Monorail suspended bogie and monorail suspended vehicle

Abstract

The present application provides a monorail suspended bogie. The monorail suspended bogie comprises: a framework which comprises a travelling portion mounting frame and a pair of cantilever beams which are all connected in a Y shape, wherein a pair of stabilizing wheels are each mounted at the tops of the pair of cantilever beams; a bolster assembly which is connected to the bottom of the travelling portion mounting frame and is configured to hang a vehicle body; and a pair of travelling portions which are symmetrically connected to two longitudinal sides of the travelling portion mounting frame, wherein the travelling portions comprise gear boxes and a pair of travelling wheels, the gear boxes are connected to the travelling portion mounting frame by means of gear box positioning nodes, two transverse sides of the gear boxes are transmittingly connected to the pair of travelling wheels, respectively, and the pair of travelling wheels are configured to be symmetrically mounted on the rail in the transverse direction. In the monorail suspended bogie, reliable positioning and mounting of the gear boxes are achieved by means of the gear box positioning nodes, and the stabilizing wheels mounted at the top of the framework are matched, so that reliable reduction or even counteraction of the vertical vibration of the vehicle is integrally achieved, and the side rolling resistance of the bogie is improved, thereby improving the operation safety of the bogie.

Description

Monorail suspension bogies and monorail suspension vehicles

[0001] Cross-references to related applications

[0002] This application claims priority to Chinese Patent Application No. 202410571480.0, filed on May 9, 2024, entitled “Monorrail Suspension Bogie and Monorail Suspension Vehicle”, which is incorporated herein by reference in its entirety. Technical Field

[0003] This application relates to the field of rail vehicle technology, and in particular to a monorail suspension bogie and a monorail suspension vehicle. Background Technology

[0004] With the accelerating pace of urbanization, the continuous expansion of urban scale, the rapid development of urban transportation, and population growth, space resources are becoming increasingly scarce, making the operation of ground-based rail transit more challenging. This has led to the development of suspended monorail transportation solutions. Compared to traditional rail transit systems such as subways, light rail, and trams, monorails have lower construction costs, require less land, and can be erected along pillars between cities. These pillars are removable and reusable, helping to alleviate traffic congestion and providing tourists with a novel sightseeing experience.

[0005] Existing monorail suspension vehicles typically suffer from problems such as large vertical and longitudinal vibrations, wheels that are prone to being unloaded to zero, and poor heat dissipation at high speeds due to the solid tires. Regarding the issue of large vertical vibrations, directly replacing the wheels with those having higher load-bearing capacity or reducing the primary spring stiffness would result in poor reliability of the connection structure between the bogie, running wheels, and gearbox, as well as insufficient installation space. However, other solutions, such as changing the wheel structure, cannot solve the problem of large roll angles of the bogie during operation. This directly leads to a high likelihood of roll during vehicle operation, posing a significant safety hazard to the bogie and even the overall safe operation of the monorail suspension vehicle. Summary of the Invention

[0006] This application provides a monorail suspension bogie to solve the problems of poor reliability of the connection structure between the bogie and the running wheels and gearbox and insufficient installation space in the prior art, as well as the large roll angle of the bogie during operation. It can reliably reduce or even eliminate the vertical vibration of the vehicle, increase the anti-roll capability of the bogie, and improve the operating safety of the bogie.

[0007] This application also provides a monorail suspension vehicle.

[0008] This application provides a monorail suspension bogie, comprising:

[0009] The frame includes a Y-shaped connecting travel section mounting frame and a pair of cantilever beams, each of the cantilever beams having a pair of stabilizing wheels mounted on its top.

[0010] A bolster assembly is attached to the bottom of the running gear mounting bracket and is adapted to suspend the vehicle body;

[0011] A pair of traveling sections are symmetrically connected to the longitudinal sides of the traveling section mounting frame;

[0012] The traveling part includes a gearbox and a pair of traveling wheels. The gearbox is connected to the traveling part mounting frame through a gearbox positioning node. The two lateral sides of the gearbox are respectively connected to the pair of traveling wheels. The pair of traveling wheels are adapted to be symmetrically mounted on the track in the lateral direction.

[0013] According to the present application, a monorail suspension bogie is provided, wherein hanging seats are respectively constructed on both longitudinal sides of the running gear mounting frame; the hanging seat includes a pair of hanging mounting holes constructed on the same longitudinal side of the running gear mounting frame, and the pair of hanging mounting holes are arranged at intervals along the transverse direction;

[0014] The gearbox positioning node includes a node shaft and a pair of bushings. The gearbox is configured with node mounting holes. The middle part of the node shaft is fitted into the node mounting hole, and the two ends of the node shaft are respectively fitted into the pair of hanging mounting holes. The pair of bushings are respectively fitted between the two ends of the node shaft and the corresponding hanging mounting holes.

[0015] According to the present application, a monorail suspension bogie is provided in which the outer edge of the bushing is constructed in a tapered shape.

[0016] According to the monorail suspension bogie provided in this application, the gearbox positioning node further includes:

[0017] A pair of positioning spacers, the pair of positioning spacers being respectively fitted onto the node shaft between the bushings at both ends of the node mounting hole and the corresponding ends;

[0018] A pair of end caps, the pair of end caps being bolted to both ends of the node shaft, and each end cap being press-fitted onto the shaft end of the bushing.

[0019] According to the monorail suspension bogie provided in this application, an oil passage is constructed axially within the node shaft, and the oil passage is constructed radially with a plurality of oil delivery holes.

[0020] According to the monorail suspension bogie provided in this application, the extended ends of a pair of cantilever beams are respectively provided with motor mounting seats and first spring mounting seats, the pair of cantilever beams are connected to the running gear mounting frame through connecting ends, and the top of the pair of cantilever beams is provided with several current collector mounting seats.

[0021] The motor is suspended from the motor mounting base, and the motor is connected to the power input shaft of the gearbox. The power input shaft is inclined upward relative to the longitudinal direction.

[0022] The gearbox is connected to a transversely positioned power output shaft, and a pair of running wheels are symmetrically mounted on both ends of the power output shaft;

[0023] A spring is connected between the spring mounting base and the top of the gearbox.

[0024] According to a monorail suspension bogie provided in this application, the running wheels include:

[0025] Hub, adapted to connect the power output shaft;

[0026] The rim is fixedly connected to the hub;

[0027] A tire, connected to the rim, wherein the tire has an inflation chamber;

[0028] A support body is fixed to the rim and located inside the inflation chamber;

[0029] A tire pressure sensor is disposed on the rim and / or the support.

[0030] According to the present application, a monorail suspension bogie is provided, with the track as the axis of symmetry, and a pair of stabilizing wheels are symmetrically connected to the top of the cantilever beam in a transverse direction; the axial direction of the stabilizing wheels is arranged along the vertical direction of the bogie.

[0031] The top of the cantilever beam is equipped with a stabilizing wheel mounting base;

[0032] The stabilizing wheel mounting base includes two spaced and parallel vertical plates, a reinforcing plate disposed between the two vertical plates, and a horizontal plate located above the vertical plates and connected to the two vertical plates and the reinforcing plate. The horizontal plate is provided with a stabilizing wheel mounting interface, and the reinforcing plate is provided with weight reduction holes.

[0033] According to the present application, a monorail suspension bogie is provided, which further includes two sets of guide wheels. The two sets of guide wheels are respectively connected to the longitudinal sides of the frame through guide brackets, and the bottom of the guide brackets is provided with lifting holes.

[0034] A pair of the traveling parts are mounted between the two sets of the guide wheels;

[0035] Each set of guide wheels includes a pair of wheel bodies, which are adapted to be symmetrically arranged on both sides of the track in a transverse direction; the axial direction of the wheel bodies is arranged vertically along the bogie.

[0036] According to a monorail suspension bogie provided in this application, the bolster assembly includes:

[0037] The bolster body is connected to the bottom of the running gear mounting frame. A vertical shock absorber is connected between the bolster body and the hanging part. The bolster body is connected to the vehicle body through a traction rod. A longitudinal shock absorber is connected between the bolster body and the vehicle body.

[0038] The suspension part is connected to the bottom of the bolster body and is suspended from the vehicle body by a pin.

[0039] According to the monorail suspension bogie provided in this application, the nonlinear traction rod includes a tie rod and traction ends respectively assembled at both ends of the tie rod;

[0040] The traction end includes:

[0041] The traction end housing is connected to the end of the pull rod;

[0042] A node mandrel is sleeved in the traction end housing, and a buffer layer is filled between the traction end housing and the node mandrel;

[0043] The buffer layer has buffer cavities on both sides of the bogie along its longitudinal direction, and a stop block extends from the buffer layer in the buffer cavity away from the node spindle, with a gap between the stop block and the traction end housing.

[0044] According to a monorail suspension bogie provided in this application, a bolster anti-detachment device is connected between the bolster assembly and the car body; the bolster anti-detachment device includes:

[0045] A bolster mounting base is connected to the bottom of the traveling part mounting frame, and a suspension bolt is provided on the bolster mounting base;

[0046] A mounting plate is installed on the bolster body. The mounting plate has suspension holes, and the suspension bolts pass through the suspension holes. A shock-absorbing pad is provided between the suspension bolts and the suspension holes.

[0047] This application also provides a monorail suspension vehicle equipped with the monorail suspension bogie described above.

[0048] This application provides a monorail suspension bogie. The monorail suspension bogie includes a frame, a bolster assembly, and a pair of running gears. The frame includes a running gear mounting frame connected in a Y-shape and a pair of cantilever beams, each cantilever beam having a pair of stabilizing wheels mounted on its top. The bolster assembly is connected to the bottom of the running gear mounting frame and is adapted to suspend the car body. The pair of running gears are symmetrically connected to both longitudinal sides of the running gear mounting frame. Each running gear includes a gearbox and a pair of running wheels. The gearbox is connected to the running gear mounting frame via a gearbox positioning node, and its lateral sides are respectively connected to the pair of running wheels. The pair of running wheels are adapted to be symmetrically mounted on the track laterally. Compared to existing suspended car bogie products, the monorail suspension bogie provided in this application effectively improves the connection structure between the gearbox, frame, and running wheels, and adds stabilizing wheels to the top of the frame, thereby reliably reducing the vertical vibration of the bogie and increasing its anti-roll capability while maintaining its reliable load-bearing capacity. This is because: solid rubber tires installed in the bogie of a suspension vehicle generally result in excessive vertical vibration of the vehicle, wheel load reduction to zero, and poor heat dissipation during high-speed operation. Compared to solid tires, installing hollow pneumatic tires can solve the heat dissipation problem, but pneumatic tires generally have poor load-bearing capacity. Directly increasing the tire's load-bearing capacity would require increasing the tire diameter and cross-sectional width of the running wheels. On this basis, using pneumatic rubber tires would result in insufficient stiffness of the running wheels, leading to a large roll angle of the bogie during operation, making it prone to roll and affecting vehicle operation safety. If the stiffness of the primary spring is reduced to directly reduce vertical vibration, although it can prevent the transmission of vertical vibration during vehicle operation to a certain extent, there will still be problems with the design space requirements for the primary spring in the bogie structure being too large, and the inability to meet the displacement capacity of the coupling.

[0049] In summary, the monorail suspension bogie provided in this application utilizes gearbox positioning nodes to achieve reliable positioning and installation of the gearbox, and in conjunction with the stabilizing wheel at the top of the frame, it reliably reduces or even eliminates the vertical vibration of the vehicle, increases the bogie's anti-roll capability, and improves the bogie's operational safety, stability, and ride comfort.

[0050] Based on the above-mentioned monorail suspension bogie, this application also provides a monorail suspension vehicle. By setting the above-mentioned monorail suspension bogie, the monorail suspension vehicle possesses all the advantages of the above-mentioned monorail suspension bogie, which will not be elaborated here. Attached Figure Description

[0051] To more clearly illustrate the technical solutions in this application 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 this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0052] Figure 1 is a schematic diagram of the installation of the monorail suspension bogie provided in this application on a monorail suspension vehicle;

[0053] Figure 2 is a structural schematic diagram of the monorail suspension bogie provided in this application;

[0054] Figure 3 is a schematic diagram of the connection structure between the motor and gearbox and the frame provided in this application;

[0055] Figure 4 is a structural schematic diagram of the gearbox positioning node provided in this application;

[0056] Figure 5 is a structural schematic diagram of the monorail suspension bogie provided in this application;

[0057] Figure 6 is a structural schematic diagram of the stabilizer wheel mounting base provided in this application;

[0058] Figure 7 is a schematic diagram of the connection structure between the running wheel and the gearbox provided in this application;

[0059] Figure 8 is a structural schematic diagram of the rocker assembly provided in this application;

[0060] Figure 9 is a schematic diagram of the installation structure of the guide wheel provided in this application;

[0061] Figure 10 is a structural schematic diagram of the guide bracket provided in this application;

[0062] Figure 11 is a structural schematic diagram of the traction rod provided in this application;

[0063] Figure 12 is a sectional view along line AA shown in Figure 10.

[0064] Reference numerals: 100, Frame; 101, Guide wheel; 102, Running gear mounting bracket; 103, Guide bracket; 1031, Guide wheel mounting hole; 1032, Lifting hole; 104, Cantilever beam; 105, Gearbox; 106, Running wheel; 107, Motor; 108, Car body; 109, Pin shaft; 110, Wheel rim; 111, Wheel hub; 112, Tire; 114, Support body; 116, Tire pressure sensor; 118, Hanger seat; 119, Gearbox positioning node; 1191, Node shaft; 1192, Node mounting hole; 1193, Hanger mounting hole; 1194, Bushing; 1195, Positioning spacer; 1196, End cover; 1197, Oil passage; 1198, Oil inlet; 120, Bolster mounting seat; 122, Bolster body; 124. Hanging part; 125, longitudinal vibration damper; 126, vertical vibration damper; 128, suspension bolt; 130, vibration damping pad; 132, motor mounting base; 133, primary spring; 134, primary spring mounting base; 136, stabilizer wheel mounting base; 1361, vertical plate; 1362, reinforcing plate; 1363, horizontal plate; 1364, stabilizer wheel mounting interface; 1365, weight reduction hole; 137, current collector mounting base; 138, reinforcing rib; 140, mounting plate; 150, nonlinear traction rod; 151, traction end housing; 152, node spindle; 153, stop block; 154, buffer cavity; 155, gap; 160, stabilizer wheel. Detailed Implementation

[0065] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0066] This application provides a monorail suspension bogie, and further provides a monorail suspension vehicle equipped with the monorail suspension bogie. The monorail suspension bogie and the monorail suspension vehicle equipped with the monorail suspension bogie of this application are described below with reference to Figures 1-8.

[0067] As shown in Figure 1, the monorail suspension vehicle provided in this embodiment has at least two sets of monorail suspension bogies (referred to as "bogies" in this embodiment) mounted on the top of its body 108. A track is erected above the body 108, and the bogies are mounted on the track and can move along the track to propel the body 108 forward or backward. Referring to the arrows shown in Figure 1, in this embodiment, the length direction (i.e., the direction of travel along the track) is considered longitudinal (i.e., the longitudinal direction of the bogies), the width direction is considered transverse, and the height direction is considered vertical. To ensure vehicle stability, it is preferable to have several bogies arranged and suspended longitudinally at intervals on the top of the body 108. By mounting the aforementioned monorail suspension bogies on the top of the body 108, the monorail suspension vehicle of this embodiment possesses all the advantages of a monorail suspension bogie, which will not be elaborated further here.

[0068] As shown in Figure 2, the monorail suspension bogie described in this embodiment includes a frame 100, a bolster assembly, and a pair of running gears. The frame 100, as the main load-bearing structure of the bogie, is arranged in a Y-shape. The pair of running gears are symmetrically connected to the longitudinal sides of the running gear mounting frame 102. The bolster assembly is connected to the bottom of the running gear mounting frame 102 and is suitable for suspending the car body 108. Preferably, the bolster assembly is hinged to the car body 108 via a pin 109, thereby avoiding the bolt connection failure problem caused by bolt connections in related technologies and improving the suspension safety of the car body 108.

[0069] In this embodiment, as shown in Figures 2 and 5, the frame 100 includes a Y-shaped connecting running gear mounting frame 102 and a pair of cantilever beams 104. The running gear mounting frame 102 is used to mount running wheels 106, which are mounted on the track and can travel along the track to drive the bogie to travel along the track, thereby driving the car body 108 to travel along the track and realizing the normal operation of the monorail suspension vehicle. Preferably, the running gear includes a gearbox 105 and a pair of running wheels 106. The gearbox 105 is connected to the running gear mounting frame 102 through a gearbox positioning node 119. The two lateral sides of the gearbox 105 are respectively connected to the pair of running wheels 106 for transmission. The pair of running wheels 106 are adapted to be symmetrically mounted on the track in the lateral direction.

[0070] Correspondingly, compared to the dual-node positioning structure, the gearbox positioning node 119 described in this application embodiment adopts a transverse pin 109 in conjunction with node positioning, which improves the connection strength between the gearbox 105 and the frame 100, reduces vertical vibration, and effectively improves the anti-roll capability.

[0071] In this embodiment, as shown in Figure 2, each of the two cantilever beams 104 is equipped with a pair of stabilizing wheels 160 at its top. With the track as the axis of symmetry, each pair of stabilizing wheels 160 is symmetrically arranged on the upper part of the track beam, which can work with the bogie frame 100 and the gearbox positioning node 119 to stabilize the bogie and improve its anti-roll capability. When the bogie's running wheels 106 have low stiffness and a small span, the gearbox positioning node 119 described in this application embodiment can improve the anti-roll stiffness of the bogie frame 100. Furthermore, if the vehicle is in a curve-passing condition, the stabilizing wheel 160 and the gearbox positioning node 119 can jointly bear the anti-roll stiffness. At the same time, since each pair of stabilizing wheels 160 are symmetrically arranged on both sides of the upper part of the track beam, and the axial direction of the stabilizing wheels 160 is arranged vertically along the bogie, the stabilizing wheels 160 can effectively stop the lateral deviation and rollover of the bogie during curve operation, avoiding interference between the bogie frame 100 and various equipment installed on the frame 100 and the track beam, thereby improving the safety and stability of vehicle operation.

[0072] During bogie operation, the stabilizer wheel 160 can stabilize the frame 100, improve the lateral stiffness of the bogie, and combine with the gearbox positioning node 119 to form an overall support for the bogie's balance, reduce the bogie's roll angle, further improve the bogie's anti-roll capability, and effectively prevent the occurrence of roll phenomena during bogie operation.

[0073] Compared to existing suspension bogie products, the monorail suspension bogie provided in this application effectively improves the connection structure between the gearbox 105, the frame 100, and the running wheels 106, and adds a stabilizing wheel 160 to the top of the frame 100. This achieves reliable reduction of vertical vibration and increases the bogie's anti-roll capability while maintaining its reliable load-bearing capacity. This is because solid rubber tires 112 installed in suspension bogies generally suffer from excessive vertical vibration of the vehicle, wheel load reduction to zero, and poor heat dissipation during high-speed operation. Compared to assembling solid tires 112, assembling hollow pneumatic tires 112 can solve the heat dissipation problem, but pneumatic tires 112 generally have the defect of poor load-bearing capacity. If the load-bearing capacity of the tires 112 is directly increased, the diameter and cross-sectional width of the tires 112 of the running wheels 106 need to be increased. On this basis, if pneumatic rubber tires 112 are used, the stiffness of the running wheels 106 will be too small, which will lead to a large roll angle of the bogie during operation, making it easy to roll and affecting the safety of vehicle operation. If the stiffness of the primary spring 133 is reduced in order to directly reduce vertical vibration, although the vertical vibration transmission during vehicle operation can be avoided to a certain extent, there will still be a problem in the bogie structure that the space required for the primary spring is too large, and the displacement capacity of the coupling cannot be met.

[0074] In some embodiments, as shown in FIG5, the cantilever beam 104 includes a connecting end and a extending end. The connecting end is mounted on the running gear mounting frame 102, and the extending end extends longitudinally relative to the running gear mounting frame 102 and is used to mount equipment components. In the above-described frame 100, a pair of cantilever beams 104 are symmetrically arranged relative to the running gear mounting frame 102. By configuring the frame 100 in the form of a running gear mounting frame 102 and a pair of cantilever beams 104, and configuring the pair of cantilever beams 104 in a Y-shaped structure symmetrical relative to the running gear mounting frame 102, the space occupied by the frame 100 can be reduced, thus meeting the space requirements of the track beam of the suspended vehicle.

[0075] In some embodiments, as shown in FIG2, in order to ensure the overall structural balance of the bogie, the two sets of running sections are symmetrically installed in the space between a pair of cantilever beams 104 of the Y-shaped frame 100 and the corresponding sides of the running section mounting frame 102, and the two sets of running sections are symmetrically arranged with respect to the running section mounting frame 102. This reduces the space occupied by the frame 100 and ensures the compact structure of the bogie and its assembled equipment.

[0076] In some embodiments, as shown in FIG2, hanging seats 118 are respectively constructed on both longitudinal sides of the traveling part mounting frame 102 for positioning and hoisting the gearbox 105. As shown in FIGS. 3 and 4, the hanging seat 118 includes a pair of hanging mounting holes 1193 constructed on the same longitudinal side of the traveling part mounting frame 102. The pair of hanging mounting holes 1193 are arranged at intervals in the transverse direction to ensure that the load generated between the gearbox 105 and the frame 100 is balanced. As shown in FIG. 4, the gearbox positioning node 119 includes a node shaft 1191 and a pair of bushings 1194. The gearbox 105 is constructed with a node mounting hole 1192. The middle part of the node shaft 1191 is fitted into the node mounting hole 1192, and the two ends of the node shaft 1191 are respectively fitted into a pair of hanging mounting holes 1193. A pair of bushings 1194 are respectively fitted between the two ends of the node shaft 1191 and the corresponding hanger mounting holes 1193. The bushings 1194 provide torsional stiffness and vibration damping between the ends of the node shaft 1191 and the frame 100. Preferably, the outer edge of the bushing 1194 is tapered, and preferably, the bushing 1194 and the node shaft 1191 have a transition fit, while the bushing 1194 and the hanger mounting holes 1193 of the frame 100 have an interference fit, to ensure that the bushing 1194 is not affected by shear forces during bogie operation. Thus, the node shaft 1191 provides lateral and torsional stiffness between the gearbox 105 and the frame 100 in the transverse direction, and provides longitudinal and vertical anti-roll stiffness between the two shaft ends and the frame 100, reducing or even eliminating the roll angle of the bogie.

[0077] In some specific embodiments, as shown in FIG4, the gearbox positioning node 119 further includes a pair of positioning spacers 1195 and a pair of end caps 1196 symmetrically installed at both ends of the node shaft 1191. The pair of positioning spacers 1195 are respectively fitted onto the node shaft 1191 located between the two ends of the node mounting hole 1192 and the corresponding ends of the bushing 1194. The positioning spacers 1195 provide a reliable positioning function for the node mounting hole 1192 assembled in the middle of the node shaft 1191, ensuring that the gearbox 105 is centered and fixed on the node shaft 1191. The pair of end caps 1196 are respectively fixed to both ends of the node shaft 1191 by bolts, and each end cap 1196 is press-fitted onto the shaft end position of the bushing 1194, providing a reliable stop for the bushing 1194, and using the pressing force of the end caps 1196 to reduce the axial movement between the node mounting hole 1192 and the node shaft 1191.

[0078] In some specific embodiments, as shown in FIG4, an oil passage 1197 is constructed axially within the node shaft 1191, and a plurality of oil supply holes 1198 are constructed radially along the node shaft 1191. Preferably, referring to FIG4, an axial oil passage 1197 is constructed at the blind end of the bolt hole on the end cap 1196 at any end of the node shaft 1191, and one end of the radially arranged oil supply hole 1198 communicates with the oil passage 1197, while the other end communicates with the outside. Therefore, the assembly and disassembly of the node shaft 1191 are more convenient and quick, facilitating maintenance.

[0079] In some embodiments, as shown in FIG2, a plurality of current collector mounting seats 137 are provided on the top of a pair of cantilever beams 104 for mounting current collectors. The extended ends of the pair of cantilever beams 104 are respectively provided with motor mounting seats 132 and spring mounting seats 134. A motor 107 is suspended from the motor mounting seat 132, and the motor 107 is connected to the power input shaft of the gearbox 105. The gearbox 105 is connected to a transversely positioned power output shaft, and a pair of running wheels 106 are symmetrically mounted at both ends of the power output shaft, with both running wheels 106 axially transverse, so that they can be symmetrically arranged relative to the track within the track beam, thereby ensuring that the bogie can run smoothly along the track. A spring 133 is connected between the spring mounting seat 134 and the top of the gearbox 105; preferably, the spring mounting seat 134 is a herringbone-shaped mounting seat. To improve the reliability of the connection between the gearbox 105 and the frame 100, a hinged seat is preferably connected between the top of the gearbox 105 and the cantilever beams 104 of the frame 100. Preferably, the power input shaft is inclined upward relative to the longitudinal direction of the bogie, that is, the axial direction of the power output shaft is preferably parallel to the longitudinal direction of the cantilever beam 104. This ensures that the power output of the motor 107 has components in the longitudinal and vertical directions, effectively reducing the impact of longitudinal and vertical vibrations on the power output. Furthermore, the power transmission has no offset component in the lateral direction, avoiding adverse effects of lateral vibration on the power output.

[0080] In some specific embodiments, as shown in Figures 2, 5, and 6, a stabilizing wheel mounting seat 136 is provided on the side of the cantilever beam 104 facing away from the car body 108. With the track as the axis of symmetry, a pair of stabilizing wheels 160 are symmetrically connected laterally to the top of the cantilever beam 104. The axial direction of the stabilizing wheels 160 is arranged vertically along the bogie. The stabilizing wheels 160 can be engaged with the track beam, solving the side roll phenomenon of the bogie during operation. Specifically, referring to Figure 6, stabilizing wheel mounting seats 136 are respectively provided on the upper surface of the extended ends of the pair of cantilever beams 104 near both ends. The stabilizing wheel mounting base 136 includes two spaced and parallel vertical plates 1361, a reinforcing plate 1362 disposed between the two vertical plates 1361, and a horizontal plate 1363 located above the vertical plates 1361 and connected to the two vertical plates 1361 and the reinforcing plate 1362. The horizontal plate 1363 is provided with a stabilizing wheel mounting interface 1364, and the reinforcing plate 1362 is provided with a weight reduction hole 1365.

[0081] The stabilizing wheel mounting base 136 constructed on the cantilever beam 104, together with its own stabilizing wheel mounting interface 1364, is used to connect the stabilizing wheel 160. The stabilizing wheel 160 installed at this position can also act as a yaw stop. When the rail vehicle passes through a curve, under the action of centrifugal force, the car body 108 and the frame 100 will deflect outward. At this time, the magnitude of the deflection angle can be constrained by the stabilizing wheel 160, which can effectively limit the torsion of the car body 108 relative to the bogie, thereby preventing mutual interference between components.

[0082] As shown in Figure 6, the stabilizing wheel mounting base 136 includes two vertical plates 1361, a reinforcing plate 1362, and a horizontal plate 1363. These three plates can be integrally stamped to form the stabilizing wheel mounting base 136. After forming, the stabilizing wheel mounting base 136 is welded to the upper surface of the top plate. The reinforcing plate 1362 provides structural reinforcement, facilitating load transfer and increasing the structural strength of the stabilizing wheel mounting base 1366. Weight-reducing holes 1365 are provided on the reinforcing plate 1362 to ensure structural strength while maintaining a lower weight, thus contributing to the lightweight design of the frame 100.

[0083] In some embodiments, as shown in FIG2, the monorail suspension bogie further includes two sets of guide wheels 101, which are connected to the longitudinal sides of the frame 100 via guide brackets 103. A pair of running gears are installed between the two sets of guide wheels 101. The guide wheels 101 located on the longitudinal front and rear sides of the running gears can provide accurate guidance for the movement of the running gears, improving the smoothness of the bogie's operation. Each set of guide wheels 101 includes a pair of wheel bodies, which are suitable for being symmetrically arranged on both sides of the track along the transverse direction, preferably located on the lower sides of the track beam. The axial direction of the wheel bodies is arranged along the vertical direction of the bogie to guide the movement of the running wheels 106, improving the stability and accuracy of the bogie's operation. The arrangement of the guide wheels 101 not only guides the running wheels 106 but also corresponds to the stabilizing wheels 160 located on both sides above the track beam, jointly providing a smoother support for the operation of the bogie.

[0084] In some specific embodiments, as shown in FIG9, the bottom of the guide bracket 103 is provided with a lifting hole 1032 for emergency rescue when the vehicle is under extreme working conditions. Preferably, as shown in FIG10, the guide bracket 103 is constructed in a V-shape. The tip of the guide bracket 103 is connected to the gearbox 105, and the two protruding ends of the guide bracket 103 are respectively provided with guide wheel mounting holes 1031 for mounting guide wheels 101. The V-shaped guide bracket 103 ensures that a pair of guide wheels 101 are symmetrically arranged on both sides of the track and match a pair of running wheels 106 mounted on both ends of the power output shaft of the gearbox 105, as shown in FIG9.

[0085] In some embodiments, as shown in FIG5, a reinforcing rib 138 is provided between the motor mounting base 132 and the extended end. Since the motor 107 is relatively heavy, to reduce the vertical load exerted by the motor 107 on the extended end of the cantilever beam 104, and to improve the installation stability of the motor 107, a reinforcing rib 138 is provided at the position corresponding to the extended end of the cantilever beam 104 and the motor mounting base 132. The motor mounting base 132 is generally plate-shaped and is mounted on the edge of the extended end of the cantilever beam 104. The reinforcing rib 138 can connect the plate-shaped motor mounting base 132 and the side of the extended end of the cantilever beam 104.

[0086] In some embodiments, as shown in FIG5, the frame 100 also integrates longitudinal and vertical rigid stops to protect the bogie in the track beam. The bogie frame 100 has a simple and compact structure, is easy to install and disassemble, and is easy to maintain, effectively optimizing the bogie structure.

[0087] The frame 100 provided in this embodiment makes full use of the space between the frame 100 and the bolster assembly, and leverages its own machinability; it integrates a primary spring 133, gearbox 105, bolster assembly, motor 107, current collector, and other equipment into the frame 100 as part of the main load-bearing structure of the frame 100, achieving lightweight, simplified, and optimized design. Simultaneously, the frame 100 integrates lateral and vertical rigid stops, serving to protect the bogies in the track beam.

[0088] In some embodiments, as shown in Figures 2 and 7, the running wheel 106 includes a hub 111, a rim 110, an inflatable tire, a support body 114, and a tire pressure sensor 116. The hub 111 is adapted to connect to the power output shaft of the gearbox 105. The rim 110 is fixedly connected to the hub 111. The tire 112 is connected to the rim 110, and the tire 112 has an inflation chamber. That is, the tire 112 described in this embodiment is an inflatable tire 112 with an inflation chamber, and the inflation chamber is filled with gas to ensure that the tire 112 has reliable load-bearing capacity. The support body 114 is fixedly connected to the rim 110 and located within the inflation chamber. Preferably, the support body 114 is a rigid support body 114. The running wheel 106 device incorporates a hollow tire 112 with an inflation chamber, within which a rigid support 114 is installed. The rigid support 114 serves as the load-bearing and protective structure for the hollow tire 112. This design minimizes the tire 112 stiffness within permissible load limits and significantly reduces the risk of wheel load reduction to zero and excessive vertical vibration associated with solid tires 112 during vehicle operation. This reduces or even completely eliminates the possibility of accidents such as vehicle detachment or tire blowouts. Furthermore, even in the event of a tire blowout, the running wheel 106 device can reliably continue operation thanks to the support 114, greatly improving the service life of the wheelset system and enhancing the train's running stability, safety, and passenger comfort. The pneumatic tire 112 also provides some degree of vibration damping and avoids the problems of high heat generation, short lifespan, and poor stability associated with solid tires 112 in related technologies. The pneumatic tire 112 can also reduce the stiffness of the running wheel 106, and can better solve the problem of poor heat dissipation of the tire 112 compared with the solid rubber tire 112.

[0089] In some specific embodiments, the hub 111 is preferably connected to the power output shaft of the gearbox 105. In this embodiment, the hub 111 is preferably connected to the power output shaft of the gearbox 105 with an interference fit to improve the reliability of torque transmission.

[0090] In some specific embodiments, as shown in Figure 7, a tire pressure sensor 116 is provided on the rim 110 and / or support 114. Preferably, the tire pressure sensor 116 is connected to the valve stem, and the fixing bracket is mounted on the axle end pressure plate. The tire pressure is monitored in real time by using an external wireless tire pressure sensor 116. Specifically, in order to monitor the tire pressure in the inflatable tire 112 in real time, a tire pressure sensor 116 is also provided on the rim 110. By using the tire pressure sensor 116, the tire pressure can be monitored in real time in the driver's cab. When the tire pressure is insufficient, appropriate emergency measures can be taken in time to avoid danger.

[0091] In some specific embodiments, the support body 114 and the wheel rim 110 are connected by a vulcanized rubber structure, which is a vulcanized rubber structure integrally molded. The aforementioned vulcanized rubber structure is installed between the bottom of the support body 114 and the wheel rim 110, and the vulcanized rubber is press-fitted to the wheel rim 110 to ensure that the vehicle can reliably transmit torque even when the tire blows out, and to ensure that the support body 114 and the wheel rim 110 do not rotate relative to each other during driving, thereby improving the reliability of vehicle driving.

[0092] In some specific embodiments, the rim 110 is an integral rim 110. The rim 110 and the tire 112 are sealed with a side O-ring and a retaining ring, and the rim 110 is connected to the gearbox 105 by an interference fit.

[0093] In some specific embodiments, the tire 112 of the running wheel 106 is configured with the following tread pattern: two fine straight main grooves are provided at intervals on the surface of the tire 112 near the center, which can increase the ground contact area, uniform ground pressure, and ensure dry ground grip; protective grooves are provided on both sides of the shoulder of the tire 112 surface to effectively prevent uneven wear of the tire 112 caused by lateral force.

[0094] In some embodiments, as shown in FIG2, the running gear mounting bracket 102 is provided with a bolster mounting seat 120 for mounting a bolster assembly on the side facing the vehicle body 108. The running gear mounting bracket 102 is adapted to be connected to the bolster assembly through the bolster mounting seat 120, and the bolster assembly is hoisted to the vehicle body 108.

[0095] In some specific embodiments, the bolster assembly includes a bolster body 122 and a suspension part 124. The bolster body 122 is connected to the bottom of the running gear mounting bracket 102. The bolster body 122 is used to control the angle between the running wheels 106 of the suspended vehicle and the track beam as the vehicle travels, following changes in road conditions to prevent lateral slippage. A vertical damper 126 is connected between the bolster body 122 and the suspension part 124, thereby achieving vertical vibration reduction in the vehicle height direction. The bolster body 122 is connected to the vehicle body 108 via a nonlinear traction rod 150, and a longitudinal damper 125 is connected between the bolster body 122 and the vehicle body 108, thereby achieving longitudinal vibration reduction in the vehicle length direction.

[0096] Below the bolster body 122 is a suspension section 124, which is used to suspend the car body 108. The suspension section 124 is connected to the bottom of the bolster body 122 and suspends the car body 108 via pins 109. As shown in Figures 2 and 8, two pairs of pins 109 are provided on both sides of the suspension section 124, each pair of pins 109 consisting of two pins, and the car body 108 can be directly suspended on the pins 109. At the same time, bushings are installed in the suspension holes on the car body 108. The suspension holes can be tapered to ensure the alignment between the car body 108 and the track beam.

[0097] In some embodiments, as shown in Figures 11 and 12, the structural configuration of the nonlinear traction rod 150 can effectively reduce the longitudinal force transmission of the vehicle and improve the stability of vehicle operation. Referring to Figure 11, the structure of the nonlinear traction rod 150 is basically the same as that of the linear traction rod. The nonlinear traction rod 150 includes a rod and traction ends respectively assembled at both ends of the rod. As shown in Figure 12, the traction end includes a traction end housing 151 and a node spindle 152. The traction end housing 151 is connected to the end of the rod; its material is the same as that of the rod and it is integrally formed with the rod. The node spindle 152 is sleeved in the traction end housing 151, preferably a metal shaft. A buffer layer is filled between the traction end housing 151 and the node spindle 152, preferably a rubber layer, so that the traction end forms a rubber node at the end of the rod. The buffer layer has buffer cavities 154 on both sides of the bogie's longitudinal direction. Within each buffer cavity 154, a stop block 153 extends from the node spindle 152, leaving a gap 155 between the stop block 153 and the traction end housing 151. The rubber node at the traction end of the linear traction rod is typically a solid rubber layer, filling the space between the traction end housing and the spindle. In contrast to the linear traction rod, the nonlinear traction rod 150 has a buffer layer with localized buffer cavities 154. Furthermore, the buffer layer on both sides of the longitudinal direction has protruding structures facing the traction end housing 151, and these protruding structures are filled with rigid stops to form the stop blocks 153. When the nonlinear traction rod 150 is subjected to a small load, the stop block 153 does not contact the traction end housing 151, that is, the aforementioned gap 155 is maintained between the stop block 153 and the traction end housing 151. In this case, the nodal stiffness of the traction end of the traction rod is linear, and the longitudinal stiffness of the traction rod of the same size is slightly smaller than that of the linear traction rod. However, when the nonlinear traction rod 150 is subjected to a large longitudinal load (e.g., during vehicle start-up or braking), the stop block 153 will contact the traction end housing 151, thereby significantly increasing the longitudinal stiffness of the traction end and thus improving the longitudinal stiffness of the nonlinear traction rod 150.

[0098] In some embodiments, as shown in FIG8, a bolster anti-derailment device is connected between the bolster assembly and the car body 108. Since conventional monorail suspension vehicles typically employ suspension cables for secondary anti-derailment of the car body 108, and because the suspension cables need to accommodate sufficient dynamic length for the primary and secondary system displacements, the mounting bases required for the car body 108 and bogie protective cables need to be significantly increased in actual operation. Simultaneously, the cables need to be very thick; otherwise, it is difficult to meet the safety factor required for anti-derailment suspension. Compared to the prior art, the bolster anti-derailment device described in this application embodiment can effectively prevent the suspended monorail vehicle from loosening and falling off due to the pin 109, reducing the risk of detachment. The bolster anti-derailment device includes a bolster mounting base 120 and a mounting plate 140. The bolster mounting base 120 is connected to the bottom of the running gear mounting frame 102, and suspension bolts 128 are provided on the bolster mounting base 120. Mounting plate 140 is mounted on bolster body 122. Mounting plate 140 has suspension holes. Suspension bolts 128 are inserted through the suspension holes. Shock-absorbing pads are provided between suspension bolts 128 and suspension holes.

[0099] As shown in Figure 8, a suspension bolt 128 is provided on the bolster mounting base 120, which is used to suspend the bolster body 122. Correspondingly, a mounting plate 140 is provided on the side of the bolster body 122 facing the bolster mounting base 120. The mounting plate 140 has a suspension hole, which is an elongated hole. The suspension bolt 128 on the bolster mounting base 120 passes through the suspension hole. A shock-absorbing pad is provided between the side of the suspension bolt 128 that extends out of the suspension hole and the mounting plate 140. With this arrangement, when the bolster mounting base 120 and the bolster body 122 become detached due to a malfunction, the suspension bolt 128 can be used to suspend the vehicle body 108, and the shock-absorbing pad can reduce the vibration of the vehicle body 108, thus providing a buffering effect.

[0100] In the description of the embodiments of this application, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and 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 embodiments of this application. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0101] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" 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 or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application based on the specific circumstances.

[0102] In the embodiments of this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0103] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the embodiments of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0104] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A monorail suspension bogie, comprising: The frame includes a Y-shaped connecting travel section mounting frame and a pair of cantilever beams, each of the cantilever beams having a pair of stabilizing wheels mounted on its top. A bolster assembly is attached to the bottom of the running gear mounting bracket and is adapted to suspend the vehicle body; A pair of traveling sections are symmetrically connected to the longitudinal sides of the traveling section mounting frame; The traveling part includes a gearbox and a pair of traveling wheels. The gearbox is connected to the traveling part mounting frame through a gearbox positioning node. The two lateral sides of the gearbox are respectively connected to the pair of traveling wheels. The pair of traveling wheels are adapted to be symmetrically mounted on the track in the lateral direction.

2. The monorail suspension bogie according to claim 1, wherein, The mounting frame of the traveling section is provided with hanging seats on both longitudinal sides; the hanging seats include a pair of hanging mounting holes on the same longitudinal side of the mounting frame of the traveling section, and the pair of hanging mounting holes are spaced apart in the transverse direction; The gearbox positioning node includes a node shaft and a pair of bushings. The gearbox is configured with node mounting holes. The middle part of the node shaft is fitted into the node mounting hole, and the two ends of the node shaft are respectively fitted into the pair of hanging mounting holes. The pair of bushings are respectively fitted between the two ends of the node shaft and the corresponding hanging mounting holes.

3. The monorail suspension bogie according to claim 2, wherein, The outer edge of the bushing is tapered.

4. The monorail suspension bogie according to claim 2, wherein, The gearbox positioning node also includes: A pair of positioning spacers, the pair of positioning spacers being respectively fitted onto the node shaft between the bushings at both ends of the node mounting hole and the corresponding ends; A pair of end caps, the pair of end caps being bolted to both ends of the node shaft, and each end cap being press-fitted onto the shaft end of the bushing.

5. The monorail suspension bogie according to any one of claims 2 to 4, wherein, An oil passage is constructed axially within the node shaft, and the oil passage is constructed radially with several oil delivery holes.

6. The monorail suspension bogie according to any one of claims 1-5, wherein, The extended ends of the pair of cantilever beams are respectively provided with motor mounting base and spring mounting base. The pair of cantilever beams are connected to the traveling part mounting frame through the connecting end. The top of the pair of cantilever beams is provided with several current collector mounting bases. The motor is suspended from the motor mounting bracket, and the motor is connected to the power input shaft of the gearbox. The power input shaft is inclined upward relative to the longitudinal direction. The gearbox is connected to a transversely positioned power output shaft, and a pair of running wheels are symmetrically mounted on both ends of the power output shaft; A spring is connected between the spring mounting base and the top of the gearbox.

7. The monorail suspension bogie according to claim 6, wherein, The traveling wheels include: Hub, adapted to connect the power output shaft; The rim is fixedly connected to the hub; A tire, connected to the rim, wherein the tire has an inflation chamber; A support body is fixed to the rim and located inside the inflation chamber; A tire pressure sensor is disposed on the rim and / or the support.

8. The monorail suspension bogie according to any one of claims 1-5, wherein, With the track as the axis of symmetry, a pair of stabilizing wheels are symmetrically connected to the top of the cantilever beam in a transverse direction; the axial direction of the stabilizing wheels is arranged vertically along the bogie. The top of the cantilever beam is equipped with a stabilizing wheel mounting base; The stabilizing wheel mounting base includes two spaced and parallel vertical plates, a reinforcing plate disposed between the two vertical plates, and a horizontal plate located above the vertical plates and connected to the two vertical plates and the reinforcing plate. The horizontal plate is provided with a stabilizing wheel mounting interface, and the reinforcing plate is provided with weight reduction holes.

9. The monorail suspension bogie according to any one of claims 1-5, wherein, The monorail suspension bogie also includes two sets of guide wheels, which are respectively connected to the longitudinal sides of the frame via guide brackets. The bottom of the guide brackets is provided with lifting holes. A pair of the traveling parts are mounted between the two sets of the guide wheels; Each set of guide wheels includes a pair of wheel bodies, which are adapted to be symmetrically arranged on both sides of the track in a transverse direction; the axial direction of the wheel bodies is arranged vertically along the bogie.

10. The monorail suspension bogie according to any one of claims 1-5, wherein, The rocking pillow assembly includes: The bolster body is connected to the bottom of the running gear mounting frame. A vertical shock absorber is connected between the bolster body and the hanging part. The bolster body is connected to the vehicle body through a non-linear traction rod. A longitudinal shock absorber is connected between the bolster body and the vehicle body. The suspension part is connected to the bottom of the bolster body and is suspended from the vehicle body by a pin.

11. The monorail suspension bogie according to claim 10, wherein, The nonlinear traction rod includes a rod and traction ends respectively assembled at both ends of the rod; The traction end includes: The traction end housing is connected to the end of the pull rod; A node mandrel is sleeved in the traction end housing, and a buffer layer is filled between the traction end housing and the node mandrel; The buffer layer has buffer cavities on both sides of the bogie along its longitudinal direction, and a stop block extends from the buffer layer in the buffer cavity away from the node spindle, with a gap between the stop block and the traction end housing.

12. The monorail suspension bogie according to claim 10 or 11, wherein, A bolster anti-detachment device is connected between the bolster assembly and the vehicle body; the bolster anti-detachment device includes: A bolster mounting base is connected to the bottom of the traveling part mounting frame, and a suspension bolt is provided on the bolster mounting base; A mounting plate is installed on the bolster body. The mounting plate has suspension holes, and the suspension bolts pass through the suspension holes. A shock-absorbing pad is provided between the suspension bolts and the suspension holes.

13. A monorail suspension vehicle, equipped with a monorail suspension bogie as described in any one of claims 1-12.

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