Auxiliary guide structure of a rail vehicle and bogie thereof

Abstract

The application discloses a kind of auxiliary guide structure of rail vehicle and bogie thereof, including auxiliary rubber wheel mechanism, drive cylinder control equipment and guide rail, the auxiliary rubber wheel mechanism includes auxiliary rubber wheel assembly and drive cylinder, the auxiliary rubber wheel assembly includes the guide wheel shaft being fixedly connected with the shell of the drive cylinder, the wheel hub motor for driving guide wheel shaft, guide wheel is installed on guide wheel shaft, the drive cylinder includes shell, cylindrical body being slidably installed in shell, guide mechanism mounting shaft being fixedly connected with columnar body, first cavity and second cavity are provided between the shell and cylindrical body, the first cavity and the second cavity are respectively connected drive cylinder control equipment by pipeline;The guide rail includes two guide rails arranged in parallel, and the guide wheel is horizontally installed between the two guide rails.The application can effectively reduce or eliminate the contact between the curve section wheel rim and the steel rail, and eliminate the abnormal wear and screeching of the rim.

Description

Technical Field

[0001] This invention relates to rail transit vehicles, and more specifically to an auxiliary guidance structure for rail vehicles and its bogie. Background Technology

[0002] Wheel flange wear is a pressing technical challenge in the operation of rail transit vehicles, especially when these vehicles traverse curved tracks. This phenomenon not only leads to a decline in vehicle performance but can also trigger a series of chain reactions, severely impacting the safety, economy, and comfort of the rail transit system.

[0003] From a technical perspective, wheel flange wear primarily stems from the nonlinear wear characteristics of vehicles traversing curves. When a vehicle enters a curved track, centrifugal force causes the wheel flange to contact the track side, leading to stress concentration and material loss. This wear exhibits significant dynamic characteristics, and its severity is closely related to factors such as vehicle speed, curve radius, and track conditions. Wheel flange wear is particularly pronounced under conditions of high operational density and heavy train loads.

[0004] Traditionally, the industry has attempted to alleviate this problem primarily by reducing operating speeds or increasing wheel flange lubrication and trackside lubrication. However, these methods have revealed significant limitations in practical applications. While reducing speed can decrease wear to some extent, it severely impacts transportation efficiency and operational effectiveness. Although wheel flange lubrication and trackside lubrication technologies can improve lubrication conditions to some degree, the complex and variable operating conditions of trains often make it difficult to achieve uniform and stable lubrication effects, especially under high-speed and heavy-load conditions, where the lubrication effect may be further weakened.

[0005] Wheel flange wear not only affects vehicle operation safety and track structure lifespan, but can also cause serious noise pollution, adversely impacting the quality of life of residents along the line and the environmental friendliness of the rail transit system. Therefore, fundamentally solving the problem of wheel flange wear has become an important issue in the development of rail transit technology. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to address wheel flange wear in rail transit vehicles. The first objective of the present invention is to provide an auxiliary guiding structure and bogie for rail vehicles, which can effectively reduce or eliminate the contact between wheel flanges and rails on curved sections by controlling the operating state of wheelsets and bogies, thereby eliminating abnormal wheel flange wear and squealing problems, while avoiding environmental pollution caused by excessive use of wheel flange lubricant.

[0007] The second objective of this invention is to provide an auxiliary guiding structure for rail vehicles and its bogie, which, through the cooperation of guide wheels and guide rails, enables vehicles to pass through curves at higher speeds without the risk of derailment due to centrifugal force, significantly improving the vehicle's operating speed on the entire line and thus enhancing operational efficiency.

[0008] The third objective of this invention is to provide an auxiliary guiding structure and bogie for rail vehicles, which can serve as a source of auxiliary power and auxiliary braking force, effectively improving the traction and braking performance of vehicles under conditions of insufficient track adhesion, and further enhancing the operational reliability and safety of the vehicles.

[0009] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: An auxiliary guiding structure for rail vehicles includes an auxiliary rubber-tired mechanism, a drive cylinder control device, and a guide rail. Its structural features are as follows: The auxiliary rubber wheel mechanism includes an auxiliary rubber wheel assembly and a drive cylinder. The auxiliary rubber wheel assembly includes a guide wheel shaft fixedly connected to the outer shell of the drive cylinder, a hub motor for driving the guide wheel shaft, and a guide wheel mounted on the guide wheel shaft. The drive cylinder includes an outer shell, a columnar body slidably mounted inside the outer shell, and a guide mechanism mounting shaft fixedly connected to the columnar body. A first cavity and a second cavity are provided between the outer shell and the columnar body. The first cavity and the second cavity are respectively connected to the drive cylinder control device via pipelines. The guide track includes two guide rails arranged in parallel, and the guide wheel is horizontally installed between the two guide rails and is in clearance fit with the guide rails.

[0010] This invention can adjust the gap between the guide wheel and the guide rail by moving the outer housing of the hydraulically controlled drive cylinder, thereby controlling the running state of the wheelset and bogie. This effectively reduces or eliminates the contact between the wheel flange and the rail on curved sections, thereby eliminating abnormal wear and squealing of the wheel flange, and avoiding environmental pollution caused by excessive use of wheel flange lubricant.

[0011] This invention utilizes the cooperation between guide wheels and guide rails to enable vehicles to pass through curves at higher speeds without the risk of derailment due to centrifugal force, significantly improving the vehicle's operating speed on the entire route and thus enhancing operational efficiency.

[0012] Furthermore, the auxiliary rubber wheel mechanism of the present invention can also serve as a source of auxiliary power and auxiliary braking force, effectively improving the traction and braking performance of the vehicle under conditions of insufficient track adhesion, and further enhancing the operational reliability and safety of the vehicle.

[0013] According to embodiments of the present invention, the present invention can be further optimized, and the optimized technical solution is as follows: In one preferred embodiment, reset springs are installed in the first cavity and the second cavity respectively to facilitate the quick reset of the drive cylinder.

[0014] In one preferred embodiment, the hub motor is mounted on the guide wheel shaft, and the guide wheel is mounted on the guide wheel via an adapter sleeve.

[0015] In one preferred embodiment, the drive cylinder is a hydraulic cylinder, the drive cylinder control device is a hydraulic control device, the hydraulic control device includes a reversing valve, an oil pump and an oil tank, the first cavity and the second cavity are respectively connected to a working oil port of the reversing valve via hydraulic pipelines, the oil pump is connected to the oil inlet of the reversing valve, and the oil tank is connected to the oil return port of the reversing valve.

[0016] In one preferred embodiment, the directional valve is a three-position four-way directional valve.

[0017] In one preferred embodiment, the guide wheel includes a rim, a guide tire connected to the rim, and a rubber support wheel installed within the rim and the guide tire. The rubber support wheel includes a wheel frame and a rubber layer vulcanized on the outer layer of the wheel frame, so that in emergency conditions, the rubber support wheel can be pressed tightly against the guide rail to provide greater lateral support force, thereby resisting the vehicle's rollover moment or lateral load.

[0018] Based on the same inventive concept, the present invention also provides a bogie, including a frame, wherein the auxiliary guide structure for rail vehicles is respectively centrally mounted at both ends and the middle part of the frame, and the two ends of the guide mechanism mounting shaft are respectively fixedly connected to the frame.

[0019] Compared with the prior art, the beneficial effects of the present invention are: (1) The present invention can effectively reduce or eliminate abnormal wear of wheel flanges and curve squealing problems in small curve areas by cooperating with the guide wheel and guide rail.

[0020] (2) When the risk of vehicle rollover or derailment occurs, the present invention can use the combination of rubber support wheel and guide rail to provide anti-rolling torque and anti-derailment lateral force.

[0021] (3) When the guide wheel does not participate in the guidance, it remains in a non-contact state with the track to avoid wear of the guide tire and reduce running resistance.

[0022] (4) The guide wheel is controlled by a hydraulic cylinder and its position can be dynamically adjusted according to different working conditions.

[0023] (5) The guide wheel mechanism of the present invention integrates a hub motor, which can realize driving and electric braking functions. In the non-working state, the guide wheel can remain stationary. When the wheel-rail adhesion coefficient is low and driving force or braking force is required, the guide wheel can be driven to rotate by the hub motor to provide the corresponding electric braking force or driving force. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the structure of an embodiment of the bogie of the present invention.

[0026] Figure 2 This is a schematic diagram of an embodiment of the auxiliary rubber wheel mechanism of the present invention.

[0027] Figure 3 A schematic diagram of the structure used to assist in the assembly of the rubber wheels.

[0028] Figure 4 This is a schematic diagram of a hydraulic control system.

[0029] Figure 5 This diagram shows the relative positions of the guide wheel and guide rail under straight or large curve conditions.

[0030] Figure 6 This diagram shows the relative positions of the guide wheel and guide rail when navigating a small curve.

[0031] Figure 7 The diagram shows the relative positions of the auxiliary rubber wheel mechanism, bogie, and wheelset when the vehicle passes through a small curve at low speed. When the vehicle passes through a large superelevation curve at a low speed, the wheels move inward, and the inner wheels are prone to flange contact and wear. At this time, the guide wheel moves inward, causing the bogie and wheelset to move outward.

[0032] Figure 8 The diagram shows the relative positions of the auxiliary rubber wheel mechanism, bogie, and wheelset when a vehicle passes through a small curve at high speed: As the vehicle passes through the curve at a high speed, the wheels move outward, and the outer wheels are prone to flange contact and wear. The guide wheels move outward, causing the bogie and wheelset to move inward.

[0033] Figure 9 This diagram shows the position of the guide wheel when it provides starting force, braking force, or anti-overturning torque.

[0034] Figure 10The diagram shows the three states of a three-position four-way directional valve.

[0035] In the diagram: 1. Frame; 2. Rail; 3. Guide rail; 31. Guide rail; 4. Auxiliary rubber wheel assembly; 41. Guide wheel shaft; 42. Wheel hub motor; 43. Guide wheel; 44. Adapter sleeve; 431. Wheel rim; 432. Guide tire; 433. Rubber support wheel; 4331. Wheel frame; 4332. Rubber layer; 5. Drive cylinder; 51. Outer shell; 52. Columnar body; 53. Guide mechanism mounting shaft; 54. First cavity; 55. Second cavity; 56. Return spring; 6. Overflow valve; 7. Directional control valve; 8. Oil pump; 9. Oil tank; 10. Hydraulic check valve. Detailed Implementation

[0036] The present invention will be further described below with reference to specific preferred embodiments, but this does not limit the scope of protection of the present invention.

[0037] In the description of this invention, it should be noted that the terms "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for 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. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0038] 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 mechanical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0039] Please see Figure 1 An embodiment of the auxiliary guiding structure for rail vehicles of the present invention includes a bogie frame 1, an auxiliary rubber wheel mechanism installed at the ends and middle of the bogie frame 1, a drive cylinder control device for driving the auxiliary rubber wheel, and a guide rail 3 for cooperating with the auxiliary rubber wheel. The bogie frame 1 is installed on the rail 2.

[0040] like Figure 2 , Figure 3 As shown, the auxiliary rubber wheel mechanism includes an auxiliary rubber wheel assembly 4 and a drive cylinder 5.

[0041] The auxiliary rubber wheel assembly 4 includes a guide wheel shaft 41 fixedly connected to the outer housing 51 of the drive cylinder 5, a hub motor 42 for driving the guide wheel shaft 41, and a guide wheel 43 mounted on the guide wheel shaft 41. The guide wheel shaft 41 is vertically mounted, the hub motor 42 is mounted on the guide wheel shaft 41 with a pivot, and the guide wheel 43 is horizontally mounted on the guide wheel shaft 41 via an adapter sleeve 44. The guide wheel 43 includes a rim 431, a guide tire 432 connected to the rim 431, and a rubber support wheel 433 mounted inside the rim 431 and the guide tire 432. The rubber support wheel 433 includes a wheel frame 4331 and a rubber layer 4332 vulcanized on the outer layer of the wheel frame 4331. Under normal operation, there is a gap between the rubber support wheel 433 and the guide tire 432. When the guide tire 432 is subjected to a large force, the guide tire 432 is in close contact with the rubber support wheel 433. The guide tire 432 and the rubber support wheel 433 together bear the supporting force, ensuring the stable operation of the guiding mechanism.

[0042] The drive cylinder 5 includes a housing 51, a columnar body 52 slidably mounted within the housing 51, and a guide mechanism mounting shaft 53 fixedly connected to the columnar body 52. ​​A first cavity 54 and a second cavity 55 are provided between the housing 51 and the columnar body 52, and the first cavity 54 and the second cavity 55 are respectively connected to the drive cylinder control device via pipelines. The two ends of the guide mechanism mounting shaft 53 are respectively fixedly connected to the bogie frame 1.

[0043] In this embodiment, the drive cylinder 5 is a hydraulic cylinder, and the drive cylinder control device is a hydraulic control device. For example... Figure 4 As shown, the hydraulic control device includes a directional valve 7, an oil pump 8, and an oil tank 9. The first chamber 54 is connected to the working port A of the directional valve 7 via hydraulic pipe A, and the second chamber 55 is connected to the working port B of the directional valve 7 via hydraulic pipe B. The oil inlet of the oil pump 8 is connected to the oil tank 9, and the oil outlet of the oil pump 8 is connected to the oil inlet P of the directional valve 7 via a hydraulically controlled check valve 10. The oil tank 9 is connected to the return port T of the directional valve 7. The directional valve 7 is preferably a three-position four-way directional valve. For safety, an overflow valve 6 is installed at the oil outlet of the oil pump 8.

[0044] Obviously, the drive cylinder 5 in this invention can also be a cylinder, an electric push rod, or other equipment that can be selected by those skilled in the art, and the drive cylinder control equipment can also be a pneumatic control equipment, an electrical control equipment, or the like.

[0045] The guide rail 3 includes two parallel guide rails 31, which are installed in the middle of the rail 2. The guide wheel 43 is horizontally installed between the two guide rails 31 and is in clearance fit with the guide rails 31. By adjusting the clearance between the guide rails 31 and the guide wheel 43, the auxiliary guidance function of the vehicle is completed.

[0046] To facilitate the reset of the guide wheel mounting shaft 53, reset springs 56 are respectively installed in the first cavity 54 and the second cavity 55.

[0047] The guide wheel 43 is positioned on the bogie frame 1 by a hydraulic control device. In the normal vehicle configuration, the guide wheel 43 is located in the center of the bogie frame 1 and does not contact the guide rail 31. When the guide wheel 43 needs to operate, the vehicle controls the lateral movement of the guide wheel 43 by controlling the three-position four-way directional valve 7, thereby putting the guide wheel 43 into auxiliary guiding operation mode.

[0048] The working states of this invention can be divided into the following situations: a. Straight line or large curve working conditions On straight or highly curved rails, the lateral movement of the vehicle wheelset is small, and a certain free clearance is maintained between the guide wheel 43 and the guide rail 31, preventing contact between the guide wheel 43 and the guide rail 31. Figure 5 As shown.

[0049] b. Through small curve operating conditions When a vehicle travels at high speed over a slightly curved rail, it experiences significant lateral acceleration. At this time, the vehicle's acceleration sensor detects the signal and triggers the controller. The controller then hydraulically drives and controls the outer housing 51 of the drive cylinder 5 to move towards the wheelset's bias side, reducing the gap between the guide wheel 43 and the guide rail 31. Figure 6 - Figure 8 As shown. Simultaneously, due to the influence of the curve, the gap between the guide wheel 43 and the guide rail 31 is further reduced, allowing the guide rail 31 to support the guide wheel 43, and the guide wheel 43 begins to participate in vehicle guidance. In this way, by controlling the relative position of the guide wheel 43 and the guide rail 31, direct contact between the wheel flange and the rail 2 can be avoided, thereby effectively reducing flange wear and curve squealing problems.

[0050] c. Provide auxiliary power or auxiliary electric braking conditions When the vehicle requires auxiliary power or auxiliary electric braking force, the controller receives a signal from the vehicle and pushes the guide wheel 43 towards the guide rail 31 via the drive cylinder 5. Figure 9 As shown. At the same time, the hub motor 42 on the guide wheel 43 starts to work, generating corresponding traction or braking force, thereby improving the traction and braking performance of the vehicle when the track adhesion is insufficient.

[0051] d. Safety-assisted guidance during vehicle emergency situations When the vehicle is about to overturn or derail, a trigger signal is issued by the vehicle, or when the lateral acceleration exceeds a safety threshold, the vehicle uses drive cylinder 5 to press the guide wheel 43 firmly onto the guide rail 31. Figure 9As shown. Because the guide tire 432 has low stiffness, the rubber support wheel 433 inside the guide tire 432 is also pressed against the guide rail 31, thereby providing a larger lateral force to resist the vehicle's rollover moment or lateral load.

[0052] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can make many possible variations and modifications to the technical solution of the present invention, or modify it into equivalent embodiments with equivalent changes, without departing from the scope of the technical solution of the present invention. Therefore, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention should fall within the scope of protection of the technical solution of the present invention.

Claims

1. An auxiliary guiding structure for rail vehicles, comprising an auxiliary rubber wheel mechanism, a drive cylinder control device, and a guide rail, characterized in that: The auxiliary rubber wheel mechanism includes an auxiliary rubber wheel assembly and a drive cylinder. The auxiliary rubber wheel assembly includes a guide wheel shaft fixedly connected to the outer shell of the drive cylinder, a hub motor for driving the guide wheel shaft, and a guide wheel mounted on the guide wheel shaft. The drive cylinder includes an outer shell, a columnar body slidably mounted inside the outer shell, and a guide mechanism mounting shaft fixedly connected to the columnar body. A first cavity and a second cavity are provided between the outer shell and the columnar body. The first cavity and the second cavity are respectively connected to the drive cylinder control device via pipelines. The guide track includes two guide rails arranged in parallel, and the guide wheel is horizontally installed between the two guide rails and is in clearance fit with the guide rails.

2. The auxiliary guidance structure for rail vehicles according to claim 1, characterized in that, A reset spring is installed in both the first cavity and the second cavity.

3. The auxiliary guidance structure for rail vehicles according to claim 1, characterized in that, The hub motor is mounted on the guide wheel shaft, and the guide wheel is mounted on the guide wheel via an adapter sleeve.

4. The auxiliary guidance structure for rail vehicles according to claim 1, characterized in that, The drive cylinder is a hydraulic cylinder, and the drive cylinder control device is a hydraulic control device. The hydraulic control device includes a directional valve, an oil pump, and an oil tank. The first cavity and the second cavity are respectively connected to a working oil port of the directional valve via hydraulic pipelines. The oil pump is connected to the oil inlet of the directional valve, and the oil tank is connected to the oil return port of the directional valve.

5. The auxiliary guidance structure for rail vehicles according to claim 4, characterized in that, The reversing valve is a three-position four-way reversing valve.

6. The auxiliary guidance structure for rail vehicles according to claim 1, characterized in that, The guide wheel includes a rim, a guide tire connected to the rim, and a rubber support wheel installed in the rim and the guide tire. The rubber support wheel includes a wheel frame and a rubber layer vulcanized on the outer layer of the wheel frame.

7. A bogie, comprising a frame, characterized in that, The auxiliary guide structure for rail vehicles as described in any one of claims 1-6 is respectively installed at the two ends and the middle part of the frame, and the two ends of the guide mechanism mounting shaft are respectively fixedly connected to the frame.

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