Railway vehicle bogie

Abstract

The utility model discloses a kind of railway vehicle bogies, including main frame, side frame, guide wheel and first adjusting mechanism, two the side frame is respectively slidably connected in the width direction of main frame on the both sides of main frame;The guide wheel is rotatably connected on side frame;The fixed end of the first adjusting mechanism is connected on main frame, the movable end of the first adjusting mechanism is connected on side frame, the first adjusting mechanism is used to adjust the interval of two side frames, to make the guide wheel and track side wall abut or separate, the beneficial effects of the utility model are: when straight driving, guide wheel and track separate, when turning, guide wheel and track contact, avoid the additional wheel rail pressure caused by guide wheel continuous abutment, slow down the wear of guide wheel.

Description

Technical Field

[0001] This utility model relates to the field of rail vehicles, specifically to a rail vehicle bogie. Background Technology

[0002] As rail transportation develops towards higher speeds and heavier loads, the safety and stability of rail vehicles under conditions such as curved driving, sudden crosswinds, and track irregularities face severe challenges.

[0003] Chinese utility model patent CN203996261U discloses a guide anti-rollover frame for rail vehicles, including an upper connecting plate, a lower connecting plate, and guide wheels. The lower connecting plate is an L-shaped plate. The upper connecting plate and the lower connecting plate are connected by a connecting shaft. The end of the connecting shaft is locked by a lock nut. Each end of the horizontal plate of the lower connecting plate has a vertical mounting hole. A mounting shaft passes through the mounting hole. The guide wheel is installed at the bottom of the mounting shaft. The top of the mounting shaft is fixed to the horizontal plate of the lower connecting plate by a lock nut.

[0004] The aforementioned technologies have the following drawbacks: when the railcar is traveling in a straight line or turning, the guide wheels are always in contact with the rail, which not only increases the load on the railcar, but also easily leads to excessive wear of the guide wheels, increasing costs. Utility Model Content

[0005] The purpose of this invention is to overcome the above-mentioned technical deficiencies and propose a bogie for rail vehicles, which solves the technical problem that the guide wheel always abuts against the side wall of the track in the prior art, and the guide wheel wears out too quickly.

[0006] To achieve the above-mentioned technical objectives, the present invention provides a bogie for a rail vehicle, including a main frame; Side frames, the two side frames are slidably connected to both sides of the main frame along the width direction of the main frame; Guide wheels, which are rotatably connected to the side frame; and, The first adjustment mechanism has a fixed end connected to the main frame and a movable end connected to the side frame. The first adjustment mechanism is used to adjust the distance between the two side frames so that the guide wheel abuts or separates from the side wall of the track.

[0007] In some embodiments, the first adjustment mechanism includes a double-ended lead screw and a drive assembly. The double-ended lead screw is rotatably connected to the main frame, and both ends of the double-ended lead screw pass through two side frames and are threadedly connected to the two side frames. The fixed end of the drive assembly is connected to the main frame, and the movable end of the drive assembly is connected to the double-ended lead screw.

[0008] In some embodiments, the drive assembly includes a first motor, a drive gear, and a driven gear. The first motor is mounted on a main frame, the drive gear is connected to the output shaft of the first motor, and the driven gear is connected to a double-ended lead screw. The drive gear meshes with the driven gear.

[0009] In some embodiments, the first adjustment mechanism further includes a protective cover connected to the main frame and sleeved on the outside of the double-ended lead screw, the driving gear, and the driven gear.

[0010] In some embodiments, the first adjustment mechanism further includes heat dissipation fins connected to the outside of the protective cover.

[0011] In some embodiments, the bogie further includes a steering plate and a second adjustment mechanism. The steering plate is rotatably connected to the side frame, and the guide wheel is rotatably connected to the steering plate. The fixed end of the second adjustment mechanism is connected to the side plate, and the movable end of the second adjustment mechanism is connected to the steering plate. The second adjustment mechanism is used to adjust the tilt angle of the guide wheel to adapt to different turning angles.

[0012] In some embodiments, the second adjustment mechanism includes a gyroscope sensor, a controller, and a second motor. The gyroscope sensor and the controller are mounted on the main frame. The gyroscope sensor is used to sense the tilt angle of the railcar. The second motor is mounted on the side frame. The output shaft of the second motor is connected to the steering plate. The gyroscope sensor, the controller, and the second motor are electrically connected.

[0013] In some embodiments, the second adjustment mechanism includes a bearing, the bearing including an outer ring, an inner ring and a steering body, the inner ring being rotatably connected to the outer ring via the steering body, the outer ring being fixedly connected to the side frame, and the steering plate and the output shaft of the second motor being fixedly connected to the inner ring.

[0014] In some embodiments, the bogie further includes an anti-slip layer attached to the outside of the guide wheel.

[0015] In some embodiments, the bogie further includes a wear-resistant layer attached to the outside of the anti-slip layer.

[0016] Compared with the prior art, the beneficial effects of this utility model include: when traveling in a straight line, the guide wheel is separated from the track; when turning, the guide wheel contacts the track, avoiding the additional wheel-rail pressure caused by the continuous contact of the guide wheel and reducing the wear of the guide wheel. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the bogie provided by this utility model; Figure 2This utility model provides Figure 1 Enlarged view of the local structure at point A in the middle.

[0018] Explanation of reference numerals in the attached figures: 1. Main frame; 2. Side frame; 3. Guide wheel; 4. First adjustment mechanism; 41. Double-ended lead screw; 42. Drive assembly; 421. First motor; 422. Drive gear; 423. Driven gear; 43. Protective cover; 44. Heat dissipation fins; 5. Steering plate; 6. Second adjustment mechanism; 61. Gyroscope sensor; 62. Controller; 63. Second motor; 64. Bearing; 641. Outer ring; 642. Inner ring; 643. Steering body; 7. Anti-slip layer; 8. Wear-resistant layer. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this utility model and are not intended to limit this utility model.

[0020] This utility model provides a bogie for a rail vehicle, the structure of which is as follows: Figure 1 - Figure 2 As shown, it includes a main frame 1, a side frame 2, guide wheels 3, and a first adjustment mechanism 4.

[0021] The two side frames 2 are slidably connected to both sides of the main frame 1 along the width direction of the main frame 1.

[0022] The guide wheel 3 is rotatably connected to the side frame 2.

[0023] The fixed end of the first adjustment mechanism 4 is connected to the main frame 1, and the movable end of the first adjustment mechanism 4 is connected to the side frame 2. The first adjustment mechanism 4 is used to adjust the distance between the two side frames 2 so that the guide wheel 3 abuts against or separates from the side wall of the track.

[0024] During use, the guide wheel 3 abuts against the side wall of the track during turns, and the rotation of the wheel body assists the side frame 2 in adjusting the travel direction, counteracting the centrifugal force of the vehicle body and preventing the wheelset from climbing onto the track. During straight travel, the guide wheel 3 is completely separated from the track, retaining only the tapered effect of the wheelset itself to maintain straight-line stability and avoid continuous friction between the guide wheel 3 and the track.

[0025] In this invention, when traveling in a straight line, the guide wheel 3 separates from the track; when turning, the guide wheel 3 contacts the track, thus avoiding the additional wheel-rail pressure caused by the continuous contact of the guide wheel 3 and reducing the wear of the guide wheel 3.

[0026] To adjust the distance between the two guide wheels 3, please refer to... Figure 1In a preferred embodiment, the first adjustment mechanism 4 includes a double-ended lead screw 41 and a drive assembly 42. The double-ended lead screw 41 is rotatably connected to the main frame 1. Both ends of the double-ended lead screw 41 are respectively inserted into two side frames 2 and threadedly connected to the two side frames 2. The fixed end of the drive assembly 42 is connected to the main frame 1, and the movable end of the drive assembly 42 is connected to the double-ended lead screw 41.

[0027] During use, the fixed end of the drive assembly 42 is rigidly connected to the main frame 1, ensuring no displacement when outputting power. The movable end of the drive assembly 42 is coaxially connected to the double-ended lead screw 41 via a coupling. When the drive assembly 42 is started, the rotational motion of the output shaft directly drives the double-ended lead screw 41 to rotate synchronously. When the double-ended lead screw 41 rotates clockwise, the left side frame 2 slides to the left driven by the left-hand thread, and the right side frame 2 slides to the right driven by the right-hand thread, increasing the distance between the two side frames 2 and separating the guide wheel 3 from the sidewall of the track. When the double-ended lead screw 41 rotates counterclockwise, the two side frames 2 slide towards each other, decreasing the distance until the guide wheel 3 abuts against the sidewall of the track.

[0028] To drive the double-ended lead screw 41 to rotate, please refer to... Figure 1 In a preferred embodiment, the drive assembly 42 includes a first motor 421, a drive gear 422, and a driven gear 423. The first motor 421 is mounted on the main frame 1, the drive gear 422 is connected to the output shaft of the first motor 421, and the driven gear 423 is connected to the double-ended lead screw 41. The drive gear 422 and the driven gear 423 mesh with each other.

[0029] In operation, upon receiving commands from the control system, the output shaft of the first motor 421 rotates, providing initial power for the drive gear 422. The drive gear 422 is rigidly connected to the output shaft of the first motor 421 and rotates synchronously with the output shaft. When the drive gear 422 rotates, it drives the driven gear 423 to rotate through the normal force between the tooth surfaces. The rotation of the driven gear 423 directly drives the double-ended lead screw 41 to rotate synchronously.

[0030] To reduce the possibility of damage to the double-ended lead screw 41, driving gear 422, and driven gear 423, please refer to... Figure 1 In a preferred embodiment, the first adjustment mechanism 4 further includes a protective cover 43, which is connected to the main frame 1 and is sleeved on the outside of the double-ended lead screw 41, the driving gear 422 and the driven gear 423.

[0031] When in use, the protective cover 43 adopts a sealed structure, which can effectively prevent dust, rainwater, oil and other impurities around the track from entering the transmission area, thus avoiding adjustment jams caused by impurities.

[0032] To improve the heat dissipation of the protective shield 43, please refer to... Figure 1 In a preferred embodiment, the first adjustment mechanism 4 further includes heat dissipation fins 44, which are connected to the outside of the protective cover 43.

[0033] When in use, the heat dissipation fins 44 adopt an array design, which increases the total heat dissipation area of ​​the protective cover 43 compared to the finless structure, thus preventing the lubricating grease in the gearbox from failing due to high temperature.

[0034] To accommodate different turning angles, please refer to... Figure 1 In a preferred embodiment, the bogie further includes a steering plate 5 and a second adjustment mechanism 6. The steering plate 5 is rotatably connected to the side frame 2, and the guide wheel 3 is rotatably connected to the steering plate 5. The fixed end of the second adjustment mechanism 6 is connected to the side plate, and the movable end of the second adjustment mechanism 6 is connected to the steering plate 5. The second adjustment mechanism 6 is used to adjust the tilt angle of the guide wheel 3 to adapt to different turning angles.

[0035] In use, the second adjustment mechanism 6 can drive the steering plate 5 to rotate around the side frame 2, so that the tilt angle of the guide wheel 3 can be infinitely adjusted within the range of -15° to +15°, covering the full range of turning angle requirements from small radius sharp turns to large radius gentle turns.

[0036] To adjust the tilt angle of guide wheel 3, please refer to... Figure 1 In a preferred embodiment, the second adjustment mechanism 6 includes a gyroscope sensor 61, a controller 62, and a second motor 63. The gyroscope sensor 61 and the controller 62 are mounted on the main frame 1. The gyroscope sensor 61 is used to sense the tilt angle of the railcar. The second motor 63 is mounted on the side frame 2. The output shaft of the second motor 63 is connected to the steering plate 5. The gyroscope sensor 61, the controller 62, and the second motor 63 are electrically connected.

[0037] In operation, the gyroscope sensor 61 is installed at the front end of the main frame 1 near the vehicle body, enabling it to capture the lateral tilt angle and tilt rate of the railcar during turns in real time. When the railcar enters a curve, centrifugal force causes the vehicle body to tilt outwards. The gyroscope converts the tilt angle signal into an electrical signal, which is then transmitted to the controller 62. The controller 62 can automatically calculate the optimal tilt angle required for the guide wheel 3 based on the real-time tilt angle transmitted by the gyroscope and the track curvature parameters. The output shaft of the second motor 63 is rigidly connected to the rotation shaft of the steering plate 5 via a coupling. After receiving the adjustment command from the controller 62, the output shaft of the second motor 63 rotates in the specified direction and angle, directly driving the steering plate 5 to rotate synchronously around the hinge point of the side frame 2, thereby changing the tilt angle of the guide wheel 3 mounted on the steering plate 5.

[0038] To improve the response speed of steering wheel 5, please refer to... Figure 2In a preferred embodiment, the second adjustment mechanism 6 includes a bearing 64, which includes an outer ring 641, an inner ring 642, and a steering body 643. The inner ring 642 is rotatably connected to the outer ring 641 through the steering body 643. The outer ring 641 is fixedly connected to the side frame 2. The steering plate 5 and the output shaft of the second motor 63 are both fixedly connected to the inner ring 642.

[0039] During use, the steering body 643 generates rolling friction between the inner and outer rings 641, with a friction coefficient of only 0.001-0.005, which is much lower than the sliding friction between the steering plate 5 and the side frame 2. This allows the second motor 63 to drive the steering plate 5 to rotate with only a small torque, avoiding adjustment lag caused by excessive resistance and shortening the angle response time.

[0040] To increase the friction between guide wheel 3 and the track, please refer to... Figure 1 In a preferred embodiment, the bogie further includes an anti-slip layer 7, which is connected to the outside of the guide wheel 3.

[0041] When in use, the anti-slip layer 7 is made of polyurethane and is 1mm thick. The anti-slip layer 7 increases the friction between the wheel and the rail, solving the problem of guide failure caused by the slippage of the traditional guide wheel 3.

[0042] To extend the lifespan of guide wheel 3, please refer to... Figure 1 In a preferred embodiment, the bogie further includes a wear-resistant layer 8, which is connected to the outside of the anti-slip layer 7.

[0043] During use, the wear-resistant layer 8 is made of silicon carbide reinforced rubber with a thickness of 0.1mm and a surface hardness of Shore D75-85, which is much higher than that of the anti-slip layer 7. In continuous friction with the sidewall of the track, the wear-resistant layer 8 bears a large amount of wear, thus improving the service life of the guide wheel 3.

[0044] To better understand this utility model, the following is combined with... Figure 1 - Figure 2 The working principle of a rail vehicle bogie according to this utility model is described in detail below: Through the adjustment action of the first adjusting mechanism 4, when turning, the guide wheel 3 abuts against the side wall of the track. The rotation of the wheel assists the side frame 2 to adjust the travel direction, counteracting the centrifugal force of the vehicle body and preventing the wheelset from climbing onto the track. When traveling in a straight line, the guide wheel 3 completely separates from the track, retaining only the tapered effect of the wheelset itself to maintain straight-line stability and avoid continuous friction between the guide wheel 3 and the track.

[0045] The specific embodiments of this utility model described above do not constitute a limitation on the scope of protection of this utility model. Any other corresponding changes and modifications made based on the technical concept of this utility model should be included within the scope of protection of the claims of this utility model.

Claims

1. A bogie for a rail vehicle, characterized in that, include: Main frame; Side frames, the two side frames are slidably connected to both sides of the main frame along the width direction of the main frame; Guide wheels, which are rotatably connected to the side frame; as well as, The first adjustment mechanism has a fixed end connected to the main frame and a movable end connected to the side frame. The first adjustment mechanism is used to adjust the distance between the two side frames so that the guide wheel abuts or separates from the side wall of the track.

2. The rail vehicle bogie according to claim 1, characterized in that, The first adjustment mechanism includes a double-ended lead screw and a drive assembly. The double-ended lead screw is rotatably connected to the main frame. Both ends of the double-ended lead screw pass through two side frames and are threadedly connected to the two side frames. The fixed end of the drive assembly is connected to the main frame, and the movable end of the drive assembly is connected to the double-ended lead screw.

3. The rail vehicle bogie according to claim 2, characterized in that, The drive assembly includes a first motor, a drive gear, and a driven gear. The first motor is mounted on the main frame, the drive gear is connected to the output shaft of the first motor, and the driven gear is connected to a double-ended lead screw. The drive gear and the driven gear mesh with each other.

4. The rail vehicle bogie according to claim 3, characterized in that, The first adjustment mechanism also includes a protective cover, which is connected to the main frame and is sleeved on the outside of the double-ended lead screw, the driving gear and the driven gear.

5. The rail vehicle bogie according to claim 4, characterized in that, The first adjustment mechanism also includes heat dissipation fins, which are connected to the outside of the protective cover.

6. The rail vehicle bogie according to claim 1, characterized in that, The bogie also includes a steering plate and a second adjustment mechanism. The steering plate is rotatably connected to the side frame, and the guide wheel is rotatably connected to the steering plate. The fixed end of the second adjustment mechanism is connected to the side plate, and the movable end of the second adjustment mechanism is connected to the steering plate. The second adjustment mechanism is used to adjust the tilt angle of the guide wheel to adapt to different turning angles.

7. The rail vehicle bogie according to claim 6, characterized in that, The second adjustment mechanism includes a gyroscope sensor, a controller, and a second motor. The gyroscope sensor and the controller are mounted on the main frame. The gyroscope sensor is used to sense the tilt angle of the railcar. The second motor is mounted on the side frame. The output shaft of the second motor is connected to the steering plate. The gyroscope sensor, the controller, and the second motor are electrically connected.

8. The rail vehicle bogie according to claim 7, characterized in that, The second adjustment mechanism includes a bearing, which includes an outer ring, an inner ring, and a steering body. The inner ring is rotatably connected to the outer ring through the steering body, and the outer ring is fixedly connected to the side frame. The steering plate and the output shaft of the second motor are both fixedly connected to the inner ring.

9. The rail vehicle bogie according to claim 1, characterized in that, The bogie also includes an anti-slip layer, which is connected to the outside of the guide wheel.

10. The rail vehicle bogie according to claim 9, characterized in that, The bogie also includes a wear-resistant layer, which is connected to the outside of the anti-slip layer.

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