Straddle-type monorail split bogie assembly and straddle-type monorail vehicle

Abstract

The utility model provides a kind of straddle type monorail split type bogie assembly and straddle type monorail vehicle, it is related to railway vehicle technical field, straddle type monorail split type bogie assembly includes framework, drive component, running wheel component, secondary suspension component, anti-nodding torsion bar component and horizontal wheel component;Drive component includes motor mounting seat, drive motor, brake unit, gear box mounting seat and gear box;Motor mounting seat and gear box mounting seat are spaced apart and arranged in the high side beam of framework;Drive motor is installed in motor mounting seat;Gear box is installed in gear box mounting seat;The output shaft of drive motor is connected with the input shaft of gear box;Brake unit is arranged between drive motor and gear box;Running wheel component is connected in the output end of gear box.By split type mounting structure, drive motor and gear box are isolated, the vibration interaction between motor and gear box is effectively reduced, and the risk of gear tooth surface pitting and motor insulation layer rupture is reduced.

Description

Technical Field

[0001] This utility model relates to the field of rail vehicle technology, and more specifically, to a straddle-type monorail split bogie assembly and a straddle-type monorail vehicle. Background Technology

[0002] Straddle-type monorail transit systems are widely used in urban rail transit branch lines, tourist lines, and mountain city transportation networks due to their advantages such as strong climbing ability, small turning radius, and minimal occupation of ground space. As the core unit of straddle-type monorail vehicles, the bogie assembly's structural rationality, power transmission efficiency, and operational stability directly determine the vehicle's operational safety and economy, making it a key aspect of the research and optimization of this type of transportation system.

[0003] The drive system in the bogie assembly of existing straddle-type monorail vehicles mostly adopts an integrated "motor-gearbox" structure. This means the drive motor and gearbox are rigidly connected (e.g., directly fixed with flanges) to form a single module, and then connected to the running wheels via a drive shaft or coupling. Simultaneously, the braking device (including brake disc and caliper) is mostly installed at the end of the drive motor furthest from the gearbox, with the brake disc directly fitted onto the cantilever end of the motor output shaft. This type of structure has the following insurmountable technical defects in practical applications: 1. High vibration and impact, accelerated component wear: In the integrated structure, the vibration generated by the motor operation and the impact load from the gear meshing within the gearbox are directly transmitted to each other through the rigid connection. This leads to cracks in the insulation layer of the motor stator windings due to long-term vibration, and pitting and scuffing failures on the gear teeth. 2. Poor heat dissipation performance, high risk of high-temperature failure: In the integrated structure, the heat dissipation spaces of the motor and gearbox overlap. The heat generated by the motor operation and the heat generated by the friction of the gear meshing within the gearbox are mutually conducted and accumulated, unable to be effectively dissipated. Utility Model Content

[0004] The purpose of this utility model is to provide a straddle-type monorail split bogie assembly and vehicle to reduce vibration and impact, improve heat dissipation performance, and enhance operational stability.

[0005] To address the aforementioned problems, this utility model provides a straddle-type monorail split bogie assembly and a straddle-type monorail vehicle.

[0006] In a first aspect, this utility model provides a straddle-type monorail split bogie assembly, including a frame, a drive assembly, a running wheel assembly, a secondary suspension assembly, an anti-diving torsion bar assembly, and a horizontal wheel assembly; the drive assembly, the anti-diving torsion bar assembly, the secondary suspension assembly, and the horizontal wheel assembly are all connected to the frame; the drive assembly includes a motor mounting base, a drive motor, a braking unit, a gearbox mounting base, and a gearbox; the motor mounting base and the gearbox mounting base are spaced apart on the high side beams of the frame; the drive motor is mounted on the motor mounting base; the gearbox is mounted on the gearbox mounting base; the output shaft of the drive motor is connected to the input shaft of the gearbox; the braking unit is disposed between the drive motor and the gearbox; the running wheel assembly is connected to the output end of the gearbox.

[0007] The beneficial effects of this utility model's straddle-type monorail split bogie assembly are:

[0008] The drive motor transmits power to the gearbox input shaft via its output shaft. The gearbox, through internal gear reduction, transmits torque to the running wheel assembly. The braking unit forms a braking surface between the motor and gearbox; the braking torque generated when the brake calipers act on the brake disc is directly transmitted to the gearbox input shaft. The spaced arrangement of the motor mounting base and gearbox mounting base creates a vibration isolation zone, blocking the transmission of high-frequency motor vibration to the gearbox. The connection between the gearbox and the running wheel assembly uses a flange fit, allowing for slight displacement between the drive half-shaft and the running wheel mounting axle box, mitigating impact loads caused by uneven track surfaces. This invention isolates the drive motor and gearbox through a split mounting structure, effectively reducing vibration interaction between the motor and gearbox and minimizing the risk of pitting on gear teeth and breakage of the motor insulation layer. Simultaneously, the split mounting structure forms an independent heat dissipation channel, accelerating heat dissipation from the motor and gearbox and preventing lubrication failure due to high temperatures. The intermediate arrangement of the braking unit improves braking response speed while reducing the additional bending moment of the transmission shaft system.

[0009] Optionally, the braking unit includes a brake caliper and a brake disc; the brake disc is located between the drive motor and the gearbox and is mounted on the input shaft; the gearbox mounting base has a caliper mounting hole; the brake caliper is mounted in the caliper mounting hole.

[0010] Optionally, the gearbox includes a housing, a large gear shaft, a drive half-shaft, and a wheel mounting axle box; the large gear shaft is mounted in the housing via bearings, and one end extends out of the housing and connects to the brake disc; one end of the drive half-shaft is engaged with the inner hole of the large gear shaft via a spline, and the other end extends out of the housing and is connected to a connecting flange; the wheel mounting axle box is rotatably sleeved on the housing via bearings, and one end is fixedly connected to the connecting flange; the wheel assembly is sleeved outside the wheel mounting axle box.

[0011] Optionally, the frame includes a composite beam and a lower curved beam; the composite beam is integrally cast and has a rectangular structure, with its four side beams being a high side beam, a traction beam, a low side beam, and an end beam; the two lower curved beams are respectively welded to the underside of the high side beam and the low side beam by circumferential welds.

[0012] Optionally, the secondary suspension assembly includes a spring connecting seat, an air spring, and a vertical stop seat; one end of the air spring is mounted on the lower curved beam, and the other end is mounted on the spring connecting seat; a lateral damper is provided between the spring connecting seat and the side wall of the composite beam; a vertical damper is provided between the spring connecting seat and the lower curved beam; the vertical stop seat is located above the spring connecting seat, and one end is fixedly mounted on the composite beam, with a stop gap pre-set between the spring connecting seat and the vertical stop seat.

[0013] Optionally, the spring connecting seat includes an air spring seat plate and a vehicle body connecting seat; the air spring seat plate has a circular outline and an air inlet communicating with the air spring; the vehicle body connecting seat is mounted on the air spring seat plate and has an air spring air inlet cap communicating with the air inlet; an air spring air supply hole communicating with the air spring air inlet cap is provided on one side of the vehicle body connecting seat; the air spring seat plate and the vehicle body connecting seat are integrally formed parts.

[0014] Optionally, the spring connecting seat also includes two spaced vertical ribs; the two vertical ribs are vertically installed on the air spring seat plate, and one end is vertically connected to the side wall of the vehicle body connecting seat away from the air spring air supply hole; the upper surface of the two vertical ribs away from the vehicle body connecting seat is parallel to the air spring seat plate and forms a vertical stop surface; the vertical stop surface corresponds to the vertical stop seat.

[0015] Optionally, the anti-nodding torsion bar assembly includes a torsion bar and a pair of connecting rods; the torsion bar is perpendicular to the composite beam and has connecting rods installed at both ends, with the two connecting rods located on the same side of the torsion bar; one connecting rod is connected to the composite beam at the end away from the torsion bar, and the other connecting rod is connected to the lower bending beam at the end away from the torsion bar; the connecting rods are telescopic rods with adjustable length.

[0016] Optionally, the horizontal wheel assembly is located at the four corners of the bottom surface of the composite beam and at the bottom of the two downward curved beams; the horizontal wheel assembly includes a movable wheel, a wheel axle, and a wheel train connecting seat; the movable wheel is sleeved on the wheel axle; the wheel axle is connected to the composite beam and the downward curved beam through the wheel train connecting seat.

[0017] Secondly, this utility model provides a straddle-type monorail vehicle, including the straddle-type monorail split bogie assembly as described above. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of the straddle-type monorail split bogie assembly according to an embodiment of the present utility model;

[0019] Figure 2 for Figure 1 Another perspective view;

[0020] Figure 3 This is a schematic diagram of the structure of an embodiment of the present utility model;

[0021] Figure 4 This is a schematic diagram of the gearbox structure according to an embodiment of the present utility model;

[0022] Figure 5 This is an angle view of the two-stage suspension assembly according to an embodiment of the present invention;

[0023] Figure 6 This is another angle view of the secondary suspension assembly according to an embodiment of the present utility model;

[0024] Figure 7 This is a schematic diagram of the structure of the spring connecting seat according to an embodiment of the present utility model;

[0025] Figure 8 for Figure 7 Structural sectional view;

[0026] Figure 9 for Figure 7 Top view of the structure;

[0027] Figure 10 This is an angle view of the anti-nodding torsion bar assembly according to an embodiment of the present utility model;

[0028] Figure 11 This is another angle view of the anti-nodding torsion bar assembly according to an embodiment of the present utility model;

[0029] Figure 12 This is a schematic diagram of the torsion bar structure in the anti-nodding torsion bar assembly according to an embodiment of the present invention;

[0030] Figure 13 This is a schematic diagram of the walking wheel assembly according to an embodiment of the present utility model;

[0031] Explanation of reference numerals in the attached figures:

[0032] 100. Running wheel assembly; 200. Frame; 210. Composite beam; 211. High side beam; 212. Traction beam; 213. Low side beam; 214. End beam; 220. Lower bending beam; 300. Anti-nodding torsion bar assembly; 310. Torsion bar; 311. Torsion arm; 312. Torsion bar seat; 313. Dust cover; 314. Rubber sleeve; 315. Torsion bar shaft; 320. Connecting rod; 400. Secondary suspension assembly; 401. Spring connecting seat; 4011. Air spring seat plate; 4012. Body connecting seat; 4013. Air spring air intake cap; 4014. Air spring air supply port; 4015. Vertical 402. Rib; 403. Air spring; 404. Lateral shock absorber; 405. Vertical shock absorber; 406. Lateral buffer; 407. Height adjustment pad; 408. Height valve stem; 500. Traction rod assembly; 600. Horizontal wheel assembly; 610. Wheel axle; 620. Transfer wheel; 700. Drive assembly; 710. Drive motor; 711. Braking unit; 712. Gearbox; 713. Motor mounting base; 714. Gearbox mounting base; 715. Clamp mounting hole; 716. Housing; 717. Large gear shaft; 718. Travel wheel mounting axle box; 719. Drive half shaft. Detailed Implementation

[0033] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Although some embodiments of this utility model are shown in the drawings, it should be understood that this utility model can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this utility model. It should be understood that the drawings and embodiments of this utility model are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.

[0034] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0035] It should be noted that the terms "one" and "multiple" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0036] Please combine Figure 1-12 This utility model discloses a straddle-type monorail split bogie assembly, including a frame 200, a drive assembly 700, a running wheel assembly 100, a secondary suspension assembly 400, an anti-diving torsion bar assembly 300, and a horizontal wheel assembly 600; the drive assembly 700, the anti-diving torsion bar assembly 300, the secondary suspension assembly 400, and the horizontal wheel assembly 600 are all connected to the frame 200; the drive assembly 700 includes a motor mounting base 713, a drive motor 710, a braking unit 711, and a gear. Wheel box mounting base 714 and gearbox 712; motor mounting base 713 and gearbox mounting base 714 are spaced apart on the high side beam 211 of the frame 200; drive motor 710 is mounted on motor mounting base 713; gearbox 712 is mounted on gearbox mounting base 714; the output shaft of drive motor 710 is connected to the input shaft of gearbox 712; braking unit 711 is disposed between drive motor 710 and gearbox 712; running wheel assembly 100 is connected to the output end of gearbox 712.

[0037] The frame 200 refers to the support structure that bears the various functional components. Specifically, it can be formed by welding a composite beam 210 and a lower curved beam 220, such as a rectangular frame structure, providing a stable mounting foundation for the drive assembly 700. The motor mounting base 713 and gearbox mounting base 714 in the drive assembly 700 are spaced apart, blocking the direct transmission path of motor vibration to the gearbox 712. The drive motor 710 is the power source that converts electrical energy into mechanical energy. It can be implemented using an asynchronous motor or a permanent magnet synchronous motor. Its output shaft is connected to the input shaft of the gearbox 712 via a spline or coupling to transmit torque. The braking unit 711 is the actuator that realizes vehicle deceleration or braking. The braking unit 711 is located between the motor and the gearbox 712, shortening the connection distance between the brake disc and the input shaft of the gearbox 712. For example, by directly mounting the brake disc on the input shaft, it reduces the bending moment caused by the cantilever structure. The running wheel assembly 100 is connected to the output end of the gearbox 712. For example, the running wheel mounting axle box 718 is used to cooperate with the transmission half shaft 719 to achieve the separation of power transmission and load bearing.

[0038] Specifically, the drive motor 710 transmits power to the input shaft of the gearbox 712 via its output shaft. The gearbox 712 then transmits torque to the running wheel assembly 100 after reducing speed through its internal gear pair. The braking unit 711 forms a braking surface between the motor and the gearbox 712, and the braking torque generated when the brake caliper acts on the brake disc is directly transmitted to the input shaft of the gearbox 712. The spaced arrangement of the motor mounting base 713 and the gearbox mounting base 714 forms a vibration isolation zone, blocking the transmission of high-frequency vibrations from the motor to the gearbox 712. The connection between the gearbox 712 and the running wheel assembly 100 uses a flange fit, allowing for slight displacement between the drive half-shaft 719 and the running wheel mounting axle box 718, thus mitigating impact loads caused by uneven track surfaces. This embodiment isolates the drive motor 710 and gearbox 712 through a split mounting structure, effectively reducing the vibration interaction between the motor and gearbox 712 and minimizing the risk of pitting on the gear teeth and cracking of the motor insulation layer. Simultaneously, the split mounting structure forms an independent heat dissipation channel, accelerating heat dissipation from the motor and gearbox 712 and preventing lubrication failure due to high temperatures. The intermediate arrangement of the braking unit 711 improves braking response speed while reducing the additional bending moment of the transmission shaft system.

[0039] In some implementation methods, please refer to Figure 3-4 The motor mounting base 713 can be fixed in the arc-shaped groove of the high side beam 211 of the frame 200 by welding or bolting. Its function is to form a stable connection between the drive motor 710 and the frame 200, preventing vibration from being directly transmitted to the gearbox 712 through a rigid connection. The gearbox mounting base 714 can be formed by casting or forging and then welded to the inner wall of the side beam of the frame 200. Its function is to provide an independent installation space for the gearbox 712 and block the path of motor vibration to the gearbox 712. The motor mounting base 713 and the gearbox mounting base 714 are arranged at intervals on the side beam of the frame 200, and a receiving groove is formed on the upper surface of the side beam of the frame 200. The receiving groove is a cavity structure formed by the upper surface of the side beam, the motor mounting base 713, and the gearbox mounting base 714. Specifically, different sizes of grooves can be formed by adjusting the spacing of the mounting bases. Its function is to provide a centralized installation area for the braking unit 711 and reduce the interference of the external environment on the braking components.

[0040] Optionally, please combine Figure 3 The braking unit 711 includes a brake caliper and a brake disc; the brake disc is located between the drive motor 710 and the gearbox 712 and is mounted on the input shaft; the gearbox mounting base 714 has a caliper mounting hole 715; the brake caliper is mounted in the caliper mounting hole 715.

[0041] The brake disc is a rotating component used to generate friction braking. Specifically, it can be made of alloy steel in a disc-shaped structure and fitted into the middle of the input shaft, rotating synchronously with the input shaft through axial fixation. The brake caliper is the actuator used to clamp the brake disc and generate braking force. Specifically, it can be hydraulically driven to achieve synchronous movement of both caliper arms. Friction pads are provided on the inner side of the caliper arms to contact the two surfaces of the brake disc. The caliper mounting hole 715 is a positioning structure used to fix the brake caliper. Specifically, it can be a countersunk hole with threads machined on the side of the gearbox mounting base 714, and the brake caliper base is locked and fixed to the mounting hole by bolts.

[0042] Specifically, the brake disc is positioned in the middle section of the input shaft between the drive motor 710 and the gearbox 712. The two ends of the input shaft are connected to the output end of the drive motor 710 and the input end of the gearbox 712, respectively. Mounting holes are machined on the side of the gearbox mounting base 714, and the brake caliper is fixed to these holes with bolts. Its caliper arms are symmetrically distributed on both sides of the brake disc. When braking is required, the hydraulic system drives the friction pads of the brake caliper to clamp the rotating brake disc, reducing the input shaft speed through frictional torque, thereby controlling the movement of the running wheel assembly 100. This application positions the brake disc in the middle of the input shaft, bringing the braking torque application point close to the gearbox 712 support point, effectively reducing the bending moment load caused by the cantilever effect. Simultaneously, the brake caliper is directly fixed to the gearbox mounting base 714, preventing vibration from being transmitted to the motor housing and cutting off the vibration path between the drive motor 710 and the gearbox 712. The impact load generated during braking can be directly transferred to the frame 200 through the gearbox mounting base 714, avoiding the drive motor 710 from bearing additional bending moment, thereby reducing the wear rate of the motor bearings. At the same time, the brake disc is arranged in the middle area of ​​the input shaft, so that the space between the gearbox 712 and the drive motor 710 forms a heat dissipation channel. The heat generated during braking can be quickly dissipated through air convection, avoiding the accumulation of heat in the confined space, which could lead to overheating and failure of components.

[0043] Optionally, please combine Figure 4 The gearbox 712 includes a housing 716, a large gear shaft 717, a transmission half shaft 719, and a wheel mounting axle box 718. The large gear shaft 717 is mounted inside the housing 716 by bearings, and one end extends outside the housing 716 to connect with the brake disc. One end of the transmission half shaft 719 is engaged with the inner hole of the large gear shaft 717 by a spline, and the other end extends outside the housing 716 to connect with a connecting flange. The wheel mounting axle box 718 is rotatably sleeved outside the housing 716 by bearings, and one end is fixedly connected to the connecting flange. The wheel assembly 100 is sleeved outside the wheel mounting axle box 718.

[0044] The large gear shaft 717 is a shaft component that bears the torque of gear transmission. It can be made of alloy steel forging followed by carburizing and quenching. It is mounted within the housing 716 via bearings to form a rotating support structure, integrating power transmission and braking functions when connected to the brake disc. The transmission half-shaft 719 is a separate shaft component that transmits power. It can be axially positioned and transmit torque with the large gear shaft 717 via a spline fit. The connecting flange facilitates a detachable connection with the wheel mounting axle box 718. The wheel mounting axle box 718 is a support housing that supports the wheels. It can be cast from ductile iron and is mounted outside the housing 716 via bearings to form an independent rotating structure, preventing vibrations inside the gearbox 712 from being directly transmitted to the wheels.

[0045] Specifically, the large gear shaft 717 is supported within the housing 716 by bearings, with one end extending outside the housing 716 and fixedly connected to the brake disc. The transmission half-shaft 719 transmits power by inserting a spline into the inner hole of the large gear shaft 717, and the other end is fixed to the wheel mounting axle box 718 via a connecting flange. The wheel mounting axle box 718 is mounted outside the housing 716 by bearings, forming an independent rotating body, with the wheel assembly 100 fitted onto its exterior. When the drive motor 710 drives the large gear shaft 717 to rotate, power is sequentially transmitted through the spline to the transmission half-shaft 719, and then through the connecting flange to drive the wheel mounting axle box 718 and the wheels. During this process, the vibration generated by the gear meshing inside the gearbox 712 is isolated by the bearings between the housing 716 and the large gear shaft 717, and the independent rotating structure of the wheel mounting axle box 718 further blocks the transmission path of vibration to the wheels. This embodiment decouples the internal transmission chain of the gearbox 712 from the running wheel support structure by setting a split transmission half-shaft 719 and a running wheel mounting axle box 718. This allows gear meshing vibrations to be absorbed and attenuated by the housing 716 before being transmitted to the running wheel. Simultaneously, the independent rotating structure of the running wheel mounting axle box 718 prevents heat from the gearbox 712 from being directly conducted to the running wheel axle 610 bearing. This effectively reduces the intensity of vibration transmission from the gearbox 712 to the running wheel assembly 100, decreasing the probability of pitting on the gear teeth and abnormal wear on the running wheel axle 610 bearing. Furthermore, the split structure increases the heat dissipation space between the gearbox 712 and the running wheel, preventing lubrication failure caused by heat accumulation.

[0046] Optionally, the frame 200 includes a composite beam 210 and a lower curved beam 220; the composite beam 210 is integrally cast and has a rectangular structure, with its four side beams being a high side beam 211, a traction beam 212, a low side beam 213, and an end beam 214; the two lower curved beams 220 are respectively welded to the underside of the high side beam 211 and the low side beam 213 by circumferential welds.

[0047] Among them, the composite beam 210 refers to the main frame structure that supports the various components of the bogie. Specifically, it can be made of high-strength alloy material and formed in one piece through casting process, thereby improving the overall structural strength and reducing welding stress concentration. The lower curved beam 220 refers to the arc-shaped support component located below the composite beam 210. Specifically, it can be formed in one piece through casting process and then welded to the composite beam 210. It is used to distribute the vertical load transmitted by the running wheels and enhance the torsional stiffness of the frame 200.

[0048] Specifically, the composite beam 210 forms a closed load-bearing frame through a rectangular structure. The high side beam 211 and the low side beam 213 create a height difference to accommodate the installation space of the drive assembly 700 and the running wheels. The lower curved beam 220 forms a symmetrically distributed arc-shaped support structure below the high side beam 211 and the low side beam 213. During welding, a circumferential weld process is used to create a continuous, sealed weld at the connection interface; for example, the weld width is controlled within a range of - millimeters. The composite beam 210 and the lower curved beam 220 form a composite load-bearing system. The longitudinal impact force generated by the drive assembly 700 is transmitted to the traction beam 212 through the high side beam 211, and the vertical load generated by the running wheels is transmitted to the lower curved beam 220 through the low side beam 213, thereby achieving a distributed load transmission path. In this embodiment, the integrally cast composite beam 210 reduces the number of transverse welds. Simultaneously, the circumferential weld connection method of the lower curved beam 220 improves the fatigue strength of the connection area compared to intermittent welds; for example, the risk of weld cracking is reduced by approximately [percentage missing] when subjected to long-term alternating loads. This embodiment effectively solves the problem of localized stress concentration caused by excessive welds in traditional split-type frame 200. The overall increased rigidity of the composite beam 210 ensures the positioning accuracy of the gearbox mounting seat 714, and the arc-shaped structure design of the lower curved beam 220 enhances the adaptability of the frame 200 to complex loads. When the vehicle passes through a small-radius curve, this structure can absorb part of the lateral torsional load through the elastic deformation of the lower curved beam 220, thereby reducing the wear rate at the connection between the composite beam 210 and the drive assembly 700.

[0049] In a further embodiment, the composite beam 210 is an open cavity structure without a lower cover plate, which improves casting processability and reduces the overall weight of the frame 200 without affecting structural strength. The high side beam 211 is a load-bearing component for mounting the drive motor 710, with a welding interface at its bottom for connecting to the lower curved beam 220. The low side beam 213 is a supporting component located at the bottom of the frame 200. The end beam 214 is a transverse component connecting the motor beam to the end of the low side beam 213. The modularly cast composite beam 210 significantly reduces the butt welding adjustment process during on-site assembly, controlling welding deformation at its source. When the traditional frame 200 uses a welded steel plate box structure, continuous welding operations are required on multiple planes, leading to accumulated thermal deformation and fluctuations in weld quality. This embodiment effectively solves the problems of complex processes and deformation control inherent in traditional welded frames 200 by integrally casting the composite beam 210, reducing weld seams. The closed force transmission path of the rectangular frame improves the overall torsional stiffness. The symmetrical welding layout of the lower bending beam 220 avoids stress concentration and simplifies the welding tooling positioning process. Standardized production of the casting module can also shorten the manufacturing cycle and improve the mass production efficiency of the frame 200.

[0050] Optionally, please combine Figure 5-6 The secondary suspension assembly 400 includes a spring connecting seat 401, an air spring 402, and a vertical stop seat; one end of the air spring 402 is mounted on the lower curved beam 220, and the other end is mounted on the spring connecting seat 401; a lateral shock absorber 403 is provided between the spring connecting seat 401 and the side wall of the composite beam 210; a vertical shock absorber 404 is provided between the spring connecting seat 401 and the lower curved beam 220; the vertical stop seat is located above the spring connecting seat 401, and one end is fixedly mounted on the composite beam 210, with a stop gap preset between the spring connecting seat 401 and the vertical stop seat.

[0051] The spring connecting seat 401 is a support structure used to support the air spring 402 and connect it to the vehicle body. Specifically, it can be an integrally molded part with an air spring seat plate 4011 and a vehicle body connecting seat 4012, with an internal air intake channel to meet the inflation and deflation requirements of the air spring 402. The air spring 402 is a device that uses compressed air elasticity to achieve shock absorption. Specifically, it can be a bladder or diaphragm structure, absorbing vertical vibration energy through gas compression. The vertical stop is a limiting structure that restricts excessive vertical displacement of the spring connecting seat 401. Specifically, it can be a rigid bracket welded or bolted to the composite beam 210, avoiding rigid impact through a preset gap. The lateral shock absorber 403 is a damping element that suppresses lateral vibration. Specifically, it can be a hydraulic or pneumatic damper, attenuating lateral sway by connecting the spring connecting seat 401 to the side wall of the composite beam 210. Vertical damper 404 refers to a damping element that suppresses vertical vibration. Specifically, it can adopt a structure similar to that of lateral damper 403, and attenuates vertical impact by connecting spring connecting seat 401 and lower curved beam 220. Stop clearance refers to the reserved space between vertical stop seat and spring connecting seat 401, which can be controlled within the range of - mm, to allow normal vibration stroke while preventing overload impact.

[0052] Specifically, the two ends of the air spring 402 are fixed to the air spring seat plate 4011 of the lower curved beam 220 and the spring connecting seat 401, respectively, and are connected to the vehicle air supply system through the air inlet to achieve air pressure regulation. The lateral shock absorber 403 is installed horizontally between the spring connecting seat 401 and the composite beam 210, and the vertical shock absorber 404 is installed vertically between the spring connecting seat 401 and the lower curved beam 220, forming a multi-directional shock absorption layout. The vertical stop seat is fixed to the top of the composite beam 210 by welding or bolting, and its lower end face maintains a preset gap with the vertical stop surface of the spring connecting seat 401. When the vehicle encounters severe vertical vibration, the spring connecting seat 401 moves upward until the gap closes, limiting the displacement amplitude through rigid contact. In this embodiment, by adding the vertical shock absorber 404 and the vertical stop seat, a vertical vibration graded attenuation mechanism is formed. At the same time, the lateral and vertical shock absorbers 404 work together to achieve multi-dimensional vibration isolation. It effectively suppresses the superposition effect of lateral sway and vertical impact during vehicle operation, reduces the intensity of vibration energy transmitted to the vehicle body, and prevents the air spring 402 from breaking due to overload; the preset vertical stop gap can prevent the spring connecting seat 401 from rigidly colliding with the composite beam 210 under extreme conditions, and extend the service life of the suspension system.

[0053] In some embodiments, a height adjustment pad 406 is provided between the spring connecting seat 401 and the vertical stop seat; the height adjustment pad 406 is mounted on the spring connecting seat 401 and the distance between the height adjustment pad 406 and the spring connecting seat 401 is adjustable.

[0054] Among them, the height adjustment shim 406 refers to a mechanical adjustment component used to adjust the vertical stop gap. Specifically, it can be achieved by using a set of metal shims with scale markings. The installation height can be changed by increasing or decreasing the number of shims or adjusting the thickness of the shims.

[0055] Specifically, when the air spring 402 is overcharged, the spring connecting seat 401 displaces upward, compressing the vertical stop clearance. At this time, the height adjustment pad 406, acting as a rigid limiting structure, absorbs the impact load. By adjusting the installation distance between the adjustment pad and the spring connecting seat 401, the initial setting value of the vertical stop clearance can be precisely controlled, creating a safety margin under no-load conditions and preventing excessive compression of the air spring 402 under full-load conditions. The displacement adjustment function of the adjustment pad allows the device to adapt to vehicles with different axle loads. By changing the thickness of the shim combination or adjusting the tightening position of the bolts, graded control of the clearance value can be achieved. Dynamic clearance matching is achieved through the adjustable height adjustment pad 406, ensuring the effectiveness of overcharge protection while avoiding abnormal vibrations caused by rigid contact. This ensures vertical displacement constraint while reducing the damage of impact loads to the suspension system, improving the adaptability of the device to different operating conditions.

[0056] In a further embodiment, a lateral buffer 405 is provided on the side of the spring connecting seat 401 near the side wall of the crossbeam; a buffer gap is preset between the lateral buffer 405 and the side wall of the crossbeam. The lateral buffer 405 refers to an elastic buffer component set between the spring connecting seat 401 and the side wall of the crossbeam, which can be implemented using a stop structure made of rubber material, used to absorb the impact energy generated when the vehicle moves laterally. The buffer gap refers to the reserved space between the lateral buffer 405 and the side wall of the crossbeam, which can be achieved by adjusting the installation position or adding adjustable shims, allowing the vehicle to move freely within the normal lateral displacement range, and triggering the buffering effect when the displacement exceeds the preset value. When the vehicle turns or the track is uneven, causing lateral vibration, the spring connecting seat 401 undergoes lateral displacement relative to the side wall of the crossbeam. At this time, the lateral buffer 405 does not contact the crossbeam within the buffer gap range; when the lateral displacement exceeds the preset value of the buffer gap, the lateral buffer 405 contacts the side wall of the crossbeam and undergoes elastic deformation, consuming the impact energy through the damping characteristics of the material itself, thereby limiting the excessive lateral displacement of the spring connecting seat 401. This effectively solves the problem of insufficient protection for the air spring 402 under lateral overcompression conditions. Through the synergistic effect of the lateral damper 405 and the buffer gap, elastic buffering is provided when the vehicle's lateral displacement exceeds the limit, preventing the air spring 402 from leaking or rupturing due to lateral impact, while also reducing the impact of bogie lateral vibration on vehicle stability. Alternatively, a stop plate can be installed on the side of the spring connecting seat 401 near the crossbeam sidewall; when the lateral damper 405 is not in contact with the crossbeam sidewall, the distance between the stop plate and the crossbeam sidewall is greater than the distance between the lateral damper 405 and the crossbeam sidewall. The stop plate is a rigid limiting structure installed on the side of the spring connecting seat 401, which can be implemented using welded or bolted steel plates, used to provide mechanical limiting protection when the lateral damper 405 fails. The distance between the stop plate and the crossbeam sidewall must be set to ensure that when the lateral damper 405 loses its buffering function due to excessive compression, the stop plate can preferentially contact the crossbeam sidewall to form a rigid limit.

[0057] It should be noted that the secondary suspension system may also include a height valve stem 407; one end of the height valve stem 407 is connected to the lower curved beam 220, and the other end is connected to the vehicle body; the height valve stem 407 is used to detect the distance between the vehicle body and the bogie.

[0058] The height valve stem 407 is a rigid member connecting the side beam and the vehicle body, measuring the distance between them in real time. Specifically, it can be implemented using a telescopic link 320 structure with a built-in displacement sensor, transmitting distance change data via mechanical transmission or electrical signals. The distance between the vehicle body and the bogie refers to the vertical relative displacement caused by load changes or track impacts during vehicle operation. This displacement can be converted into a linear displacement signal by the extension or retraction of the height valve stem 407, and then fed back to the suspension system control unit.

[0059] Specifically, when the vehicle body and bogie undergo vertical displacement, the extension and retraction of the height valve stem 407 changes synchronously. The displacement signal is collected in real time and transmitted to the air spring 402 inflation / deflation control module. The control module adjusts the internal pressure of the air spring 402 according to a preset threshold. For example, when the vehicle body descends, gas is added to maintain the support height, and gas is discharged when the vehicle body rises to avoid overcharging. During this process, the height valve stem 407, as the actuator for displacement detection, directly participates in the closed-loop control of the suspension system. This embodiment can dynamically monitor changes in the distance between the vehicle body and bogie and trigger the air spring 402 pressure adjustment, effectively preventing the air spring 402 from sealing failure or structural damage due to overcharging, while reducing the frequency of manual intervention and improving the autonomous adjustment capability and operational reliability of the suspension system.

[0060] Optionally, please combine Figure 7-9 The spring connecting seat 401 includes an air spring seat plate 4011 and a vehicle body connecting seat 4012. The air spring seat plate 4011 has a circular outline and an air inlet that communicates with the air spring 402. The vehicle body connecting seat 4012 is mounted on the air spring seat plate 4011 and has an air spring air inlet cap 4013 that communicates with the air inlet. An air spring air supply hole 4014 that communicates with the air spring air inlet cap 4013 is provided on one side of the vehicle body connecting seat 4012. The air spring seat plate 4011 and the vehicle body connecting seat 4012 are integrally formed parts.

[0061] The air spring seat plate 4011 is a base structure used to support the air spring 402 and form a gas passage. Its circular outline facilitates the even distribution of the load on the air spring 402. The air inlet connects an external air source to the interior of the air spring 402. The vehicle body connecting seat 4012 is an installation structure used to fix the vehicle body and transfer loads. The air spring air inlet cap 4013 serves as the inlet to the gas passage, and the air spring air supply hole 4014 connects to an external air supply pipe. The integrated molding means that the air spring seat plate 4011 and the vehicle body connecting seat 4012 are formed as a single structure through casting or forging processes. Specifically, it can be integrally cast from aluminum alloy, eliminating assembly gaps that may occur with separate connections.

[0062] Specifically, the air spring 402 receives gas from the vehicle body connecting seat 4012 through the air inlet of the air spring seat plate 4011. The gas flows sequentially through the air spring inlet cap 4013 and the air spring supply hole 4014 into the internal cavity of the air spring 402. The integrated design of the air spring seat plate 4011 and the vehicle body connecting seat 4012 eliminates the assembly interface inside the gas channel, avoiding the risk of gas leakage. When bearing the load of the vehicle body, the circular air spring seat plate 4011 provides a more uniform stress distribution, reducing the impact of local deformation on the sealing performance of the air spring 402. This embodiment eliminates the assembly surface through an integrated molding process, and the circular air spring seat plate 4011 optimizes the stress distribution on the bearing surface. This effectively solves the gas leakage problem caused by assembly gaps and local deformation in the split spring connecting seat 401, while simplifying the air supply channel structure, reducing pressure loss during gas delivery, and improving the response speed and sealing reliability of the air spring 402.

[0063] Optionally, the spring connecting seat 401 further includes two spaced vertical ribs 4015; the two vertical ribs 4015 are vertically installed on the air spring seat plate 4011, and one end is vertically connected to the side wall of the vehicle body connecting seat 4012 away from the air spring air supply hole 4014; the upper surface of the end of the two vertical ribs 4015 away from the vehicle body connecting seat 4012 is parallel to the air spring 402 seat plate and forms a vertical stop surface; the vertical stop surface corresponds to the vertical stop seat.

[0064] Among them, the vertical rib 4015 refers to the strip-shaped reinforcing structure vertically installed on the spring seat plate 4011. It can be made by integral casting and is used to enhance the overall rigidity of the spring connecting seat 401 and distribute the vertical load. The vertical stop surface refers to the planar structure formed by the upper surface of the vertical rib 4015. It can be formed into a flat contact surface by machining or casting process and is used to cooperate with the vertical stop seat to limit the vertical displacement of the spring connecting seat 401.

[0065] Specifically, when the air spring 402 is subjected to a vertical load, the vertical rib 4015, through its vertical arrangement, transfers the load to the side wall of the vehicle body connecting seat 4012, preventing local deformation of the air spring seat plate 4011 due to concentrated stress. The gap between the vertical stop surface and the vertical stop seat allows the spring connecting seat 401 to generate a preset range of vertical displacement under normal operating conditions. When the displacement exceeds a threshold, the vertical stop surface and the vertical stop seat contact to form a rigid limit, preventing further displacement. The strengthening effect of the vertical rib 4015 enhances structural rigidity, while the cooperation between the vertical stop surface and the vertical stop seat achieves precise displacement control, avoiding component interference or wear caused by excessive displacement. This effectively suppresses the deformation risk of the spring connecting seat 401 under vertical vibration, extends the service life of the air spring 402 and the connecting structure, and prevents mechanical failures caused by excessive displacement through the rigid limiting mechanism.

[0066] Optionally, please combine Figure 10-12 The anti-nodding torsion bar assembly 300 includes a torsion bar 310 and a pair of connecting rods 320; the torsion bar 310 is perpendicular to the composite beam 210, and connecting rods 320 are installed at both ends, with the two connecting rods 320 located on the same side of the torsion bar 310; one end of one connecting rod 320 away from the torsion bar 310 is connected to the composite beam 210, and the other end of the connecting rod 320 away from the torsion bar 310 is connected to the lower bending beam 220; the connecting rods 320 are telescopic rods with adjustable length.

[0067] The torsion bar 310 is a rod-shaped component used to transmit torque. It can be made of alloy steel and has high torsional stiffness, effectively suppressing the bogie's nose-diving motion during braking or acceleration. The connecting rod 320 is a force-transmitting component connecting the torsion bar 310 and the frame 200. It can employ a hinged connection structure, allowing adjustment of the connecting rod 320's length to change the transmission path of the anti-nose torque, adapting to stiffness requirements under different load conditions. The telescopic rod is an adjustable-length member, typically using a threaded sleeve with a locking nut structure to achieve fine-tuning of the connecting rod 320's length, facilitating compensation for assembly errors between the frame 200 and the lower curved beam 220 during installation.

[0068] Specifically, the anti-dive torsion bar assembly 300 forms a spatial couple structure through the torsion bar 310 and connecting rod 320. When the vehicle brakes or accelerates, a relative displacement tendency occurs between the lower curved beam 220 and the composite beam 210. At this time, the torsion bar 310 undergoes torsional deformation, while the two connecting rods 320 bear tensile and compressive loads respectively, forming a counter-torque to counteract the dipping torque. The telescopic bar structure allows for adjustment of the length of the connecting rod 320 during assembly, ensuring accurate application of the preload of the torsion bar 310, and compensating for installation position deviations caused by manufacturing errors. In this embodiment, the anti-dive torsion bar assembly 300 effectively suppresses the dipping phenomenon of the bogie during braking or acceleration, improving vehicle running stability; the adjustable length design of the connecting rod 320 reduces assembly precision requirements, improves component interchangeability and maintenance convenience; and the spatial couple structure disperses the load, reducing stress concentration in individual components and extending the service life of the assembly.

[0069] In one embodiment, the torsion bar 310 includes a torsion bar seat 312 and a torsion bar shaft 315; torsion arms 311 are installed at both ends of the torsion bar shaft 315; the torsion arms 311 are connected to the connecting rod 320; and the torsion bar seat 312 is sleeved on the outside of the torsion bar shaft 315.

[0070] The torsion bar seat 312 is a support component sleeved on the outside of the torsion bar shaft 315, which can be implemented using a split casting structure. Its function is to provide radial constraint and distribute the load for the torsion bar shaft 315. The torsion bar shaft 315 is a rod-shaped component that transmits torsional torque. It can be manufactured from alloy steel through heat treatment. Its function is to generate a reverse constraint torque through its own elastic deformation. The torsion arm 311 is a force transmission component installed at both ends of the torsion bar shaft 315. It can be forged and welded or bolted to the ends of the torsion bar shaft 315. Its function is to convert the torsional torque of the torsion bar shaft 315 into a linear force of the connecting rod 320.

[0071] Specifically, the two ends of the torsion bar shaft 315 are rigidly connected to the connecting rod 320 via torsion arms 311. When the car body and bogie undergo vertical relative displacement, the tension or pressure of the connecting rod 320 drives the torsion arms 311 to rotate around the axis of the torsion bar shaft 315, causing the torsion bar shaft 315 to undergo elastic torsional deformation. The torsion bar seat 312 is assembled with the torsion bar shaft 315 using a clearance fit, providing radial support while allowing the torsion bar shaft 315 to rotate freely. The inner surface of the torsion bar seat 312 can be coated with a lubricating coating to reduce frictional resistance, and the surface of the torsion bar shaft 315 can be treated with rust prevention to improve durability.

[0072] Optionally, the torsion arm 311 and the connecting rod 320 are connected by a rubber joint or a ball joint.

[0073] Rubber joints refer to flexible connecting components made of elastic materials, specifically using a composite structure of vulcanized rubber and metal inserts. The internal rubber layer absorbs vibration energy through elastic deformation and allows for deflection at a certain angle. Ball joints refer to movable connecting structures with a spherical contact surface, specifically using a hinged component with a ball joint and a socket. The ball joint can rotate in multiple directions within the socket to compensate for displacement deviations.

[0074] Optionally, a dust cover 313 is provided on the surface of the torsion bar shaft 315 outside the torsion bar seat 312. A rubber sleeve 314 is provided between the torsion bar seat 312 and the torsion bar shaft 315.

[0075] Optionally, please combine Figure 1-13 The horizontal wheel assembly 600 is located at the four corners of the bottom surface of the composite beam 210 and at the bottom of the two lower curved beams 220. The horizontal wheel assembly 600 includes a movable wheel 620, a wheel axle 610 and a wheel system connecting seat. The movable wheel 620 is sleeved on the wheel axle 610. The wheel axle 610 is connected to the composite beam 210 and the lower curved beam 220 through the wheel system connecting seat.

[0076] The moving wheel 620 is a load-bearing component that rolls along the side of the track beam to provide lateral guidance for the vehicle. It can be implemented using pneumatic rubber tires or solid polyurethane tires, with a tread designed as a flat surface or with guide grooves to enhance lateral restraint. The axle 610 is a metal shaft that supports the rotation of the moving wheel 620. It can be made of alloy steel forgings through a heat treatment process, with both ends connected to the wheel train connecting seat via tapered roller bearings to form a rotating pair. The wheel train connecting seat is the mounting base that supports the axle 610 and connects to the vehicle body. It can be a welded box-type structure or a cast frame structure, with internal lubrication channels to extend bearing life. The four corners of the bottom surface of the composite beam 210 and the bottom of the lower curved beam 220 are key areas in the bogie frame 200 that bear lateral loads. The horizontal wheels arranged at the four corners of the bottom surface of the composite beam 210 provide primary directional support, while the horizontal wheels arranged at the bottom of the lower curved beam 220 provide auxiliary support.

[0077] Specifically, four sets of movable wheels 620 are respectively arranged at the four corners of the bottom surface of the composite beam 210, and two sets of movable wheels 620 are symmetrically installed at the bottom of the lower curved beam 220. The wheel system connecting seat is fixed to the preset mounting surface of the composite beam 210 and the lower curved beam 220 respectively by high-strength bolts, and the wheel axle 610 passes through the bearing seat hole of the wheel system connecting seat and is fixed by the lock nut. The contact pressure between the movable wheel 620 and the side of the track beam is transmitted to the wheel system connecting seat through the wheel axle 610, and is ultimately borne by the composite beam 210 and the lower curved beam 220. This layout makes the load distribution of the horizontal wheel assembly 600 more uniform, avoiding local stress concentration that would lead to accelerated wear of the track beam. In this embodiment, by placing the horizontal wheel assembly 600 at the four corners of the composite beam 210 and the bottom of the lower curved beam 220, a multi-point supported load transmission path is formed, effectively reducing the load on a single horizontal wheel. The split wheel system connecting seat design facilitates the individual disassembly and replacement of damaged parts, reducing maintenance time compared to an integral installation structure. The main guide wheel system arranged at the four corners of the composite beam 210 and the auxiliary support wheel system of the lower bending beam 220 work together to significantly improve the lateral stability of the vehicle when passing through curves. The split wheel system connection structure allows for maintenance of the horizontal wheel assembly 600 without disassembling the entire bogie frame 200, greatly reducing operation and maintenance costs.

[0078] Optionally, a traction rod assembly 500 is connected to the traction beam 212. The traction rod assembly 500 is used to transmit traction and braking forces between the car body and the bogie. Rubber nodes are used at both ends of the traction rod to provide a buffer for the traction and braking of the vehicle.

[0079] This utility model provides a straddle-type monorail vehicle, including the straddle-type monorail split bogie assembly as described above.

[0080] The advantages of the straddle-type monorail vehicle in this embodiment compared to the prior art are the same as those of the straddle-type monorail split bogie assembly described above, and will not be repeated here.

[0081] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.

Claims

1. A straddle-type monorail split bogie assembly, characterized in that, The system includes a frame (200), a drive assembly (700), a running wheel assembly (100), a secondary suspension assembly (400), an anti-diving torsion bar assembly (300), and a horizontal wheel assembly (600); the drive assembly (700), the anti-diving torsion bar assembly (300), the secondary suspension assembly (400), and the horizontal wheel assembly (600) are all connected to the frame (200); the drive assembly (700) includes a motor mounting base (713), a drive motor (710), a braking unit (711), a gearbox mounting base (714), and a gearbox (712); the motor... Mounting base (713) and gearbox mounting base (714) are spaced apart on the high side beam (211) of the frame (200); the drive motor (710) is mounted on the motor mounting base (713); the gearbox (712) is mounted on the gearbox mounting base (714); the output shaft of the drive motor (710) is connected to the input shaft of the gearbox (712); the braking unit (711) is located between the drive motor (710) and the gearbox (712); the running wheel assembly (100) is connected to the output end of the gearbox (712).

2. The straddle-type monorail split bogie assembly according to claim 1, characterized in that, The braking unit (711) includes a brake caliper and a brake disc; the brake disc is located between the drive motor (710) and the gearbox (712) and is mounted on the input shaft; the gearbox mounting base (714) has a caliper mounting hole (715); the brake caliper is mounted in the caliper mounting hole (715).

3. The straddle-type monorail split bogie assembly according to claim 2, characterized in that, The gearbox (712) includes a housing (716), a large gear shaft (717), a transmission half shaft (719), and a wheel mounting axle box (718). The large gear shaft (717) is mounted inside the housing (716) by bearings, and one end extends outside the housing (716) to connect with the brake disc. One end of the transmission half shaft (719) is engaged with the inner hole of the large gear shaft (717) by a spline, and the other end extends outside the housing (716) to connect with a connecting flange. The wheel mounting axle box (718) is rotatably sleeved outside the housing (716) by bearings, and one end is fixedly connected to the connecting flange. The wheel assembly (100) is sleeved outside the wheel mounting axle box (718).

4. The straddle-type monorail split bogie assembly according to claim 1, characterized in that, The frame (200) includes a composite beam (210) and a lower curved beam (220); the composite beam (210) is integrally cast and has a rectangular structure, with its four side beams being the high side beam (211), the traction beam (212), the low side beam (213), and the end beam (214); the two lower curved beams (220) are respectively welded to the underside of the high side beam (211) and the low side beam (213) by circumferential welds.

5. The straddle-type monorail split bogie assembly according to claim 4, characterized in that, The secondary suspension assembly (400) includes a spring connecting seat (401), an air spring (402), and a vertical stop seat; one end of the air spring (402) is installed on the lower curved beam (220), and the other end is installed on the spring connecting seat (401); a lateral shock absorber (403) is provided between the spring connecting seat (401) and the side wall of the composite beam (210); a vertical shock absorber (404) is provided between the spring connecting seat (401) and the lower curved beam (220); the vertical stop seat is located above the spring connecting seat (401), and one end is fixedly installed on the composite beam (210), and a stop gap is preset between the spring connecting seat (401) and the vertical stop seat.

6. The straddle-type monorail split bogie assembly according to claim 5, characterized in that, The spring connecting seat (401) includes an air spring seat plate (4011) and a vehicle body connecting seat (4012); the air spring seat plate (4011) has a circular outline and an air inlet communicating with the air spring (402); the vehicle body connecting seat (4012) is mounted on the air spring seat plate (4011), and the vehicle body connecting seat (4012) has an air spring air inlet cap (4013) communicating with the air inlet; an air spring air supply hole (4014) communicating with the air spring air inlet cap (4013) is provided on one side of the vehicle body connecting seat (4012); the air spring seat plate (4011) and the vehicle body connecting seat (4012) are integrally formed parts.

7. The straddle-type monorail split bogie assembly according to claim 6, characterized in that, The spring connecting seat (401) further includes two spaced vertical ribs (4015); the two vertical ribs (4015) are vertically installed on the air spring seat plate (4011), and one end is vertically connected to the side wall of the vehicle body connecting seat (4012) away from the air spring air supply hole (4014); the upper surface of the two vertical ribs (4015) away from the vehicle body connecting seat (4012) is parallel to the air spring (402) seat plate and forms a vertical stop surface; the vertical stop surface corresponds to the vertical stop seat.

8. The straddle-type monorail split bogie assembly according to claim 4, characterized in that, The anti-nodding torsion bar assembly (300) includes a torsion bar (310) and a pair of connecting rods (320); the torsion bar (310) is perpendicular to the composite beam (210), and the connecting rods (320) are installed at both ends, with the two connecting rods (320) located on the same side of the torsion bar (310); one end of the connecting rod (320) away from the torsion bar (310) is connected to the composite beam (210), and the other end of the connecting rod (320) away from the torsion bar (310) is connected to the lower bending beam (220); the connecting rod (320) is an adjustable telescopic rod.

9. The straddle-type monorail split bogie assembly according to claim 4, characterized in that, The horizontal wheel assembly (600) is disposed at the four corners of the bottom surface of the composite beam (210) and at the bottom of the two lower curved beams (220); the horizontal wheel assembly (600) includes a movable wheel (620), a wheel axle (610) and a wheel train connecting seat; the movable wheel (620) is sleeved on the wheel axle (610); the wheel axle (610) is connected to the composite beam (210) and the lower curved beam (220) through the wheel train connecting seat.

10. A straddle-type monorail vehicle, characterized in that, Including the straddle-type monorail split bogie assembly as described in any one of claims 1 to 9.

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