Bogie and rail vehicle

Abstract

The application discloses a bogie and a rail transit vehicle, and relates to the technical field of rail transit vehicles. The bogie comprises a frame, a wheel set, a driving device and a braking device. The driving device is arranged on an axle of the wheel set and comprises a first transmission wheel fixedly sleeved on the axle. The braking device is arranged on the frame and located on a side of the driving device along the longitudinal direction of a vehicle body and faces the frame. The braking device comprises a braking shaft extending along the longitudinal direction of the vehicle body and a second transmission wheel arranged at an end of the braking shaft. The second transmission wheel is engaged with the first transmission wheel, and the rotation axes of the two transmission wheels are perpendicular to each other. The application can reduce the side follow-up mass of the wheel set, reduce the unsprung mass of the bogie, utilize the longitudinal space between the frame and the wheel set, improve the utilization efficiency of the internal space of the bogie, and improve the structural integration at the same time. Therefore, the application can realize the compactness and lightweight design of the bogie.

Description

Technical Field

[0001] This invention relates to the field of rail transit vehicle technology, and in particular to a bogie and a rail transit vehicle. Background Technology

[0002] As rail transit vehicles develop towards lighter weight, lower energy consumption, and greater compactness, reducing vehicle weight, especially the unsprung mass of the bogie, has become a crucial technical objective in rail transit vehicle design. As the primary load-bearing and running gear of a rail transit vehicle, the structural mass and mass distribution of the bogie directly affect the vehicle's energy consumption level. Therefore, reducing the mass of the bogie and its components, while meeting structural strength, stiffness, and reliability requirements, is an important way to improve the overall performance of rail transit vehicles.

[0003] In existing rail transit vehicles, braking devices are typically located at the ends of the axles, near the wheels, or near the gearbox output. The braking torque generated during braking is generally transmitted to the wheels through the axles, thereby achieving vehicle braking. Since some components of the braking device are located near the wheelsets, these components move with the wheelsets, increasing the follow-up mass on the wheelset side. This is not conducive to reducing the unsprung mass of the bogie and makes it difficult to meet the requirements of lightweight design.

[0004] Existing braking systems typically require brake discs, brake calipers, and corresponding connecting structures, which occupy axial and radial space near the axles or gearbox. Simultaneously, the bogie interior also needs to house wheelsets, drive units, gearboxes, suspension systems, and other functional components, with each component's installation space constraining the others, increasing the difficulty of layout and structural matching. Furthermore, establishing a braking torque transmission path through independent transmission components would further increase the number of parts and installation space required. Therefore, the current arrangement of braking systems is not conducive to improving the utilization of internal bogie space or achieving a compact design.

[0005] Therefore, how to optimize the arrangement of the braking device to meet the requirements of compact design is a technical problem that needs to be solved by those skilled in the art. Summary of the Invention

[0006] In view of this, the purpose of the present invention is to provide a bogie and rail transit vehicle that optimizes the arrangement of the braking device relative to the wheelset and frame, reduces the space occupied by the braking device around the wheelset while maintaining a reliable braking torque transmission path, and allows the frame to bear more of the weight of the braking device, thereby facilitating the compact design of the bogie and solving the technical problem of the bogie structure being non-compact due to the unreasonable layout of the existing braking device.

[0007] To achieve the above objectives, the present invention provides a bogie, comprising: Framework; Wheelset, which includes the axle; A drive unit is located on an axle; the drive unit includes a first transmission wheel located on the axle, and the first transmission wheel is fixedly sleeved on the axle. The braking device is mounted on the frame and located on the side of the drive unit facing the frame along the longitudinal direction of the vehicle body; the braking device includes a brake shaft and a second drive wheel, the brake shaft extends longitudinally along the vehicle body, and the second drive wheel is fixed to the end of the brake shaft facing the drive unit. The second transmission wheel meshes with the first transmission wheel. The rotation axis of the first transmission wheel coincides with the axis of the axle, and the rotation axis of the second transmission wheel coincides with the axis of the brake shaft. The rotation axes of the first transmission wheel and the second transmission wheel are perpendicular to each other.

[0008] In some embodiments, the first transmission wheel is a first bevel gear, the second transmission wheel is a second bevel gear, and the first bevel gear and the second bevel gear mesh with each other to form a bevel gear pair; the first bevel gear is coaxially arranged with the axle, and the second bevel gear is an integral structure with the brake shaft.

[0009] In some embodiments, the first transmission wheel is a first arc-tooth bevel gear, the second transmission wheel is a second arc-tooth bevel gear, and the arc-shaped tooth surfaces of the first arc-tooth bevel gear and the second arc-tooth bevel gear mesh with each other to form a continuous meshing transmission pair.

[0010] In some embodiments, the braking device further includes a moving disc, a stationary disc, and a brake cylinder; The movable disc is sleeved on the brake shaft and slides with the brake shaft; a limiting member extending along the axial direction of the brake shaft is provided between the movable disc and the brake shaft, and the movable disc is circumferentially fixed to the brake shaft through the limiting member; The stationary disc is positioned opposite the moving disc along the axial direction of the brake shaft and is circumferentially fixed relative to the frame; The brake cylinder is mounted on the frame and fixedly connected to the moving disc. It is used to drive the moving disc to move axially along the brake shaft so that the moving disc and the stationary disc press against each other.

[0011] In some embodiments, the drive unit includes a first housing, the braking unit includes a second housing, and the first housing and the second housing are attached together along the longitudinal direction of the vehicle body and are detachably connected by fasteners. The first housing forms a first receiving cavity for accommodating at least a portion of the first drive wheel; the second housing forms a second receiving cavity for accommodating at least a portion of the second drive wheel and the brake shaft; the first receiving cavity and the second receiving cavity communicate in the meshing area of ​​the first drive wheel and the second drive wheel.

[0012] In some embodiments, the wheelset further includes two wheels respectively fixed at both ends of the axle, with the drive unit located between the two wheels.

[0013] In some embodiments, the frame further includes a crossbeam and two longitudinal beams, the two longitudinal beams extending longitudinally along the vehicle body and being disposed transversely at both ends of the crossbeam; the crossbeam is a hollow structure; each longitudinal beam is hinged to the crossbeam via a pivot. The braking device is located longitudinally along the vehicle body between the crossbeam and the wheelset.

[0014] In some embodiments, the bogie includes two wheelsets spaced apart along the longitudinal direction of the vehicle body, a crossbeam located between the two wheelsets, and each wheelset is provided with a drive unit. The braking device is configured as two devices, which are respectively located on opposite sides of the crossbeam along the longitudinal direction of the vehicle body, and the two braking devices are symmetrically arranged relative to the crossbeam along the longitudinal direction of the vehicle body.

[0015] In some embodiments, an elastic support assembly is provided between the second housing of the braking device and the crossbeam; The elastic support assembly includes a guide rod, an elastic element, and a limiting element; the crossbeam is provided with a support portion, and the support portion is provided with a guide hole that runs through the longitudinal direction of the vehicle body; the guide rod extends longitudinally along the vehicle body, one end of the guide rod is fixedly connected to the second housing, and the other end is slidably engaged with the guide hole; The elastic element is sleeved on the guide rod and is disposed longitudinally between the second outer shell and the support part; the limiting element is disposed at one end of the guide rod through the guide hole, and the maximum width of the limiting element is greater than the diameter of the guide hole; When the second housing slides longitudinally along the vehicle body relative to the crossbeam via the guide rod, the elastic element undergoes axial elastic deformation when the second housing and the crossbeam are relatively displaced, and the limiting element restricts the axial movement of the second housing relative to the crossbeam when it abuts against the support.

[0016] The present invention also provides a rail transit vehicle including the aforementioned bogie.

[0017] Compared to the prior art, this invention places the braking device on the frame, along the longitudinal direction of the vehicle body, on the side of the drive unit facing the frame, rather than directly on the axle end or near the wheel. Since the frame and wheelset are connected by a suspension system, placing the braking device on the frame allows the frame to bear the main weight of the braking device, reducing the weight of braking components that move with the wheelset. This helps reduce the unsprung mass of the bogie and facilitates lightweight design. Simultaneously, the braking device includes a brake shaft extending longitudinally along the vehicle body. A second transmission wheel is located at the end of the brake shaft facing the drive unit. The second transmission wheel meshes with a first transmission wheel fixedly mounted on the axle. Therefore, the braking torque generated by the braking device can be transmitted sequentially through the brake shaft, the second transmission wheel, and the first transmission wheel to the axle, and finally to the wheel, thus achieving vehicle braking.

[0018] The rotation axis of the first drive wheel coincides with the axis of the axle, and the rotation axis of the second drive wheel coincides with the axis of the brake axle. Furthermore, the rotation axes of the first and second drive wheels are perpendicular to each other. This perpendicular transmission relationship allows the braking torque to change its transmission direction between the axle and the brake axle, eliminating the need for the brake axle to be arranged along the axle direction and allowing it to extend longitudinally along the car body. Based on this, the braking device can be arranged using the longitudinal space of the drive unit facing the frame side, shifting the main space requirements of the braking device from the vicinity of the axle to the frame side. This reduces the occupancy of axial and radial space near the axle, lowers the risk of spatial interference between the braking device and other components such as wheelsets and the drive unit, improves the utilization efficiency of the bogie's internal space, and facilitates a compact bogie design.

[0019] Furthermore, the first transmission wheel belongs to the drive unit and is fixedly mounted on the axle, while the braking device directly meshes with the first transmission wheel through the second transmission wheel. The existing axle-side transmission components of the drive unit are used to establish a path for transmitting braking torque to the axle, so that the first transmission wheel participates in the transmission of both driving power and braking torque in terms of structure. This improves the structural integration between the drive unit and the braking device, reduces additional space occupation, and further provides conditions for compact design.

[0020] In summary, this invention, by placing the braking device on the frame and utilizing mutually perpendicular first and second transmission wheels to redirect and transmit braking torque to the axle, enables the braking device to reliably achieve wheelset braking while remaining free from the confined space near the axle. This reduces the wheelset-side follow-up mass and lowers the unsprung mass of the bogie; furthermore, it utilizes the longitudinal space between the frame and the wheelset, improving the efficiency of internal bogie space utilization and simultaneously enhancing structural integration. Therefore, this invention achieves both a compact and lightweight bogie design. Attached Figure Description

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

[0022] Figure 1 This is an axle-view drawing of a bogie provided in a specific embodiment of the present invention; Figure 2 for Figure 1 Another axonometric drawing; Figure 3 for Figure 1 Another axonometric drawing; Figure 4 for Figure 3 A magnified view of the first and second transmission wheels meshing together.

[0023] The attached figures are labeled as follows: 110 - Frame; 111 - Horizontal beam; 112 - Longitudinal beam; 120 - Wheelset; 121 - Axle; 122 - Wheel; 130 - Drive unit; 131 - First transmission wheel; 132 - First housing; 133 - First receiving cavity; 140 - Braking device; 141 - Brake shaft; 142 - Second transmission wheel; 143 - Second housing; 150 - Flexible support assembly. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0026] This invention discloses a bogie, as shown in the attached figure. Figures 1 to 3 As shown, it includes a frame 110, wheelsets 120, a drive unit 130, and a braking unit 140.

[0027] As attached Figure 1 and 4 As shown, the wheelset 120 includes an axle 121 that extends laterally along the vehicle body. A drive unit 130 is mounted on the axle 121 and includes a first drive wheel 131. The first drive wheel 131 is fixedly sleeved on the axle 121 so that the first drive wheel 131 and the axle 121 rotate coaxially. The drive unit 130 may also include components such as a drive motor and a reduction transmission mechanism, depending on the vehicle's traction scheme. These components are not essential limitations of the braking arrangement scheme of this invention.

[0028] The braking device 140 is mounted on the frame 110 and located on the side of the drive unit 130 facing the frame 110 along the longitudinal direction of the vehicle body. By mounting the braking device 140 on the frame 110, the main mass of the braking device 140 is borne by the frame 110, reducing the mass of the braking components that move with the wheelset 120, thereby helping to reduce the unsprung mass of the bogie and achieve lightweight design.

[0029] As attached Figure 1 and 4 As shown, the braking device 140 includes a brake shaft 141 and a second drive wheel 142. The brake shaft 141 extends longitudinally along the vehicle body, and the second drive wheel 142 is disposed at the end of the brake shaft 141 facing the drive unit 130. The braking device 140 can utilize the longitudinal space between the wheelset 120 and the middle of the frame 110 without having to coaxially mount the entire braking device 140 onto the axle 121.

[0030] As attached Figure 1 and 4 As shown, the first transmission wheel 131 meshes with the second transmission wheel 142. During braking, the braking torque generated by the braking device 140 is transmitted sequentially through the brake shaft 141, the second transmission wheel 142, and the first transmission wheel 131 to the axle 121, and then from the axle 121 to the wheel 122, so that the wheelset 120 obtains braking torque, thus forming a complete braking force transmission path from the braking device 140 to the wheelset 120.

[0031] As attached Figure 1 and 4 As shown, the rotation axis of the first transmission wheel 131 coincides with the axis of the axle 121, and the rotation axis of the second transmission wheel 142 coincides with the axis of the brake shaft 141. Furthermore, the rotation axes of the first transmission wheel 131 and the second transmission wheel 142 are perpendicular to each other. This perpendicular transmission relationship allows the braking torque to change its transmission direction between the axle 121 and the brake shaft 141, eliminating the need for the brake shaft 141 to be arranged along the axial direction of the axle 121, and enabling it to extend longitudinally along the vehicle body. Based on this, the braking device 140 can be arranged using the longitudinal space of the drive unit 130 facing the frame 110, shifting the main space requirement of the braking device 140 from the vicinity of the axle 121 to the frame 110 side. This reduces the occupancy of axial and radial space near the axle 121, lowers the risk of spatial interference between the braking device 140 and other components such as the wheelset 120 and the drive unit 130, improves the utilization efficiency of the bogie's internal space, and facilitates a compact bogie design.

[0032] Furthermore, the first transmission wheel 131 belongs to the drive unit 130 and is fixedly sleeved on the axle 121, while the braking device 140 directly meshes with the first transmission wheel 131 through the second transmission wheel 142. The existing axle-side transmission components of the drive unit 130 are used to establish a path for transmitting braking torque to the axle 121, so that the first transmission wheel 131 structurally participates in the transmission of both driving power and braking torque. This improves the structural integration between the drive unit 130 and the braking device 140, reduces additional space occupation, and further provides conditions for compact design.

[0033] In summary, by placing the braking device 140 on the frame 110 and utilizing the first transmission wheel 131 and the second transmission wheel 142, whose axes of rotation are perpendicular to each other, to redirect the braking torque to the axle 121, the present invention enables the braking device 140 to reliably brake the wheelset 120 while simultaneously escaping the confined space near the axle 121. This reduces the following mass on the wheelset 120 side, lowering the unsprung mass of the bogie; furthermore, it utilizes the longitudinal space between the frame 110 and the wheelset 120, improving the efficiency of internal space utilization in the bogie and enhancing structural integration. Therefore, the present invention achieves both compact and lightweight bogie design.

[0034] As a preferred embodiment, as shown in the appendix Figure 1 and 4 As shown, the first transmission wheel 131 is a first bevel gear, and the second transmission wheel 142 is a second bevel gear. The first bevel gear and the second bevel gear mesh with each other to form a bevel gear pair. Since the axes of the axle 121 and the brake shaft 141 are perpendicular to each other, the bevel gear pair can reliably transmit braking torque between the intersecting shafts, thereby completing the torque direction conversion within a small installation space.

[0035] As attached Figure 1 and 4 As shown, the first bevel gear is coaxially arranged with the axle 121. The second bevel gear and the brake shaft 141 adopt an integral structure, that is, the second bevel gear and the brake shaft 141 form a single integral part that cannot rotate relative to each other. Preferably, the second bevel gear can be integrally machined with the brake shaft 141; in other embodiments, it can also be obtained by a manufacturing method that can form an integral structure, but it should be ensured that there is no relative movement between the two under working load that would affect the transmission accuracy.

[0036] By integrating the second bevel gear with the brake shaft 141, the need for independent hubs, key connections, or other intermediate connecting structures can be eliminated, reducing the number of parts and the coaxiality error caused by multi-stage fits. The braking torque is directly transmitted to the brake shaft 141 via the second bevel gear, which improves end torsional stiffness and reduces connection clearance, making the establishment of braking torque more direct. Simultaneously, the integrated structure shortens the axial structural length on one side of the second bevel gear, creating conditions for a compact arrangement of the braking device 140 towards the frame 110.

[0037] The specific number of teeth, module, tooth width, pressure angle, and transmission ratio of the bevel gear pair can be designed according to the required braking torque of the wheelset 120, the speed of the brake shaft 141, and the allowable installation space. The core of this invention lies in using a bevel gear pair to achieve cross-axis transmission between the axle 121 and the brake shaft 141, without requiring the two bevel gears to have the same diameter or a transmission ratio of 1. By selecting an appropriate transmission ratio, matching can also be achieved between the dimensions of the braking device 140, the braking torque, and the speed of the brake shaft 141.

[0038] As a preferred embodiment, as shown in the appendix Figure 1 and 4 As shown, the first bevel gear is specifically configured as a first arc-tooth bevel gear, and the second bevel gear is specifically configured as a second arc-tooth bevel gear. Their arc-shaped tooth surfaces mesh with each other to form a continuous meshing transmission pair. During meshing, the arc-tooth bevel gears can typically form multiple tooth surface contact areas simultaneously, allowing the load to be established and transferred relatively smoothly in the tooth width direction. By using arc-tooth bevel gears, the degree of meshing overlap can be improved, making torque transmission more continuous, which helps to reduce gear meshing impact, vibration, and noise, and improves tooth surface load-bearing capacity and operational stability.

[0039] Since the braking device 140 establishes a mechanical connection with the wheelset 120 through a bevel gear pair, the smoothness of the bevel gear pair directly affects the alternating load borne by the braking device 140 and the frame 110. The spiral bevel gear can reduce meshing excitation and cooperates with the elastic support assembly 150 described later; wherein, the bevel gear pair is used to reduce the source of high-frequency impact, and the elastic support assembly 150 is used to further attenuate the impact of vibration transmitted from the wheelset 120 and the gear meshing point to the frame 110.

[0040] In a preferred embodiment, the braking device 140 further includes a movable disc, a stationary disc, and a brake cylinder. The movable disc is sleeved on the brake shaft 141 and is capable of sliding axially relative to the brake shaft 141. A limiting structure extending axially along the brake shaft 141 is provided between the movable disc and the brake shaft 141. This limiting structure can be a key, spline, guide rib, guide groove, or other structure capable of restricting relative circumferential rotation while allowing axial sliding. Thus, the movable disc can rotate with the brake shaft 141 and simultaneously move axially along the brake shaft 141 under the action of the brake cylinder.

[0041] The stationary disc is positioned opposite the moving disc along the axial direction of the brake shaft 141 and is circumferentially fixed relative to the frame 110. In actual installation, the stationary disc can be directly fixed to the frame 110 or fixed to the second housing 143 of the braking device 140. A necessary radial clearance can be maintained between the stationary disc and the brake shaft 141, as long as relative friction can be formed between the stationary disc and the moving disc during braking.

[0042] The brake cylinder includes a cylinder body and a piston rod that can extend and retract relative to the cylinder body. The cylinder body is mounted on the frame 110, and the piston rod is used to directly apply axial thrust to the moving disc. When the brake cylinder actuates, the piston rod pushes the moving disc to move axially toward the stationary disc along the brake shaft 141 until the friction surfaces of the two are pressed together. Since the stationary disc is circumferentially fixed relative to the frame 110, frictional resistance is formed between the moving disc and the stationary disc, generating a braking torque on the moving disc, which is transmitted sequentially to the wheel 122 through the brake shaft 141, the second transmission wheel 142, the first transmission wheel 131, and the axle 121, thereby achieving vehicle braking.

[0043] By employing the aforementioned axially clamping friction pair, the friction area can be arranged around the brake shaft 141, reducing the possibility of localized uneven wear caused by the offset clamping force. The moving and stationary discs can use a single-disc friction surface or circumferentially partitioned friction materials. By rationally setting the effective friction radius and friction area, the heat dissipation area can be increased while meeting the braking torque requirements, thereby mitigating localized heat accumulation under continuous or frequent braking conditions and improving braking stability.

[0044] For ease of maintenance, the moving disc, stationary disc, and friction materials are preferably configured to be inspected or replaced from the brake device 140 side without disassembling the entire wheelset 120. Since the brake device 140 is located between the crossbeam 111 and the wheelset 120, maintenance personnel can access the brake device 140 from the middle of the bogie, thereby reducing the amount of disassembly work required for the wheelset 120 and improving the convenience of maintenance.

[0045] As a preferred embodiment, as shown in the appendix Figure 1 and 4 As shown, the drive unit 130 includes a first housing 132, and the braking unit 140 includes a second housing 143. The first housing 132 and the second housing 143 are fitted together along the longitudinal direction of the vehicle body and connected by bolts, screws, or other detachable fasteners. When inspecting the braking unit 140, the connection between the first housing 132 and the second housing 143 can be disassembled while retaining the main components of the drive unit 130, and the braking unit 140 can be moved out along the longitudinal direction of the vehicle body. When inspecting the gear pair, more direct operating space can be obtained by disassembling the above-mentioned connection interface, thereby reducing the difficulty of disassembly and assembly.

[0046] As attached Figure 1 and 4 As shown, the first housing 132 forms a first receiving cavity 133, and the second housing 143 forms a second receiving cavity for accommodating at least a portion of the second transmission wheel 142 and the brake shaft 141. The first receiving cavity 133 accommodates at least a portion of the first transmission wheel 131, and the first receiving cavity 133 and the second receiving cavity communicate with each other in the meshing area of ​​the first transmission wheel 131 and the second transmission wheel 142, allowing the two transmission wheels to mesh with each other across the connection interface of the two housings. By having the first housing 132 and the second housing 143 jointly enclose a relatively closed gear working space, the direct entry of external dust, moisture, and foreign matter into the gear meshing area is reduced, and lubrication near the gear pair is facilitated, thereby improving transmission reliability.

[0047] Preferably, the mating surfaces of the first housing 132 and the second housing 143 can be provided with positioning steps or positioning pins to quickly determine the relative positions of the two housings during assembly, and to maintain a predetermined meshing center distance and tooth flank clearance between the first transmission wheel 131 and the second transmission wheel 142, thereby reducing the impact of repeated disassembly and assembly on the gear meshing accuracy.

[0048] As a preferred embodiment, as shown in the appendix Figure 1 As shown, the wheelset 120 also includes two wheels 122 respectively fixed to both ends of the axle 121, and the drive unit 130 is located between the two wheels 122, that is, the drive unit 130 adopts an internal arrangement. Compared with arranging the drive mechanism on the outside of the wheels 122, the internal arrangement can reduce the protruding structure on the lateral outside of the bogie, which is beneficial to meeting the vehicle clearance requirements, and reserves space for axle boxes, suspension or other devices on the outside of the wheels 122.

[0049] When the drive unit 130 is located between the two wheels 122, the drive unit 130 and the braking unit 140 located in the middle of the frame 110 are more easily arranged longitudinally along the vehicle body. The first drive wheel 131 is located near the middle of the axle 121, and the second drive wheel 142 meshes with the first drive wheel 131 from the direction of the frame 110, which shortens the transmission path between the brake shaft 141 and the axle 121, reduces the need for additional intermediate shafts and couplings, and is more conducive to achieving a compact design.

[0050] Furthermore, the mass of the drive unit 130 is concentrated in the middle of the wheelset 120, which helps to reduce the difference in mass distribution on both sides of the wheelset 120 laterally. Combined with the symmetrical arrangement of the two braking devices 140 relative to the crossbeam 111, this results in a more balanced longitudinal and lateral mass distribution of the bogie.

[0051] As a preferred embodiment, as shown in the appendix Figure 1 As shown, the frame 110 includes a crossbeam 111 and two longitudinal beams 112. The two longitudinal beams 112 extend longitudinally along the car body and are positioned transversely at both ends of the crossbeam 111. Each longitudinal beam 112 is hinged to the crossbeam 111 via a pivot, allowing the longitudinal beam 112 to rotate within a predetermined range relative to the crossbeam 111, thus forming a flexible articulated frame. When the vehicle passes through curves, encounters track irregularities, or experiences relative attitude changes in the wheelsets 120, the controlled relative rotation at the hinge points between the longitudinal beams 112 and the crossbeams 111 can release some of the additional constraints, reducing the additional internal stress caused by geometric deformation of the frame 110. This also helps maintain wheel-rail contact, improving the bogie's adaptability to track irregularities and enhancing operational stability.

[0052] As attached Figure 1 As shown, the crossbeam 111 adopts a hollow structure, that is, the crossbeam 111 has a cavity inside. Under the premise of meeting the requirements of bending stiffness, torsional stiffness and installation strength of the crossbeam 111, the hollow structure can reduce the amount of solid material used in the crossbeam 111 and the mass of the frame 110, and can utilize the internal cavity to arrange pipelines or provide clearance space for other mechanisms, which is conducive to balancing lightweight and compact design.

[0053] As attached Figures 1 to 3As shown, the braking device 140 is longitudinally positioned between the crossbeam 111 and the wheelset 120. On one hand, the proximity of the braking device 140 to the crossbeam 111 facilitates its mounting and support, with the crossbeam 111 bearing the reaction force generated during braking. On the other hand, its proximity to the drive unit 130 shortens the transmission path between the second drive wheel 142 and the first drive wheel 131, allowing the braking torque to be transmitted more compactly to the wheelset 120. Based on this arrangement, the braking device 140 can fully utilize the longitudinal space between the crossbeam 111 and the wheelset 120, reducing the space occupied near the axle 121. Combined with the hollow, lightweight structure of the crossbeam 111 and the hinged structure between the longitudinal beam 112 and the crossbeam 111, the bogie's structural mass can be reduced while its adaptability to track conditions and internal space utilization efficiency are improved, thus contributing to the lightweight and compact design of the bogie.

[0054] As a preferred embodiment, as shown in the appendix Figures 1 to 3 As shown, the bogie includes two wheelsets 120 spaced apart along the longitudinal direction of the vehicle body, with a crossbeam 111 located between the two wheelsets 120. Each wheelset 120 is equipped with a drive unit 130 corresponding to the two wheelsets 120, and two braking units 140 are provided. The two braking units 140 are respectively located on opposite sides of the crossbeam 111 along the longitudinal direction of the vehicle body, and are symmetrically arranged relative to the crossbeam 111 along the longitudinal direction of the vehicle body. This arrangement allows the mass, braking reaction force, and installation load of the two braking units 140 to act more evenly on both sides of the crossbeam 111, reducing the eccentric load caused by concentrated installation on one side of the crossbeam 111. Each braking unit 140 extends toward the drive unit 130 on the corresponding wheelset 120, and its second drive wheel 142 meshes with the corresponding first drive wheel 131.

[0055] As attached Figures 1 to 3 As shown, the crossbeam 111 is located between the two wheelsets 120, and the two braking devices 140 are respectively arranged on opposite sides of the crossbeam 111 along the longitudinal direction of the car body. This allows the originally relatively dispersed space in the middle of the bogie to be used to accommodate the braking components, while the space outside the wheel 122 and the end of the axle 121 is freed up, which is particularly advantageous for bogies with small wheelbase.

[0056] As a preferred embodiment, as shown in the appendix Figure 3As shown, the braking device 140 includes a second housing 143, and an elastic support assembly 150 is disposed between the second housing 143 and the crossbeam 111. During vehicle operation, the wheelset 120 will experience dynamic movement relative to the frame 110 due to suspension displacement, track irregularities, gear meshing loads, etc. If the braking device 140 and the crossbeam 111 are completely rigidly connected, and the braking device 140 is mechanically connected to the wheelset 120 via a drive wheel, this relative movement may translate into a large additional load. The elastic support assembly 150 allows the second housing 143 to undergo limited, slight follow-up movement along the longitudinal direction of the vehicle body, absorbing some relative displacement and impact, and reducing the vibration load transmitted from the braking device 140 to the crossbeam 111.

[0057] The elastic support assembly 150 includes a guide rod, an elastic element, and a limiting element. The crossbeam 111 has a support portion with a guide hole extending longitudinally through the vehicle body. The guide rod extends longitudinally along the vehicle body, with one end fixedly connected to the second housing 143 and the other end extending into and passing through the guide hole and slidingly engaging with it. Thus, the guide rod and the guide hole define the primary following direction of the second housing 143 relative to the crossbeam 111, preventing excessive lateral offset during elastic support.

[0058] An elastic element is sleeved on the guide rod and positioned longitudinally between the second housing 143 and the support portion. The elastic element is preferably a compression spring, but it can also be a rubber elastomer, composite elastic sleeve, or other elastic element capable of elastic deformation along the axial direction of the guide rod. When the second housing 143 moves longitudinally relative to the crossbeam 111, the elastic element compresses or rebounds with the relative displacement between the two, thereby providing a buffering and restoring effect between the second housing 143 and the crossbeam 111.

[0059] A limiting member is located at the end of the guide rod that passes through the guide hole, and the maximum width of the limiting member is greater than the diameter of the guide hole. When the second housing 143 moves away from the support to a predetermined position, the limiting member abuts against the support to prevent the guide rod from further disengaging from the guide hole. By defining the direction of movement through the guide rod and guide hole, providing buffering and reset through the elastic member, and limiting the maximum stroke through the limiting member, a controlled elastic connection can be formed, preventing excessive displacement of the second housing 143 from affecting the normal meshing of the first transmission wheel 131 and the second transmission wheel 142.

[0060] Preferably, two or more spaced-apart elastic support assemblies 150 can be provided between a braking device 140 and the crossbeam 111 to limit accidental swaying of the second housing 143. Alternatively, a wear-resistant bushing or a low-friction sleeve can be provided within the guide hole to reduce wear during guide rod sliding. The number of elastic support assemblies 150, the stiffness of the elastic elements, and the permissible stroke can be matched according to the mass of the braking device 140, the expected relative displacement between the wheelset 120 and the frame 110, and the permissible meshing deviation of the gear pair, thereby balancing follow-up cushioning and transmission stability.

[0061] The present invention also provides a rail transit vehicle including the aforementioned bogie. By changing the transmission direction of braking torque through a first transmission wheel 131 and a second transmission wheel 142 whose axes of rotation are perpendicular to each other, the braking torque generated by the braking device 140 can be transmitted to the second transmission wheel 142 via the brake shaft 141 extending longitudinally along the vehicle body, and then to the axle 121 via the first transmission wheel 131. Therefore, it is unnecessary to centrally arrange the braking device 140 on the outside of the wheel 122 or at the end of the axle 121, thereby reducing the axial and radial space occupied by mechanical braking near the wheelset 120 and improving the utilization efficiency of the limited space inside the bogie.

[0062] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0063] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. It should be noted that those skilled in the art can make several improvements and modifications to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the protection scope of the present invention.

Claims

1. A bogie, characterized in that, include: Framework (110); A wheelset (120), the wheelset (120) including an axle (121); A drive device (130) is provided on the axle (121); the drive device (130) includes a first transmission wheel (131) provided on the axle (121), and the first transmission wheel (131) is fixedly sleeved on the axle (121). A braking device (140) is provided on the frame (110) and located on the side of the drive device (130) facing the frame (110) along the longitudinal direction of the vehicle body; the braking device (140) includes a brake shaft (141) and a second transmission wheel (142), the brake shaft (141) extends along the longitudinal direction of the vehicle body, and the second transmission wheel (142) is fixed to one end of the brake shaft (141) facing the drive device (130); The second transmission wheel (142) meshes with the first transmission wheel (131), the rotation axis of the first transmission wheel (131) coincides with the axis of the axle (121), the rotation axis of the second transmission wheel (142) coincides with the axis of the brake shaft (141), and the rotation axis of the first transmission wheel (131) and the rotation axis of the second transmission wheel (142) are perpendicular to each other.

2. The bogie according to claim 1, characterized in that, The first transmission wheel (131) is a first bevel gear, and the second transmission wheel (142) is a second bevel gear. The first bevel gear and the second bevel gear mesh with each other to form a bevel gear pair. The first bevel gear is coaxially arranged with the axle (121), and the second bevel gear is integrally structured with the brake shaft (141).

3. The bogie according to claim 2, characterized in that, The first transmission wheel (131) is a first arc-tooth bevel gear, and the second transmission wheel (142) is a second arc-tooth bevel gear. The arc-shaped tooth surfaces of the first arc-tooth bevel gear and the second arc-tooth bevel gear mesh with each other to form a continuous meshing transmission pair.

4. The bogie according to claim 1, characterized in that, The braking device (140) also includes a moving disc, a stationary disc, and a brake cylinder; The movable disc is sleeved on the brake shaft (141) and slides in cooperation with the brake shaft (141); a limiting member extending along the axial direction of the brake shaft (141) is provided between the movable disc and the brake shaft (141), and the movable disc is circumferentially fixed to the brake shaft (141) through the limiting member; The stationary disc is disposed opposite to the moving disc along the axial direction of the brake shaft (141) and is circumferentially fixed relative to the frame (110); The brake cylinder is mounted on the frame (110) and fixedly connected to the moving disc, and is used to drive the moving disc to move axially along the brake shaft (141) so that the moving disc and the stationary disc press against each other.

5. The bogie according to claim 1, characterized in that, The drive device (130) includes a first housing (132), and the braking device (140) includes a second housing (143). The first housing (132) and the second housing (143) are attached to each other along the longitudinal direction of the vehicle body and are detachably connected by fasteners. The first housing (132) forms a first receiving cavity (133) for accommodating at least a portion of the first drive wheel (131); the second housing (143) forms a second receiving cavity for accommodating at least a portion of the second drive wheel (142) and the brake shaft (141); the first receiving cavity (133) and the second receiving cavity communicate in the meshing area of ​​the first drive wheel (131) and the second drive wheel (142).

6. The bogie according to claim 5, characterized in that, The wheelset (120) also includes two wheels (122) respectively fixed at both ends of the axle (121), and the drive device (130) is located between the two wheels (122).

7. The bogie according to claim 1, characterized in that, The frame (110) also includes a crossbeam (111) and two longitudinal beams (112). The two longitudinal beams (112) extend longitudinally along the vehicle body and are respectively located at both ends of the crossbeam (111) laterally along the vehicle body. The crossbeam (111) has a hollow structure. Each longitudinal beam (112) is connected to the crossbeam (111) by a pivot. The braking device (140) is located longitudinally along the vehicle body between the crossbeam (111) and the wheelset (120).

8. The bogie according to claim 7, characterized in that, The bogie includes two wheelsets (120) spaced apart along the longitudinal direction of the vehicle body, and the crossbeam (111) is located between the two wheelsets (120). Each wheelset (120) is provided with the drive device (130). The braking device (140) is configured as two, and the two braking devices (140) are respectively arranged on opposite sides of the crossbeam (111) along the longitudinal direction of the vehicle body, and the two braking devices (140) are symmetrically arranged with respect to the crossbeam (111) along the longitudinal direction of the vehicle body.

9. The bogie according to claim 7, characterized in that, The braking device (140) includes a second housing (143), and an elastic support assembly (150) is provided between the second housing (143) and the crossbeam (111). The elastic support assembly (150) includes a guide rod, an elastic element and a limiting element; the crossbeam (111) is provided with a support portion, and the support portion is provided with a guide hole that runs through the longitudinal direction of the vehicle body; the guide rod extends longitudinally along the vehicle body, one end of the guide rod is fixedly connected to the second outer shell (143), and the other end is slidably engaged with the guide hole; The elastic element is sleeved on the guide rod and is disposed longitudinally between the second outer shell (143) and the support portion along the vehicle body; the limiting element is disposed at one end of the guide rod that passes through the guide hole, and the maximum width of the limiting element is greater than the diameter of the guide hole; When the second housing (143) slides longitudinally along the vehicle body relative to the crossbeam (111) via the guide rod, the elastic member undergoes axial elastic deformation with the relative displacement between the second housing (143) and the crossbeam (111); when the limiting member abuts against the support portion, the limiting member limits the axial movement of the second housing (143) relative to the crossbeam (111).

10. A rail transit vehicle, characterized in that, Includes the bogie as described in any one of claims 1 to 9.

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