotating unit. This split design shortens the transmission chain and reduces intermediate links, making the radial adjustment motion transmission more direct and the structure simpler and more compact. The mechanical linkage mechanism is a purely mechanical passive structure, requiring no sensors, controllers, or other electronic components, offering advantages such as structural reliability, low cost, and good economic efficiency. Attached Figure Description

[0021] Figure 1 A schematic diagram of the structure of a radial bogie for a rail vehicle provided for an embodiment of the present invention; Figure 2 for Figure 1 A bottom view; Figure 3 for Figure 1 The main view; Figure 4 for Figure 3 Enlarged view of the local structure at point A; Figure 5 A schematic diagram of the structure of the intermediate bearing component and the end traveling components on both sides provided in an embodiment of the present invention; Figure 6 for Figure 5 A top view; it shows the vehicle traveling on a straight track with the two end running parts parallel; Figure 7 for Figure 5 The top view of the structure in another state shows the vehicle traveling on a curved track with the two end running parts rotating in opposite directions at a certain angle to simultaneously approach the radial position. Figure 8 A schematic diagram of the structure of the end traveling component and its vertical hinge shaft provided for an embodiment of the present invention; Figure 9 forFigure 5 Enlarged view of the local structure at point B.

[0022] Icons: 10-Intermediate load-bearing component, 20-End traveling component, 21-End crossbeam, 22-End longitudinal beam, 23-Hinge seat, 30-Friction radial adjustment mechanism, 31-Friction block, 32-Friction groove, 40-Vertical hinge shaft, 50-Traction device, 60-Air spring mounting seat, 70-Air spring, 80-Wheelset, 90-Brake device, 100-Elastic hinge structure, 101-Fixed hinge shaft, 102-Conical rubber sleeve. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below in conjunction with specific embodiments. The same reference numerals in the accompanying drawings represent the same components. It should be noted that the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the described embodiments of this invention without creative effort are within the scope of protection of this invention.

[0024] Compared to the embodiments shown in the accompanying drawings, feasible embodiments within the scope of protection of this invention may have fewer components, other components not shown in the drawings, different components, components with different arrangements, or components with different connections, etc. Furthermore, two or more components in the drawings may be implemented in a single component, or a single component shown in the drawings may be implemented as multiple separate components.

[0025] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components.

[0026] Please refer to Figures 1 to 9 An embodiment of the present invention provides a radial bogie for a rail vehicle, including an intermediate load-bearing component 10, two end running components 20, and a friction-type radial adjustment mechanism 30.

[0027] The intermediate load-bearing component 10 is used to connect the car body of the rail vehicle. A traction device 50 and an air spring mounting seat 60 are installed on the intermediate load-bearing component 10. The traction device 50 is used to transmit the longitudinal force between the car body and the radial bogie, and the air spring mounting seat 60 is used to install the air spring 70.

[0028] Two end traveling members 20 are arranged longitudinally on both sides of the intermediate load-bearing member 10, that is, in front of and behind the intermediate load-bearing member 10 respectively along the vehicle's traveling direction, and each end traveling member 20 is independent of the intermediate load-bearing member 10. Each end traveling member 20 is equipped with a wheelset 80, which includes an axle and wheels mounted at both ends of the axle. A braking device 90 is also installed on the end traveling member 20 for applying braking force to the wheelset 80.

[0029] Reference Figure 2 or Figure 5 As shown, each end traveling component 20 is hinged to the intermediate bearing component 10 via a vertical hinge shaft 40, so that each end traveling component 20 can rotate in the horizontal plane relative to the intermediate bearing component 10 about the corresponding vertical hinge shaft 40.

[0030] A friction-type radial adjustment mechanism 30 is disposed between each end traveling member 20 and the intermediate bearing member 10 to constrain the rotation amplitude of each end traveling member 20 and provide rotational damping, so that when the vehicle passes through a curved track, each end traveling member 20 tends to be in a radial position. That is, the friction-type radial adjustment mechanism 30 corresponds one-to-one with the end traveling member 20, and a friction-type radial adjustment mechanism 30 is provided between each end traveling member 20 and the intermediate bearing member 10.

[0031] With this configuration, when the vehicle travels along the straight track, the front end travel member 20 and the rear end travel member 20 maintain a constant position. Figure 6 The diagram shows a basically parallel state. When the vehicle traverses the curved track, refer to... Figure 7 As shown, under the action of wheel-rail force, the front end running member 20 and the rear end running member 20 each tend to rotate in the horizontal plane around their corresponding vertical hinge axis 40. Based on this, due to the constraint of the friction-type radial adjustment mechanism 30, the rotation amplitude of the end running member 20 is limited, causing the end running member 20 to tend towards a radial position. This avoids the over-adjustment or under-adjustment problems that exist in traditional radial bogies outside a specific curve radius, enabling the radial bogie to adapt to curve tracks of different radii, effectively reducing wheel-rail wear and operating noise.

[0032] Furthermore, the radial bogie provided in this embodiment of the invention adopts a three-section hinged structure, improving the traditional one-piece rigid frame of the radial bogie into a split structure. This means that the two end running parts 20 are separated from the intermediate bearing part 10, allowing each end running part 20 to rotate relative to the intermediate bearing part 10. It is known that the frame of a traditional radial bogie is usually an integral structure, with the end parts rigidly connected to the intermediate part or integrally formed. When traversing curves, radial adjustment can only be achieved by the rotation of the wheelset 80 relative to the frame. However, this invention, by separating the end running parts 20, elevates the rotating body from the wheelset 80 level to the end running part 20 level. The entire end running part 20, together with the wheelset 80 on it, participates in radial adjustment as a single rotating unit. This split design shortens the transmission chain, reduces intermediate links, makes the motion transmission for radial adjustment more direct, and the structure simpler and more compact. Simultaneously, the friction-type radial adjustment mechanism 30 is a purely mechanical passive structure, requiring no electronic components such as sensors or controllers, offering advantages such as reliable structure, low cost, and good economy.

[0033] In some embodiments of the present invention, reference is made to... Figure 4 As shown, the friction-type radial adjustment mechanism 30 includes a friction block 31 and a friction groove 32. One of the friction block 31 and the friction groove 32 is disposed on the intermediate bearing member 10, and the other is disposed on the end traveling member 20.

[0034] Preferably, the friction block 31 is disposed on the intermediate bearing member 10, and the friction groove 32 is disposed on the end traveling member 20. By fixing the friction block 31 to the intermediate bearing member 10, the structure is more stable, and the friction groove 32 is disposed on the end traveling member 20 so that it can rotate with the end traveling member 20.

[0035] Friction block 31 and friction groove 32 make frictional contact to form a friction pair that constrains the rotation amplitude of each end traveling member 20. Specifically, the bottom surface of friction block 31 can be made to frictionally contact the inner bottom surface of friction groove 32 to form the friction pair. Additionally, this design also provides sway damping for the end traveling members 20 relative to the intermediate support member 10, ensuring stability during high-speed straight-line driving of the vehicle.

[0036] Thus, when the vehicle traverses a curved track, the end travel member 20 tends to rotate around the vertical hinge axis 40 under the action of wheel-rail force. The friction groove 32 on the end travel member 20 rotates together with the end travel member 20, creating a relative motion tendency between it and the friction block 31. The frictional force between the friction block 31 and the friction groove 32 forms a frictional torque, constraining the rotation amplitude of the end travel member 20 and causing the end travel member 20 to tend towards a radial position. This structure only requires the cooperation of the friction block 31 and the friction groove 32 to constrain the rotation amplitude of the end travel member 20, making the structure simple and compact.

[0037] In some embodiments of the present invention, reference continues to be made to... Figure 4 As shown, the friction blocks 31 corresponding to the two end traveling parts 20 are integrated into a single T-shaped structure. Specifically, this single T-shaped friction structure extends laterally. The friction grooves 32 provided on the two end traveling parts 20 simultaneously engage with this single T-shaped friction structure. This design helps to further reduce the number of parts, making the overall structure more compact.

[0038] In some embodiments of the present invention, reference is made to... Figure 1 or Figure 3 As shown, the friction grooves 32 of each friction-type radial adjustment mechanism 30 are located on the bottom side of the corresponding end traveling member 20. Arranging the friction grooves 32 of the friction-type radial adjustment mechanism 30 on the bottom side of the end traveling member 20 makes full use of the space below the end traveling member 20, making the overall structure of the radial bogie more compact. It does not occupy the space on the upper part of the intermediate bearing member 10 used for installing components such as the air spring 70 and the traction device 50, nor does it interfere with the braking device 90 on the end traveling member 20.

[0039] In some embodiments of the present invention, reference is made to... Figure 2 As shown, the vertical hinge shafts 40 on the two end traveling members 20 are located on the same straight line. This arrangement ensures that the rotation centers of the two end traveling members 20 are symmetrically arranged in the horizontal direction. When the vehicle passes through a curved track, the front and rear end traveling members 20 tend to rotate under the influence of their respective wheel-rail forces. The rotation amplitude of both is constrained by the corresponding friction-type radial adjustment mechanism 30, ensuring that the front and rear end traveling members 20 are in a suitable radial position. This symmetrical layout gives the radial bogie symmetrical radial adjustment performance when passing through left-hand and right-hand curved tracks, resulting in smoother vehicle operation.

[0040] In some embodiments of the present invention, reference is made to... Figure 8As shown, the end running gear 20 can be a U-shaped frame, including an end crossbeam 21 and two end longitudinal beams 22 extending from the same side of the end crossbeam 21. Components such as the vertical hinge shaft 40 and the braking device 90 can be mounted on the end crossbeam 21, and the wheelset 80 can be mounted between the two end longitudinal beams 22, specifically with the axle ends of the wheelset 80 rotatably connected to the two end longitudinal beams 22 respectively. The U-shaped frame structure of the end running gear 20 concentrates the vertical hinge shaft 40, braking device 90, and other components in the area of ​​the end crossbeam 21, forming a reasonable spatial layout with the wheelset 80 installed between the end longitudinal beams 22, ensuring that the components do not interfere with each other. Simultaneously, the end crossbeam 21 is close to the intermediate load-bearing component 10, facilitating the hinge of the vertical hinge shaft 40 passing through the end crossbeam 21 and the intermediate load-bearing component 10. The end longitudinal beams 22 extend away from the intermediate load-bearing component 10, providing installation space for the wheelset 80, making the overall structure of the radial bogie more compact.

[0041] In some embodiments of the present invention, reference is made to... Figure 5 and Figure 9 As shown, each end traveling component 20 and the intermediate bearing component 10 are provided with an elastic hinge structure 100.

[0042] The flexible hinge structure 100 includes a fixed hinge shaft 101 and a conical rubber sleeve 102. The fixed hinge shaft 101 extends laterally and is fixed to the intermediate bearing member 10. The conical rubber sleeve 102 is coaxially sleeved on the fixed hinge shaft 101 and rotatably engages with the fixed hinge shaft 101, allowing the conical rubber sleeve 102 to rotate around the fixed hinge shaft 101. Simultaneously, the conical rubber sleeve 102 is fixed to the end traveling member 20. Exemplarily, a hinge seat 23 for mounting the conical rubber sleeve 102 is provided on the end crossbeam 21 of the end traveling member 20, and the conical rubber sleeve 102 is fixedly embedded in the shaft hole of the hinge seat 23.

[0043] This configuration allows each end traveling component 20 to pivot upwards or downwards around the fixed hinge axis 101, adapting to unevenness in the track and improving vehicle stability. When the vehicle passes through a curved track, the end traveling component 20 rotates horizontally around the corresponding vertical hinge axis 40. The conical rubber sleeve 102 adapts to the positional changes of the end traveling component 20 through appropriate elastic deformation, allowing the end traveling component 20 to rotate smoothly around the vertical hinge axis 40 without interfering with the fixed hinge axis 101. During the process of the vehicle passing through the curved track and the end traveling component 20 returning to its normal position, the elastic restoring force of the conical rubber sleeve 102 assists the end traveling component 20 in returning to its normal position, while its damping characteristics suppress oscillations during the return process, allowing the end traveling component 20 to return to its normal position more smoothly and stably when running on a straight track.

[0044] The conical rubber sleeve 102 can specifically be a rubber sleeve, which utilizes the elastic deformation capacity and damping characteristics of rubber material to achieve the above functions.

[0045] In some embodiments of the present invention, reference continues to be made to... Figure 5 As shown, each end traveling component 20 is provided with two elastic hinge structures 100 between it and the intermediate bearing component 10. The two elastic hinge structures 100 are arranged symmetrically in the transverse direction with the vertical hinge axis 40 on the corresponding end traveling component 20 as the center. This arrangement ensures that the end traveling components 20 are subjected to uniform force on both sides when they pivot around the fixed hinge axis 101, thereby improving the stability and load-bearing capacity of the structure.

[0046] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A radial bogie for a rail vehicle, characterized in that, include: Intermediate load-bearing component, used to connect the vehicle body; Two end traveling components are arranged longitudinally along the vehicle on both sides of the intermediate load-bearing component; wheelsets are mounted on the end traveling components; each end traveling component is hinged to the intermediate load-bearing component via a vertical hinge axis, so that the end traveling component can rotate relative to the intermediate load-bearing component in the horizontal plane about the corresponding vertical hinge axis; A friction-type radial adjustment mechanism is provided between each of the end traveling components and the intermediate bearing component to constrain the rotation amplitude of each of the end traveling components, so that when the vehicle passes through the curved track, each of the end traveling components is in a radial position.

2. The radial bogie for rail vehicles according to claim 1, characterized in that, The friction-type radial adjustment mechanism includes a friction block and a friction groove; one of the friction block and the friction groove is disposed on the intermediate bearing component, and the other is disposed on the end traveling component; The friction block and the friction groove make frictional contact to form a friction pair for constraining the rotation range of each of the end traveling components.

3. The radial bogie for rail vehicles according to claim 2, characterized in that, The friction block is disposed on the intermediate bearing component, and the friction groove is disposed on the end traveling component.

4. The radial bogie for rail vehicles according to claim 3, characterized in that, The friction blocks corresponding to the two end traveling components are integrated into a single T-shaped structure.

5. The radial bogie for rail vehicles according to claim 1, characterized in that, The vertical hinge axes on the two end traveling components are located on the same straight line.

6. The radial bogie for rail vehicles according to claim 2, characterized in that, Each of the friction grooves is located on the bottom side of the corresponding end travel member.

7. The radial bogie for rail vehicles according to claim 1, characterized in that, The intermediate load-bearing component is equipped with a traction device and an air spring mounting base.

8. The radial bogie for rail vehicles according to claim 1, characterized in that, A braking device is installed on the end traveling component.

9. The radial bogie for rail vehicles according to claim 1, characterized in that, Each of the end traveling components and the intermediate bearing component is provided with an elastic hinge structure; The elastic hinge structure includes: A fixed hinge shaft extends laterally and is fixed to the intermediate load-bearing component; A conical rubber sleeve is coaxially fitted onto the fixed hinge shaft and rotatably engages with the fixed hinge shaft. The conical rubber sleeve is fixed to the end traveling component.

10. The radial bogie for rail vehicles according to claim 9, characterized in that, Two elastic hinge structures are provided between each of the end traveling components and the intermediate bearing component. The two elastic hinge structures are arranged symmetrically in the transverse direction with the vertical hinge axis on the corresponding end traveling component as the center.

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