Integrated laminated spring and bogie suspension damping system for a railway vehicle

Abstract

The application provides a kind of integrated laminated spring and railway vehicle bogie suspension damping system, and lightens and intelligently designs the railway vehicle bogie suspension damping system. The laminated spring, motor node, center pin sleeve, rotating arm node, liquid rubber node, traction node, motor stop, lateral buffer, small amplitude tilting system and leaf spring are designed. Through structural optimization and new structure integration design, redundancy is removed, the number of parts is reduced, and the overall weight of the parts is reduced. Through lightweight design of the material, the weight of these parts is reduced under the premise of ensuring the structural performance. Through system function integration, multiple parts with different functions are integrated into a single overall system component to achieve weight reduction. The volume of the liquid in the liquid cavity of the liquid rubber composite node is actively controlled, and the height difference of the air spring on both sides of the vehicle body is actively controlled to improve the response speed of the bogie components and meet the requirements of higher speed grade railway vehicles.

Description

Technical Field

[0001] This invention relates to the field of vibration reduction technology for railway vehicle bogie suspension, and more specifically, to an integrated laminated spring and a vibration reduction system for railway vehicle bogie suspension. Background Technology

[0002] The increasing speed and widespread adoption of rail transit raises the question of how to improve train performance to meet the demands of modern rail transportation. Lightweighting is a crucial method for improving car body performance, thereby increasing rail vehicle speed and saving energy. Specifically, lightweighting offers the following advantages in rail transit: 1. Reduced running resistance, saving traction and braking energy, allowing the engine output to generate higher acceleration; 2. Reduced track wear, deformation, and impact, lowering track maintenance costs; 3. Reduced car body vibration, improving operational stability and passenger comfort, enhancing braking performance, and increasing safety. Lightweighting can meet the energy-saving, comfort, and safety requirements of higher-speed rail vehicles.

[0003] The bogie suspension damping system of a rail vehicle includes laminated springs, motor joints, motor stops, lateral dampers, swing arm joints, liquid rubber composite joints, center pin sleeves, traction joints, and small-amplitude sway bars. When the bogie is an internally supported bogie, leaf springs are also included. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide an integrated laminated spring and a rail vehicle bogie suspension vibration reduction system including the integrated laminated spring, and to make lightweight and intelligent improvements to components such as the laminated spring in the bogie suspension vibration reduction system, so that the bogie can meet the requirements of high speed and universality of modern rail transit.

[0005] An integrated laminated spring includes a rubber pad and a stop. The rubber pad includes a rubber pad rubber, a rubber pad base plate, and a rubber pad top plate. The stop includes a stop base, a stop rubber, and a stop top plate. The key feature is that the rubber pad top plate and the stop base are an integrated structure, achieving a lightweight design for the laminated spring. The rubber pad top plate and the stop base are integrally bonded to the rubber pad base plate via vulcanization, and the rubber pad top plate and the stop base are integrally bonded to the stop rubber via vulcanization. Thus, the rubber pad base plate, rubber pad top plate, stop base, and stop top plate can be integrally formed through injection vulcanization.

[0006] Furthermore, the rubber pad top plate and the stop base are provided with rubber flow channels to connect the rubber pad rubber and the stop rubber, and the rubber pad rubber and the stop rubber use the same rubber material.

[0007] Furthermore, the thickness of the stop rubber profile is increased to match the strength of the stop and the rubber pad, so that the stop rubber part and the rubber pad rubber use the same rubber material.

[0008] Furthermore, the metal components of the laminated spring are made of lighter materials; the parts that play an auxiliary role under larger or ultimate loads are made of polymer materials, while the other metal parts are made of low-density, high-strength alloy materials; the overall strength of the materials used for the stop base and the rubber pad top plate is greater than the strength of the materials used for the rubber pad bottom plate; drainage holes are provided on the boss for drainage.

[0009] The present invention also provides a rail vehicle bogie suspension vibration reduction system including the above-described integrated laminated spring, and further includes a swing arm node, which includes an outer sleeve, an inner sleeve, a spindle, and rubber between the inner sleeve and the spindle. The spindle and the inner sleeve are an integrated structure, and the spindle and the inner sleeve are generally thin at both ends and thick in the middle. The volume of the integrated spindle and the inner sleeve is smaller than the volume of the separate spindle and the inner sleeve, thereby achieving the lightweighting of the swing arm node.

[0010] Furthermore, it also includes a liquid rubber composite node, which divides the node mounting ring at the end of the swing arm into two node mounting semicircles, and the liquid rubber composite node is placed between the two node mounting semicircles; the liquid rubber composite node includes a mandrel and an outer sleeve located on the outer periphery of the mandrel, as well as rubber vulcanized between the mandrel and the outer sleeve. A flow channel and a liquid injection hole connected to the flow channel are provided inside the mandrel; multiple openings are opened on the circumferential surface of the outer sleeve. After vulcanization, the rubber is wrapped in the multiple openings to form multiple independent grooves. The groove openings can be sealed by the node mounting ring of the swing arm to form liquid cavities, and the liquid cavities are connected to each other through the flow channel.

[0011] Furthermore, it also includes motor nodes, motor stops, lateral dampers, center pin sleeves, traction nodes, and leaf springs, with the metal parts of each component made of lighter materials; the parts that play an auxiliary role under larger or ultimate loads are made of polymer materials, while the other metal parts are made of low-density, high-strength alloy materials.

[0012] Furthermore, the low-density, high-strength alloy material is either an aluminum alloy or a titanium alloy.

[0013] Furthermore, the center pin sleeve and traction node both include an outer sleeve, a spindle, and rubber between the outer sleeve and the spindle. Since the outer sleeve and spindle are replaced with lighter materials, the outer sleeve is prone to deformation during pressing, and its ellipticity is increased compared with existing products. In order to reduce the ellipticity of the bogie suspension damping system components, the rubber of the center pin sleeve and traction node is symmetrically and uniformly distributed in the air.

[0014] Furthermore, since the center pin sleeve is a long, thin-walled component, and the outer sleeve of the center pin sleeve is made of a low-density, high-strength alloy material, in order to improve the strength of the outer sleeve, the thickness of the outer sleeve is increased, and the thickness of the rubber is reduced. The increase in the thickness of the outer sleeve is equal to the decrease in the thickness of the rubber, so that the overall volume of the center pin sleeve remains unchanged.

[0015] Furthermore, to enhance the strength of the outer casing, the vulcanized outer casing of the motor node and the overall outer casing are integrated into a single structure.

[0016] Furthermore, it also includes slight tilting, which utilizes the air springs in the bogie suspension damping system components. By inflating the air springs on both sides of the car body, the side of the rail vehicle car body closer to the outside of the curve is raised, causing the rail vehicle to tilt slightly towards the inside of the curve.

[0017] Furthermore, the small tilt includes a wind cylinder, a left air spring, and a right air spring: a control component is provided to control compressed air to enter or exit the left / right air spring, so as to create a height difference between the left and right air springs, causing the rail vehicle body to tilt towards the inside of the curve relative to the rail surface.

[0018] Furthermore, the slight tilt also includes an adjustable torsion bar system, which controls the extension and retraction of the linkage in the adjustable torsion bar system by tilting the vehicle body.

[0019] Furthermore, the liquid rubber composite node includes a mandrel and at least one pair of liquid cavities located on both sides of the mandrel. A flow channel one and a flow channel two are provided inside the mandrel. One end of flow channel one communicates with liquid cavity one of the pair of liquid cavities, and one end of flow channel two communicates with liquid cavity two of the pair of liquid cavities. A flow channel stepless control valve device is provided inside the mandrel at the other end of flow channel one and flow channel two, connecting the other ends of flow channel one and flow channel two through the flow channel stepless control valve device. The flow channel stepless control valve device controls the size of the connecting cross-sectional area between flow channel one and flow channel two, thereby precisely controlling the volume of liquid flowing between flow channel one and flow channel two, and changing the dynamic stiffness of the liquid rubber composite node in real time.

[0020] The beneficial effects of this invention are as follows:

[0021] This invention achieves lightweighting and intelligentization of the bogie suspension damping system components of high-speed train bogies. The improved bogie suspension damping system components of this invention include laminated springs, motor nodes, center pin sleeves, swing arm nodes, liquid rubber nodes, traction nodes, motor stops, lateral dampers, and a small-amplitude tilting system. When the bogie is an internally supported bogie, it also includes leaf springs.

[0022] To achieve lightweighting, the bogie suspension damping system of high-speed trains is lightweighted by removing redundant design elements, replacing components with lightweight materials, and integrating system functions.

[0023] Redundancy reduction design refers to improvements made to the structure of laminated springs and swing arm nodes. 1. Laminated Springs: The rubber pad top plate and stop base of the laminated spring are integrated, reducing the number of parts, eliminating screws, improving product quality, and reducing weight. After integration, only one mold is used for vulcanization in one step. After vulcanization, there is no need to assemble the rubber pad and stop, reducing process flow and significantly reducing positional deviations of the upper and lower mounting surfaces of the laminated spring, ensuring product quality, greatly reducing rework rates, and lowering production costs. The rubber pad and stop are integrated, eliminating the need for fasteners and the risk of screw loosening. Optimizing the structure of the laminated spring facilitates demolding, prevents damage to the rubber during mold opening, and ensures product quality. 2. Swing Arm Node: The mandrel and inner sleeve are integrated. The mandrel and inner sleeve are designed to be thinner at both ends and thicker in the middle. The volume of the integrated mandrel and inner sleeve is smaller than the volume of the inner sleeve and mandrel when they are separate. In practice, the swing arm joint eliminates the inner sleeve. To ensure the rigidity of the swing arm joint, the mandrel is designed to be thinner at both ends and thicker in the middle. However, overall, the weight of the new mandrel is less than the total weight of the original mandrel and inner sleeve. Compared to existing swing arm joint technologies, which require the separate fabrication of two structures including an outer sleeve, an inner sleeve, and rubber, and then fitting them onto the mandrel, the swing arm joint of this invention has fewer parts. During vulcanization, the swing arm joint can be vulcanized in one step without assembly, greatly simplifying the manufacturing process and improving product quality.

[0024] Lightweight material replacement design refers to replacing the metal parts of laminated springs, motor joints, center pin sleeves, swingarm joints, liquid rubber joints, traction joints, motor stops, lateral dampers, and leaf springs with lighter materials. After lightweight material replacement design, the overall dimensions of these components remain unchanged, adapting to their mounting positions within the bogie. The material replacement significantly reduces the weight of each component. Especially for components that have undergone redundancy reduction design, lightweight material replacement design further reduces their weight.

[0025] System Function Integration: By inflating the air springs on both sides of the car body, the side of the rail vehicle body closer to the outside of the curve is raised, causing the rail vehicle to tilt slightly towards the inside of the curve; simultaneously, the tilt of the car body controls the extension and retraction of the connecting rods in the adjustable torsion bar system. The liquid rubber composite joint has variable stiffness characteristics, enabling the wheelset to achieve soft steering while maintaining the original positioning and vibration damping functions of the joint, achieving functional integration. When the wheelset is cornering, there is no need to use a radial steering mechanism for active steering of the wheelset. Leaf springs are used instead of steel springs and pads in the bogie suspension damping system components, installed between the bogie and the wheelset. This system function integration reduces the number of parts and also significantly reduces the weight of the bogie.

[0026] Intelligent features include intelligent liquid rubber composite joints and intelligent anti-roll and anti-shuffle torsion bars. Liquid rubber composite joints: The cross-sectional area between flow channel one and flow channel two is controlled by a stepless flow channel control valve, thereby precisely controlling the volume of liquid flowing between flow channel one and flow channel two, and changing the dynamic stiffness of the liquid rubber composite joint. Anti-shuffle and anti-roll torsion bars: When the rail vehicle travels on a curve, the compressed air entering the air springs on both sides of the rail vehicle is controlled to create a height difference between the air springs, allowing the rail vehicle to tilt slightly towards the inside of the curve. The adjustable torsion bar system for car body tilt control provides bidirectional or unidirectional anti-roll torque to meet the safe operation requirements of the rail vehicle on different tracks.

[0027] This invention optimizes the design of laminated springs, motor nodes, center pin sleeves, swing arm nodes, liquid rubber nodes, traction nodes, motor stops, lateral dampers, small-amplitude tilting systems, and leaf springs. Through redundancy reduction design, the number of components is reduced, lowering the overall weight of the components. Lightweight material substitution design reduces the weight of these components while maintaining structural performance. System function integration allows different systems to share components, achieving further weight reduction. These three lightweighting methods reduce the overall weight of these 10 components by more than 30%. Active control of the liquid volume in the liquid cavity of the liquid rubber composite node and the height difference of the air springs on both sides of the car body improves the response speed of the bogie components, adapting to higher-speed trains. Attached Figure Description

[0028] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0029] Figure 1 This is a schematic diagram of a stacked spring structure in the existing technology.

[0030] Figure 2 This is a schematic diagram of the optimized integrated laminated spring structure.

[0031] Figure 3 This is a schematic diagram of the existing swing arm node structure.

[0032] Figure 4 This is a schematic diagram of the optimized swing arm node structure.

[0033] Figure 5 This is a partial front view structural diagram of the rotating arm in the prior art.

[0034] Figure 6 This is a schematic diagram illustrating the principle and structure of assembling the liquid rubber composite node and the swing arm using the assembly method described in this invention. Figure 1 .

[0035] Figure 7 This is a schematic diagram illustrating the principle and structure of assembling the liquid rubber composite node and the swing arm using the assembly method described in this invention. Figure 2 .

[0036] Figure 8 This is an axial cross-sectional view of one embodiment of the liquid rubber composite node of the present invention.

[0037] Figure 9 This is a schematic axial cross-sectional view of the outer casing in one embodiment of the liquid rubber composite node of the present invention.

[0038] Figure 10 This is a schematic diagram of the axial cross-sectional structure after the liquid rubber composite node and the swing arm are assembled.

[0039] Figure 11 for Figure 8 A magnified structural diagram of part A in the middle.

[0040] Figure 12 for Figure 8 A magnified structural diagram of section B.

[0041] Figure 13 This is an axial cross-sectional view of another embodiment of the liquid rubber composite node of the present invention.

[0042] Figure 14 for Figure 13 Enlarged structural diagram of section C.

[0043] Figure 15 This is the main view of the existing motor node.

[0044] Figure 16 This is the main view of the motor node of the present invention.

[0045] Figure 17 This is a left view of the motor node of the present invention.

[0046] Figure 18 This is a schematic diagram of the motor stop structure.

[0047] Figure 19 This is a schematic diagram of a horizontal buffer structure.

[0048] Figure 20 This is a schematic diagram of the overall internal cross-sectional structure of the optimized center pin sleeve according to the present invention.

[0049] Figure 21 A top view (a) of the center pin sleeve in the optimized lightweight method of the center pin sleeve according to the present invention.

[0050] Figure 22 The second top view of the center pin sleeve is shown in the optimized center pin sleeve lightweight method of the present invention.

[0051] Figure 23 A top view (III) of the center pin sleeve for the optimized lightweight method of the center pin sleeve according to the present invention.

[0052] Figure 24 This is a schematic diagram of the traction node.

[0053] Figure 25 This is a top view of the traction node.

[0054] Figure 26 This is a schematic diagram of the vehicle body and a slight tilt.

[0055] Figure 27 This is a schematic diagram of a leaf spring structure.

[0056] Figure 28 This is a schematic diagram of the axial cross-sectional structure of the intelligent liquid rubber composite node of the present invention.

[0057] Figure 29 for Figure 32 A partial axial cross-sectional view of the structure located at the stepless control valve device in the flow channel.

[0058] Figure 30 This is a three-dimensional structural diagram of the control valve substrate in the intelligent liquid rubber composite node of the present invention.

[0059] Figure 31 This is a schematic diagram of the axial cross-sectional structure of the control valve substrate in the intelligent liquid rubber composite node of the present invention.

[0060] Figure 32 This is a schematic diagram of the axial cross-sectional structure of the intelligent liquid rubber composite node of the present invention after the rod, valve plate and magnet end are connected as one unit.

[0061] Figure 33 This is a schematic diagram of the main structure of the servo electric cylinder in the intelligent liquid rubber composite node of the present invention.

[0062] Figure 34 This is a partial three-dimensional structural diagram of the rectangular body of the control valve base and the U-shaped seat of the servo electric cylinder in the intelligent liquid rubber composite node of the present invention after installation.

[0063] Figure 35 for Figure 32 A partial axial cross-sectional view of the spindle after the flow channel stepless control valve device and cover have been removed.

[0064] Layered spring, rubber pad 101, rubber pad base plate 102, rubber pad top plate 103, stop base 104, stop rubber 105. Figure 2 Stop rubber profile 1051a, Figure 3 The stop rubber profile is 1051b, the stop top plate is 106, and the rubber flow channel is 107. Figure 2 The mounting part 108a of the top mold insert of the stop, Figure 3 The stop top mold insert mounting part 108b, screw 109, boss 110, drainage groove 111a, drainage hole 111b.

[0065] The pivot joint consists of a spindle 201, an inner sleeve 202, an outer sleeve 203, and rubber 204.

[0066] Liquid rubber composite joint, swing arm 301, joint mounting ring 302, joint mounting semicircular body one 30211, joint mounting semicircular body two 30212, connecting protrusion one 303, connecting protrusion two 304, radial pre-compression joint 305, bolt 306, mandrel 307, shaft 30711, shaft flange 30712, vulcanizing groove 30713, outer sleeve 308, intermediate column 30811, end cone 30812, rubber 309, rubber protrusion 30911, rubber wrapping layer one 30912, rubber wrapping layer two 30913, opening one 310, opening two 311, groove one 312, groove two 313, liquid cavity one 314, liquid cavity two 315, liquid flow channel 316, injection hole 317, cover plate 318, stop block 3181, screw 319.

[0067] Motor node, vulcanized outer sleeve 401, overall outer sleeve 402, spacer and rubber part 403, spindle 404, and total outer sleeve 405.

[0068] Motor stop, base plate 501, rubber 502, threaded hole 503.

[0069] Lateral buffer, base plate 601.

[0070] Center pin sleeve, outer sleeve 701, rubber 702, spindle 703, hollow section 706, arc wall one 7061, arc wall two 7062, arc wall three 7063.

[0071] Traction node, outer sleeve 801, spindle 802, air direction 803, rubber 804.

[0072] Intelligent liquid rubber composite node, outer sleeve 901, spindle 902, intermediate spacer sleeve 903, rubber 904, liquid cavity one 905, liquid cavity two 906, flow channel one 907, flow channel two 908, control valve base 909, cylinder 90911, rectangular body 90912, rod moving cavity 90913, flange 90914, servo electric cylinder 910, output shaft 9101, U-shaped seat 9102, base plate 9103, through hole 911, rod 912, valve plate 913, magnet end 914, primary hole 915, secondary hole 916, tertiary hole 917, step one 918, step two 919, screw one 920, sealing ring 921, screw two 922, vibration damping sleeve 923, screw three 924, cover 925, sensor 926, sensing plate 927.

[0073] Leaf springs, upper leaf spring 11, lower leaf spring 12.

[0074] Small tilting system, car body 21, left air spring 22, right air spring 23, left connecting rod 24, right connecting rod 25, torsion bar 26, centrifugal force F, centrifugal component F1, gravity G, gravity component G1, height difference between the two sides H, track gauge L, superelevation angle α generated by the superelevation of the track curve, and tilting angle β between the car body and the track surface. Detailed Implementation

[0075] Increasing railway speed is not simply about making trains faster; it requires that the performance of various components also improves with increased speed. For example, higher speeds result in greater wear and impact between the train and the track, increased noise levels, and reduced passenger comfort. More seriously, the wear and impact on components pose significant safety hazards. Therefore, improving the speed of rail vehicles necessitates fundamental improvements to their components. This embodiment addresses the lightweighting and intelligent design requirements of high-speed rail vehicles by implementing lightweighting and intelligent design for the bogie suspension damping system components. This reduces the total weight of the bogie suspension damping system components by more than 30%, and achieves the lightweighting and intelligent design requirements of the bogie suspension damping system through intelligent integration. This application improves the suspension damping system of a railway vehicle bogie. When the bogie is an externally supported bogie, the suspension damping system of the externally supported bogie includes a primary suspension system, a secondary suspension system, and a motor suspension system. The bogie suspension damping system components in the primary suspension system, secondary suspension system, and motor suspension system are designed to be lightweight and intelligent. The laminated springs, swing arm joints, and liquid rubber composite joints in the primary suspension system are designed to be lightweight. The lateral dampers, center pin sleeves, traction joints, and small-amplitude sway bars in the secondary suspension system are designed to be lightweight, and the liquid rubber composite joints and small-amplitude sway bars are designed to be intelligent. The motor joints and motor stops in the motor suspension system are designed to be lightweight.

[0076] When the bogie is an internally supported bogie, the suspension damping system of the internally supported bogie includes a primary suspension system, a secondary suspension system, and a motor suspension system. The bogie suspension damping system components in the primary, secondary, and motor suspension systems are designed for lightweighting and intelligentization. The laminated springs, swing arm joints, liquid rubber composite joints, and leaf springs in the primary suspension system are designed for lightweighting. The lateral dampers, center pin sleeves, traction joints, and small-amplitude sway bars in the secondary suspension system are designed for lightweighting, and the liquid rubber composite joints and small-amplitude sway bars are designed for intelligentization. The motor joints and motor stops in the motor suspension system are designed for lightweighting.

[0077] In summary, this application relates to improvements to 10 components, namely, the laminated spring, the swing arm joint, the liquid rubber composite joint, the motor joint, the motor stop, the lateral damper, the center pin sleeve, the traction joint, the small tilting system, and the leaf spring.

[0078] I. Redundancy Reduction Design: This involves reducing the number of connecting parts between adjacent metal components through integrated design; reducing the volume of the integrated structure while maintaining rigidity; and reducing the weight of an adjacent component by removing it. In the bogie suspension damping system, components undergoing redundancy reduction design include laminated springs, swing arm joints, and liquid rubber composite joints.

[0079] like Figure 1 As shown, the existing laminated spring includes two separate parts: a rubber pad and a stop. The rubber pad, from bottom to top, includes a rubber pad base plate 102, a rubber pad 101, and a rubber pad top plate 103.

[0080] The stop, from bottom to top, includes a stop base 104, a stop rubber 105, and a stop top plate 106.

[0081] Both the rubber pad 101 and the stop rubber 105 are composed of laminated metal parts bonded together with rubber. The top plate 103 of the rubber pad and the base 104 of the stop are connected by fasteners to form a laminated spring. During vulcanization, the metal parts are placed in a mold, and after the rubber compound is injected, the rubber compound and the metal parts are bonded together to form an integral component.

[0082] Existing laminated springs consist of two separate parts: a rubber pad and a stop, forming an assembled structure. The rubber pad and stop require separate vulcanization and surface treatment before being assembled using screws. During production, the rubber pad and stop are vulcanized using separate molds, resulting in numerous components, a complex process, and high production control costs. Furthermore, the screw connection between the rubber pad and stop poses a risk of screw loosening.

[0083] To overcome the shortcomings of existing technologies, this invention improves the quality of laminated springs, enabling them to meet the requirements of higher-speed rail vehicle bogies.

[0084] like Figure 2 As shown, the optimized laminated spring includes a rubber pad and a stop. The rubber pad includes a rubber pad 101, a rubber pad base plate 102, and a rubber pad top plate 103. The stop includes a stop base 104, a stop rubber 105, and a stop top plate 106. The rubber pad top plate 103 and the stop base 104 are an integrated structure. The rubber pad top plate 103 and the stop base 104 are vulcanized and bonded to the rubber pad base plate 102 by the rubber pad 101. The rubber pad top plate 103 and the stop base 104 are vulcanized and bonded to the stop top plate 106 by the stop rubber 105. Thus, the rubber pad base plate 102, the rubber pad top plate 103, the stop base 104, and the stop top plate 106 can be integrally formed by injection vulcanization.

[0085] like Figure 2 As shown, the stop rubber profile 1051b is linear. The rubber pad 101 and the stop rubber 105 use the same rubber compound.

[0086] The laminated spring has a rubber flow channel 107, such as Figure 2 As shown, the rubber flow channel 107 passes through the rubber pad top plate 103 and the stop base 104, and connects the rubber pad cavity and the stop cavity so that the rubber material flows into the stop cavity through the rubber pad cavity, thereby realizing integrated injection vulcanization.

[0087] The rubber surface 1051b of the stop is flush with the top plate 106 of the stop. The mold insert mounting part 108b at the top of the stop is an outwardly inclined arc shape to facilitate demolding.

[0088] contrast Figure 1 and Figure 2 , Figure 1 The existing rubber pad top plate 103 and stop base 104 are assembled by screws 109. Figure 2 The rubber pad top plate 103 and the stop base 104 are integrated as a whole, realizing the integration of the laminated spring (the boss 110 is part of the rubber pad top plate 103, and the rubber pad top plate 103 and the stop base 104 are integrated, including the boss 110). The stop rubber profile 1051b is linear, relative to... Figure 1 The stop rubber profile 1051a is concave inward towards the centerline. Figure 2 While relieving stress on the stop rubber surface, it also facilitates product demolding and allows for a larger volume. Despite the increased volume, the stop rubber 105 uses the same material as the rubber pad 101, reducing costs. Simultaneously, a rubber flow channel 107 connecting the rubber pad cavity and the stop cavity enables an integrated injection molding process, minimizing process steps and truly achieving high-quality production. Figure 2 As shown, the mounting part 108b of the top mold insert of the stop is an arc shape that slopes to both sides, relative to... Figure 1 The existing technology has a structure in which the top mold insert mounting part 108a of the stop extends into the top plate of the rubber pad. Figure 1 The installation location of the top mold insert of the stop shown in the figure is more conducive to demolding, avoiding rubber adhesion and damage to the rubber surface.

[0089] This embodiment is adapted to laminated springs for higher-speed rail vehicles. The rubber pad top plate and the base are integrated, eliminating the fastener connection between the rubber pad top plate 103 and the stop base 104, thus eliminating the risk of screw loosening and improving product reliability. The laminated spring described in this invention forms an integrated structure through integral injection molding and vulcanization, simplifying the process, reducing process steps, avoiding bumps during component handling, and ensuring product quality. The rubber pad and stop are integrated, eliminating the assembly process, ensuring the coaxiality of the rubber pad and stop, greatly reducing the positional deviation of the upper and lower mounting surfaces of the laminated spring, and facilitating installation.

[0090] The above features improve the performance of the laminated spring (increased reliability, product quality, and strength, and prevention of positional deviations), thereby enhancing the product's safety performance. Compared to existing two-product designs, this application's integrated design eliminates screws, reduces the number of components, and uses the same adhesive material for one-step molding.

[0091] To achieve energy saving and speed improvement, this embodiment also incorporates a lightweight design. Specifically, the materials of the stop base 104, rubber pad top plate 103, rubber pad bottom plate 102, and stop top plate 104 are changed. Lighter materials are selected to meet actual application conditions, thereby achieving the goal of weight reduction. Specifically:

[0092] The stop base 104, rubber pad top plate 103, and rubber pad bottom plate 102 are all made of aluminum alloy, while the stop top plate 104 is made of polymer material. In this embodiment, the laminated spring uses an aluminum alloy + polymer material design for lightweighting, effectively reducing product weight. Due to the change in material of the rubber pad top plate 103, and to ensure the strength of the boss 110, the drainage structure on the boss 110 is a drainage hole 111b. The stop rubber profile 1051b is flush with the stop top plate 106, facilitating demolding while also increasing the volume of the stop rubber profile, thus enhancing the structural strength of the laminated spring.

[0093] This embodiment redesigns each part of the laminated spring to make it safer, more environmentally friendly, and more energy-efficient, thus facilitating higher speeds for rail vehicles. Table 1 below shows a weight comparison of the laminated spring before and after optimization. In the prior art, the stop top, stop base, rubber pad top plate, and rubber pad bottom plate of the laminated spring all use Q345E steel. After optimization, the stop top plate uses PA66 polymer material, the integrated structure of the stop base and rubber pad top plate uses 7075-T6 titanium alloy, and the rubber pad bottom plate uses 6082-T6 titanium alloy. The applicant's comparison shows that after optimization, the weight reduction of a single product reaches 44.6%. In summary, this embodiment significantly reduces the weight of the product while improving its performance, which is beneficial to promoting the research and development of high-speed trains.

[0094]

[0095] 2. Swing arm node:

[0096] like Figure 3 As shown, the existing swing arm joint includes two rubbers and a mandrel 201. The two rubbers are respectively fitted onto the mandrel 201. The rubbers include an inner sleeve 202, an outer sleeve 203, and a rubber 204 between the inner and outer sleeves. In the manufacturing process, the two rubbers are vulcanized separately first, and then the rubbers are fitted onto the mandrel 201. This embodiment improves the existing swing arm joint, as follows: Figure 4 As shown, the mandrel 201 and inner sleeve 202 are integrated into a single design, with both ends tapering and the middle thicker. The weight of the integrated mandrel 201 and inner sleeve 202 is less than the weight of the mandrel 201 and inner sleeve 202 when they are separate. In fact, the optimization of the swing arm node can also be understood as eliminating the inner sleeve 202. To maintain the original rigidity, the volume of the mandrel 201 is increased, but the increased volume of the mandrel 201 is still less than the overall volume of the original mandrel 201 and inner sleeve 202. The existing swing arm node includes two outer sleeves 203, two inner sleeves 202, two rubbers 204, and one mandrel 201, a total of seven components. After optimizing the swing arm node structure, it includes two outer sleeves 203, one mandrel 201, and one rubber 204, a total of four components. This reduction in components achieves structural redundancy reduction. It should be noted that because the inner sleeve 202 is eliminated, it can be vulcanized in one step during manufacturing. The optimized swing arm node uses either aluminum alloy (203) or titanium alloy for both the outer sleeve and the mandrel (201), further reducing weight. As shown in Table 2, the existing swing arm node uses 42CrMo steel for the mandrel and Q345E steel for both the inner and outer sleeves. After optimization, the mandrel and outer sleeve are both made of 7075-T6 titanium alloy. A comparison of the weight of the swing arm node before and after optimization reveals that the weight reduction per unit reaches 63.8%.

[0097]

[0098] 3. Liquid rubber composite joint:

[0099] like Figure 5 As shown, a node mounting ring 302 is welded to one end of the swing arm body 1 of the swing arm assembly. In the prior art, the node is pressed into the inner hole of the node mounting ring 302 to achieve radial pre-compression of the node and connection between the node and the swing arm assembly.

[0100] like Figure 6 and Figure 7As shown, the boom 301 is placed horizontally, i.e., its length is along the horizontal direction X. Along the vertical direction Y, perpendicular to the horizontal direction X, the node mounting ring 302 at the end of the boom 301 is divided into two node mounting semicircles: node mounting semicircle one 30211 and node mounting semicircle two 30212. Connecting protrusions are provided at corresponding ends of both node mounting semicircles: connecting protrusion one 303 at the ends of node mounting semicircle one 30211 and connecting protrusion two 30212 at the ends of node mounting semicircle two 30212. The connecting protrusion 304 is used for assembly. During assembly, the radial pre-compression node 5 is placed laterally between the node mounting semicircular body 30211 and the node mounting semicircular body 30212. Then, bolts 306 are used to pass through the connecting protrusions 303 and 304 to lock the node mounting semicircular body 30211 and the node mounting semicircular body 30212 together. This clamps the radial pre-compression node 5 with the node mounting semicircular body 30211 and the node mounting semicircular body 30212, achieving radial pre-compression of the radial pre-compression node 5 and its connection with the swing arm body 301. The radial pre-compression of the pre-compression node 5 is achieved by pre-designing the pre-compression amount of the node and using the inner diameter R of the node mounting ring body 302 to radially compress the node. The above assembly method replaces the traditional press-fit assembly method. It eliminates the need to consider various problems in the press-fit process, and can conveniently and quickly install the nodes. It simplifies and quickly realizes the radial pre-compression of the nodes and the connection between the nodes and the swing arm assembly, thereby shortening the assembly time and reducing the assembly difficulty. In addition, it avoids the wear problem between the nodes and the swing arm assembly during the press-fit process, thus improving the service life of the product.

[0101] After determining the new assembly method and the type of nodes used in the assembly, the next step is to improve the structure of the liquid rubber composite node to better match the assembly method.

[0102] like Figure 8 and Figure 9 As shown, the liquid rubber composite node used in this embodiment includes a mandrel 307, an outer sleeve 308 located on the outer periphery of the mandrel 307, and rubber 309 vulcanized between the mandrel 307 and the outer sleeve 308. Multiple openings are formed on the circumferential surface of the outer sleeve 308. In this embodiment, the openings are opening one 310 and opening two 311. After vulcanization, the rubber 309 encloses the multiple openings to form multiple independent grooves. In this embodiment, the grooves are groove one 312 formed by the rubber 309 enclosing opening one 310 and groove two 313 formed by the rubber 309 enclosing opening two 311. When the liquid rubber composite node is assembled onto the node mounting ring 302 at the end of the swing arm, as shown... Figure 10As shown, the node mounting ring 302 is clamped onto the outer sleeve 308 and located at the groove opening, sealing the groove. This creates multiple independent liquid cavities between the multiple grooves and the node mounting ring 302. In this embodiment, groove one 312 forms liquid cavity one 314 with the node mounting ring 302, and groove two 313 forms liquid cavity two 315 with the node mounting ring 302. A liquid flow channel 316 and an injection hole 317 connected to the liquid flow channel 316 are also provided on the mandrel 307. The multiple liquid cavities are connected through the liquid flow channel 316. In this embodiment, liquid cavity one 314 and liquid cavity two 315 are connected through the liquid flow channel 316. During assembly, the node mounting ring 302 is clamped onto the outer sleeve 308 of the liquid rubber composite node, forming liquid cavities. Liquid is then injected into the liquid cavities through the injection hole 317, and finally, the injection hole 317 is sealed. This assembly method allows the node mounting ring of the swing arm to directly contact the outer sleeve of the liquid rubber composite node, completing the assembly between the node and the swing arm while forming a liquid cavity. This enables simple and quick radial pre-compression of the node and connection between the node and the swing arm assembly.

[0103] like Figure 9 As shown, in the liquid rubber composite node of this embodiment, the axial cross-section of the outer sleeve 308 is designed as a saddle shape (i.e., trapezoidal shape) symmetrical about the axial direction of the outer sleeve. The saddle-shaped axial cross-section of the outer sleeve 308 includes a central column 30811 and end cones 30812 located at both ends of the central column 30811. The small end of the end cone 30812 is connected to the central column 30811, and multiple openings are provided on the central column 30811. Correspondingly, the axial cross-section of the node mounting ring that contacts the outer sleeve is also designed as a saddle shape (i.e., trapezoidal shape) symmetrical about the axial direction of the node mounting ring. The small end of the saddle-shaped axial cross-section of the node mounting ring 302 contacts the central column 30811 of the outer sleeve 308, and the small end of the node mounting ring 302 seals the groove opening to form a liquid cavity. Here, designing the axial cross-section of the outer sleeve 308 as a saddle shape can achieve a smaller diameter-to-axis ratio requirement. The axial section of the node mounting ring 302 is also designed to match the saddle shape in order to better contact and clamp with the outer sleeve, thus achieving both sealing of the liquid cavity and radial pre-shrinkage of the node.

[0104] The angle between the conical surface of the end cone 30812 and the vertical line L is set as angle θ. This vertical line L is perpendicular to the central axis M of the outer casing. The range of angle θ is 15°≤θ≤20°. This setting can better meet the requirement of a smaller diameter-to-axis ratio.

[0105] like Figure 11As shown, at the opening of the intermediate pillar 30811 of the outer casing, rubber 309 extends from the opening to the outer circumferential surface of the intermediate pillar 30811, forming multiple rubber protrusions 30911 on the outer circumferential surface of the intermediate pillar 30811, such as... Figure 10 As shown, when the assembly is complete, when the small end of the node mounting ring 302 contacts the middle column 30811 of the outer sleeve 308, the node mounting ring 302 squeezes the multiple rubber protrusions 30911 to deform and seal the opening, thereby further preventing liquid from flowing out of the liquid cavity and increasing the sealing performance at this point.

[0106] In addition, during routine operations, the applicant discovered that certain areas of the vulcanized bond between the rubber and the outer casing, as well as the mandrel, particularly at the edges and corners, were prone to delamination, leading to bond failure and reducing product lifespan. The applicant has made further improvements to address this, such as... Figure 12 As shown, at the large end of the end cone 30812 of the outer casing, rubber 309 extends from the inside of the end cone 30812 to the large end of the end cone 30812 to form a rubber wrapping layer 30912. The rubber wrapping layer 30912 enables the rubber to form an effect similar to the flanging bonding process during vulcanization bonding, which enhances the bonding effect between the rubber and the outer casing, ensures the bonding quality between the outer casing and the rubber, and improves product reliability.

[0107] like Figure 8 As shown, the mandrel 307 includes a shaft body 30711 and a shaft flange 30712 disposed on the outer peripheral surface of the shaft body 30711. Along the circumferential direction of the shaft body, a vulcanizing groove 30713 is formed on the peripheral surface of the shaft flange 30712, and rubber 309 is vulcanized and bonded in the vulcanizing groove 30713. Figure 12 As shown, at the end of the groove edge of the vulcanizing groove 30713, rubber 309 is wrapped from the inside of the vulcanizing groove 30713 and extends to the end of the groove edge to form a second rubber wrapping layer 30913. The second rubber wrapping layer 30913 is vulcanized and bonded to the end of the shaft flange 30712. The second rubber wrapping layer 30913 makes the rubber form an effect similar to the flanging bonding process during vulcanization bonding, which also enhances the bonding effect between the rubber and the mandrel. It can achieve better corrosion protection and prevent the rubber from delaminating (bonding failure) during operation, ensuring good application performance.

[0108] Another implementation, such as Figure 13 As shown, the difference from the above is that, in order to further increase the sealing of the liquid cavity and prevent the liquid from flowing out of the liquid cavity, a cover plate 318 for sealing the groove opening is provided at the opening of the outer casing 308.

[0109] To further enhance sealing, rubber 309 extends from the opening to the outer circumferential surface of the intermediate pillar 30811, forming multiple rubber protrusions 30911 on the outer circumferential surface of the intermediate pillar 30811, such as... Figure 14 As shown, the cover plate 318 is locked to the intermediate column 30811 of the outer sleeve 308 by screws 319, which presses the rubber and rubber protrusions 30911 wrapped on the outer peripheral surface of the intermediate column 30811 to form a sealed structure.

[0110] Before assembly, the cover plate 318 needs to be locked onto the middle column 30811 of the outer sleeve 308. First, the groove opening of the groove is sealed by the cover plate 318 to form a primary seal. Then, the node mounting ring 302 is clamped onto the outer sleeve 308 of the liquid rubber composite node, so that the node mounting ring 302 clamps the cover plate 318 to form a secondary seal. Then, the liquid is injected into the liquid cavity through the injection hole 317, and finally the injection hole 317 is sealed.

[0111] like Figure 13 In order to achieve the stopping function, a protruding stop block 3181 is also provided on the inner surface of the cover plate 318.

[0112] In summary, the node structure of this invention allows the node mounting ring of the swing arm to directly contact the outer sleeve of the liquid rubber composite node during assembly, completing the assembly between the node and the swing arm while forming a liquid cavity. This simplifies and speeds up the connection between the node and the swing arm assembly. Designing the outer sleeve in a saddle shape allows for a smaller diameter-to-axis ratio. The axial cross-section of the node mounting ring is also designed in a matching saddle shape, ensuring better contact and clamping with the outer sleeve, achieving both sealing of the liquid cavity and radial pre-shrinkage of the node. Multiple rubber protrusions formed on the outer circumference of the intermediate column further prevent liquid leakage from the liquid cavity, increasing the sealing performance. The presence of a rubber wrapping layer one on the large end of the end cone and a rubber wrapping layer two on the groove edge of the vulcanizing groove prevents rubber delamination (adhesion failure) during operation, ensuring good performance. Adding a cover plate to the groove opening further enhances the sealing performance.

[0113] II. Lightweight Material Substitution Design: The bogie is lightweighted by replacing the metal components of the suspension damping system with lighter materials. To accommodate the material change while maintaining the structural strength and stability of the components, the structure of these components is modified, while the overall interface dimensions of the bogie suspension damping system components remain unchanged after the lightweighting. Existing bogie suspension damping system components all use steel, such as Q345E and 42CrMo. The lighter materials or lightweight materials mentioned in this application refer to materials lighter than steel. The low-density high-strength alloy materials mentioned below refer to materials with a lower density than steel.

[0114] (i) The bogie is made lighter by replacing the metal components of the bogie suspension damping system with lighter materials; the metal components of the bogie suspension damping system are made of lighter materials; the parts that play an auxiliary role under large or ultimate loads are made of polymer materials, the leaf springs are also made of polymer materials, and the other metal components are made of low-density alloy materials. The low-density alloy materials are aluminum alloy materials or titanium alloy materials.

[0115] In the bogie suspension damping system components described above, the materials of the laminated springs, swing arm nodes, motor nodes, motor stops, lateral dampers, center pin sleeves, and traction nodes are replaced with lighter materials. The material replacement of the laminated springs and swing arm nodes has been described above. The material replacement of other components is as follows: 1. The motor node includes an integral outer sleeve, a vulcanized outer sleeve, and a spindle. The integral outer sleeve, vulcanized outer sleeve, and spindle are all made of low-density alloy material; 2. The base plate of the motor stop is made of low-density alloy material, and the motor stop adopts a wire thread sleeve design to solve the reliability problem of threaded connection; 3. The center pin sleeve includes an outer sleeve, a spindle, and vulcanized rubber between the two. The outer sleeve and spindle are made of low-density alloy material; 4. The traction node includes an outer sleeve, a spindle, and vulcanized rubber between the two. The outer wall of the spindle is cylindrical and circumferentially covered by rubber. The outer sleeve and spindle are made of low-density alloy material; 5. The metal part of the lateral damper is made of low-density alloy material; 6. The upper leaf spring 11 and the lower leaf spring 12 of the leaf springs are made of high-strength glass fiber composite material.

[0116] The existing motor stop base plate 501 is made of Q345E steel, such as Figure 18 The motor stop shown includes a base plate 501 and a rubber 502, with a threaded hole 503 on the base plate 501. After optimization, a titanium alloy 6082-T6 is used. During connection, a steel wire thread insert is placed in the threaded hole 503 to extend the service life of the base plate 501. The weight comparison before and after optimization is shown in Table 3; the optimized motor stop is 63.8% lighter.

[0117]

[0118] The existing transverse buffer base plate 601 is made of steel Q345E. After optimization, it is made of titanium alloy 6082-T6. The optimized transverse buffer is 48.57% lighter. The weight comparison before and after optimization is shown in Table 4.

[0119]

[0120] (II) The bogie suspension damping system components include rubber parts, which include an outer sleeve, a spindle, and the rubber between the outer sleeve and the spindle. The outer sleeve and spindle are made of lighter materials. Due to the change in the material of the outer sleeve to a lighter material, the outer sleeve is prone to deformation during pressing, and its ellipticity is increased compared to existing products. To reduce the ellipticity of the bogie suspension damping system components, the rubber on the bogie suspension damping system components is symmetrically and evenly distributed in the air. This includes the center pin sleeve and the traction node.

[0121] The center pin sleeve includes an outer sleeve 701, a mandrel 703, and rubber 702 vulcanized between the outer sleeve 701 and the mandrel 703. The outer sleeve 701 is made of a low-density metal material, and the thickness of the outer sleeve 701 and the rubber 702 is determined by finite element analysis to ensure the strength of the outer sleeve 701. Furthermore, by setting a curved surface shape inside the rubber 702, the interior of the rubber 702 is combined with the solid direction and the hollow direction 706 to ensure the radial stiffness of the entire center pin sleeve and the ellipticity of the outer sleeve. The hollow direction 706 extends through the axial direction of the mandrel 703 and is distributed circumferentially along the mandrel 703. The edge of the hollow direction 706 near the outer sleeve is arc-shaped, and the arc shape is concentric with the inner wall of the outer sleeve 701.

[0122] During use, the deformation of rubber 702 reduces the thickness of the rubber layer from B to b, and reduces the rubber volume from V to v, ensuring that (Bb) / B = (Vv) / V; thus ensuring the radial stiffness of the entire central pin sleeve and the ellipticity of the outer sleeve 701.

[0123] The open and solid orientation settings take into account the radial stiffness of the product and the deformation of the rubber 702 itself, thus ensuring the load-bearing capacity and reliability of the product.

[0124] In this embodiment, the rubber 702 is provided with a hollow 706 with a gap width of a, which realizes the nonlinear variable stiffness requirement of the rubber 702 in the transverse and longitudinal directions. At the same time, in order to improve the radial stiffness of the central pin sleeve, the hollow 706 provides deformation volume space for the central pin sleeve during deformation, preventing the rubber 702 from being squeezed, bent and broken, thereby improving the fatigue performance and fatigue life of the rubber 702.

[0125] like Figure 21As shown, in this invention, the hollow 706 is set to be evenly distributed along the central axis of the central pin sleeve; the transverse M and longitudinal N center lines of the central pin sleeve divide the rubber 702 into four quadrants, and the hollow 706 is respectively placed on the transverse M and longitudinal N center lines.

[0126] In this embodiment, the hollow section 706 includes an arc-shaped wall 7061, an arc-shaped wall 7062, and an arc-shaped wall 7063 connecting the arc-shaped wall 7061 and the arc-shaped wall 7062. The hollow section in this embodiment has a waist-shaped structure. The arc-shaped wall 7061 is close to the inner wall of the outer jacket 701 and has the same curvature as the inner wall of the outer jacket 701. The arc-shaped wall 7062 has the same curvature as the arc-shaped wall 7061. The arc-shaped wall 7063 smoothly transitions from the arc-shaped wall 7061 to the arc-shaped wall 7062 at its end. Hollow sections of the same shape are provided in both the vertical and horizontal directions (without rigid stops to ensure the stiffness characteristics are the same as the center pin structure of the original steel structure). The relationship between the length and width of the structure is L'>L, B'>B, making the rubber volume in the vertical direction equal to the rubber volume in the horizontal direction. The shrinkage stress of the rubber in both directions is comparable, thereby reducing ellipticity.

[0127] This structure ensures that the shrinkage stress of the rubber 702 in the center pin sleeve is similar throughout the circumference, improving the uniformity of stress on the rubber 702 and reducing the ellipticity of the center pin sleeve in both the open and solid directions. Matching the shrinkage stress of the rubber 702 in the transverse and longitudinal directions further reduces the ellipticity of the center pin sleeve and improves the uniformity of stress distribution.

[0128] The center pin sleeve in this application has another implementation method, which differs from the above implementation method in that, as follows: Figure 22 As shown, the same shape of open space is set in the longitudinal and transverse 45-degree directions (without rigid stop design to ensure that the stiffness characteristics are the same as the original structure). The relationship between the length and width of the structure is 2L'>L, B'>B, so that the rubber volume in the longitudinal direction is equal to the rubber volume in the transverse direction, and the shrinkage stress of the rubber in the two directions is comparable, thereby reducing the ellipticity.

[0129] The center pin sleeve in this application has another implementation method, which differs from the above implementation method in that, as follows: Figure 23 As shown, the air section 706 has a fan-shaped structure. The arc wall 1 is close to the inner wall of the outer jacket 701 and has the same arc 21 as the inner wall of the outer jacket 701. The arc wall 2 7062 has the same arc as the arc wall 1 7061. The arc wall 3 7063 transitions from the arc wall 1 7061 to the arc wall 2 7062 through a straight end.

[0130] This structure improves the torsional deflection resistance of the center pin bushing. The radial stiffness of the rubber 702 can be increased through the arc-shaped wall 7021. Moreover, the rubber profile is set as multiple arcs, which can also avoid rubber accumulation and folding during the deformation process, increasing the fatigue life of the rubber 702.

[0131] In summary, the center pin bushing of the present invention has a hollow-solid structure. The outer diameters of the hollow and solid parts of the original steel structure are different, and the difference is the ovality (range 0 - a, a < 0.5). After using aluminum alloy material to achieve lightweight, because the elastic modulus of the aluminum alloy material is only one-third of that of steel and the linear expansion coefficient is 2 times that of steel, the ovality is approximately (b - c, 0.2 < b < 0.5, 0.5 < c < 1), which is larger than that of the original steel structure.

[0132] In addition, the center pin bushing belongs to a long thin-walled part (the outer sleeve is long and the wall thickness is small). After being formed with aluminum alloy material and pressed onto the center pin, due to the excessive pressing force (F > 15 kN to ensure that the product does not slip out), the strength of the aluminum alloy outer sleeve is insufficient, and the outer sleeve shows signs of crushing and collapse during pressing. To solve the above two problems, the following optimizations were carried out:

[0133] (1) Increase the thickness of the outer sleeve 701 to improve the strength of the outer sleeve and prevent the outer sleeve 701 from being crushed; moreover, it improves the anti-deformation ability of the outer sleeve 701, which can reduce the ovality between the hollow and solid outer diameters and reduce the pressing risk.

[0134] (2) When the thickness of the outer sleeve 701 is increased (the inner diameter decreases), the space of the inner sleeve is limited, and the outer diameter of the inner sleeve cannot be further reduced. Therefore, the thickness of the rubber layer is reduced compared to the original structure. To improve the reliability of the rubber part, the rubber profile is optimized to a close-fitting profile to avoid the rubber profile bulging after extrusion; since the thickness of the rubber layer is reduced, the hollow stiffness will increase. To meet the stiffness requirements, the hollow width L is increased, thereby reducing the hollow stiffness of the product.

[0135] To improve the strength of the outer sleeve, the thickness of the outer sleeve is increased, while reducing the thickness of the rubber wrapped by the outer sleeve; the stiffness of the rubber becomes larger after the thickness is reduced, and the width of the hollow of the rubber is increased, reducing the volume of the rubber, thereby reducing the rubber stiffness.

[0136] In the prior art, the mandrel of the center pin bushing uses steel Q345A, and the optimized material is titanium alloy material 6082 - T6. After optimization, the center pin bushing is reduced by 56% in weight. The weight comparison before and after optimization is shown in Table 5.

[0137]

[0138] 2. Traction node:

[0139] Such as Figure 24 And Figure 25As shown, the traction node includes an outer sleeve 801, a spindle 802, and rubber 804 vulcanized between them. The outer wall of the spindle 802 is cylindrical and is circumferentially covered by the rubber 804. The outer sleeve 801 and the spindle 802 are made of low-density alloy material. The rubber 804 is configured to be both hollow and solid.

[0140] To adjust the stiffness of the rubber, a design combining open and solid directions is adopted. Due to the change in the outer jacket material, the lightweight material is prone to deformation during pressing, and its ellipticity is much greater than that of existing products. Therefore, the open direction is set to be distributed circumferentially along the mandrel. The edge of the open direction is an arc shape that bulges towards the outer jacket, which can reduce the ellipticity between the outer diameter of the open and solid directions and reduce the pressing risk.

[0141] The existing motor node uses 42CrMo steel for its spindle, which is optimized to use 7075-T6 titanium alloy. The outer casing uses Q345E steel, which is optimized to use 6082-T6 titanium alloy. The optimized motor node reduces weight by 47.5%, and the weight comparison before and after optimization is shown in Table 6.

[0142]

[0143] (iii) To change the material, the outer casing of the motor node is integrated to enhance the strength of the outer casing.

[0144] The original motor ball joint was an assembled structure, such as Figure 15 As shown, the vulcanized outer jacket 401 and the integral outer jacket 402 are two separate parts. During manufacturing, the vulcanized outer jacket 401, the spacer, and the mandrel 404 are vulcanized into a single unit to form the vulcanized body. The vulcanized body is then pressed into the integral outer jacket 402. After assembly, two flanging processes are required. The existing technology involves complex processes, and during product use, the vulcanized body exhibits problems such as rotation and movement, and insufficient symmetry.

[0145] To address the aforementioned technical problems, this embodiment provides an optimized motor node, such as... Figure 16 and Figure 17 As shown, the optimized motor node includes an integral outer jacket 402, a vulcanized outer jacket 401, and a mandrel 404. The vulcanized outer jacket 401 and the integral outer jacket 402 are an integrated structure, referred to as the total outer jacket 405, which is then vulcanized to form the motor node. The vulcanized outer jacket 401 and the integral outer jacket 402 are a single unit, and the vulcanized outer jacket 401 will not rotate relative to the integral outer jacket 402. The total outer jacket 405 and the mandrel 404 are vulcanized as a single unit, eliminating assembly and flanging processes, thus avoiding technical problems such as movement and flanging cracks. Existing motor nodes require assembly, extrusion, and flanging processes during manufacturing, and the mold itself during vulcanization results in insufficient symmetry. This embodiment eliminates the need for assembly and flanging processes, reducing process steps and significantly improving the symmetry qualification rate.

[0146] This embodiment provides a manufacturing method for an integrated motor node that can solve the problems of vulcanized body rotation, movement and insufficient product symmetry. The original vulcanized body outer jacket 401 and the overall outer jacket 402 are integrated into a total outer jacket 405, and the motor node is formed through a vulcanization process.

[0147] By reducing the outer diameter of the motor node, radial pre-compression of the motor node is achieved, thus avoiding tension on the rubber.

[0148] Before the diameter reduction, the length of the total outer jacket 405 is less than the length of the original overall outer jacket 1, and the outer diameter of the total outer jacket 405 is greater than the outer diameter of the original overall outer jacket 1, so that the interface size of the motor node after the diameter reduction is the same as the interface size of the original motor node.

[0149] The radial pre-compression achieved by reducing the diameter of the motor node is equal to the sum of the shrinkage of the original vulcanized rubber structure and the compression during the assembly of the original vulcanized outer jacket 401 and the overall outer jacket 402.

[0150] Use a segmented arc-shaped fixture to reduce the diameter.

[0151] The inner diameter of the segmented clamp forms a complete cylinder that fits snugly against the outer diameter of the main outer casing.

[0152] The fixture is placed in a conical cavity, and the inner diameter of the fixture holds the motor node. When the diameter is reduced, the motor node held by the fixture remains stationary, and the conical cavity moves downward, causing the fixture to slowly close towards the center, thereby compressing the diameter of the motor node.

[0153] The downward displacement of the conical cavity is equal to the reduction in diameter of the motor node divided by the tan value of the angle of the conical cavity.

[0154] The two ends of the outer casing are not chamfered to maximize the area that bears the shrinkage force when the motor node shrinks in diameter, and the entire outer casing is subjected to uniform force.

[0155] In this embodiment, the original vulcanized outer jacket 401 and the overall outer jacket 402 are made into a single unit, avoiding the problems of vulcanized outer jacket 2 shifting, rotating, and insufficient product symmetry. For example... Figure 16As shown in Figure 17, the overall outer jacket 1 is relatively thick. After the overall outer jacket 405, spacer, and mandrel of this invention are integrally vulcanized, the rubber cannot shrink due to the tension of the overall outer jacket 405. To avoid the rubber being stretched, the motor node needs to be pre-compressed. This application performs pre-compression by reducing the diameter. To ensure that the axial and radial (including open and solid) stiffness of the integrated motor node meets the requirements, the radial pre-compression amount is equal to the sum of the shrinkage amount of the original vulcanized rubber and the compression amount when the original vulcanized outer jacket 401 and the overall outer jacket 402 are assembled. The original vulcanized outer jacket 401 is relatively thin. After vulcanization, the thermal expansion and contraction of the rubber will cause the vulcanized body to shrink by 2mm. After pre-compressing the vulcanized body into the overall outer jacket 402, the vulcanized body shrinks by another 4.5mm. Therefore, the radial pre-compression amount of the motor node in this embodiment is 6.5mm.

[0156] The existing motor node uses 42CrMo steel for the mandrel, while the optimized version uses 7075-T6 titanium alloy. The sulfide jacket and the integral jacket are made of Q345E steel, and the optimized integrated structure of the sulfide jacket and the integral jacket uses 6082-T6 titanium alloy. The optimized motor node reduces weight by 47.5%, and the weight comparison before and after optimization is shown in Table 7.

[0157]

[0158] III. System Function Integration:

[0159] 1. For example Figure 26 As shown, when a rail vehicle travels on a curve, the air springs in the bogie suspension damping system are used to inflate the air springs on both sides of the car body, causing the side of the rail vehicle body closer to the outside of the curve to rise, resulting in a slight tilt of the rail vehicle towards the inside of the curve. At the same time, the tilt of the car body 21 controls the extension and retraction of the connecting rods (left connecting rod 24 and right connecting rod 25) in the adjustable torsion bar system. The air springs not only serve as damping components but also enable slight tilting and control the extension and retraction of the connecting rods in the adjustable torsion bar system, achieving the goal of system function integration and thus realizing the lightweighting of the high-speed rail vehicle bogie suspension damping system.

[0160] 2. The liquid rubber composite node in the bogie suspension damping system includes a spindle and at least one pair of liquid cavities located on both sides of the spindle. A flow channel is provided inside the spindle to connect the liquid cavities on both sides of the spindle, so that when the liquid rubber composite node is under pressure, the liquid in the liquid cavities on both sides of the spindle flows to each other, thereby adjusting the dynamic stiffness of the liquid rubber composite node and realizing the variable stiffness characteristic of the liquid rubber composite node. This allows the wheelset to achieve soft steering when passing through curves, while maintaining the original positioning and vibration damping functions of the node, realizing functional integration. When the wheelset is cornering, there is no need to use a radial steering mechanism to actively steer the wheelset.

[0161] 3. Replace the steel springs and pads in the bogie suspension damping system components with leaf springs and install them between the bogie and axle box.

[0162] like Figure 28 As shown, one type of liquid rubber composite joint involved in this invention includes an outer sleeve 901, a mandrel 902, and an intermediate spacer 903 added between the outer sleeve 901 and the mandrel 902. The intermediate spacer 903 and the mandrel 902 are vulcanized and bonded together by rubber 904, and then the intermediate spacer 903 and the mandrel are interference-fitted into the outer sleeve 901. The rubber 904 has multiple independent liquid cavities, each containing liquid (not shown in the figure), and the multiple liquid cavities are connected by flow channels. The multiple liquid cavities include those located in… Figure 28 The liquid cavity 905 in the upper middle position and located in Figure 28 The liquid cavity 906 in the lower middle position has a flow channel located inside the mandrel 902, including a first flow channel 907 and a second flow channel 908. One end of the first flow channel 907 is connected to the first liquid cavity 905, and one end of the second flow channel 908 is connected to the second liquid cavity 906. A stepless flow channel control valve is located inside the mandrel at the other end of the first flow channel 907 and the second flow channel 908, and the other ends of the first flow channel 907 and the second flow channel 908 are connected through the stepless flow channel control valve. In this embodiment, during operation, the cross-sectional area of ​​the connection between the first flow channel 907 and the second flow channel 908 is controlled by the stepless flow channel control valve, thereby precisely controlling the volume of liquid flowing between the first flow channel 907 and the second flow channel 908, and changing the dynamic stiffness of the liquid rubber composite joint. Therefore, this embodiment can actively control the variable stiffness of the liquid rubber composite joint according to the operating environment of the rail vehicle during operation, thereby changing the dynamic stiffness of the liquid rubber composite joint.

[0163] like Figure 29 As shown, the stepless flow control valve device in this embodiment includes a control valve base 909 and a servo cylinder 910. A connecting through-hole 911 is formed in the control valve base 909, connecting flow channel one 907 and flow channel two 908. Inside the control valve base 909, a movable rod 912 is also provided. A valve plate 913 is provided at one end of the rod 912, passing through the connecting through-hole 911 and blocking the middle of the connecting through-hole 911, thereby controlling the opening degree of the connecting through-hole 911. The servo cylinder 910 is connected to the rod 912, and by driving the rod 912 to move back and forth, the opening degree of the connecting through-hole 911 can be precisely controlled.

[0164] Because liquid exists within the liquid rubber composite joint, and rod 912 needs to move back and forth for precise control, liquid leakage is a likely problem. To solve this problem, such as... Figure 30 and Figure 31 As shown, the applicant configures the control valve base 909 as a closed base structure. The control valve base 909 is made of non-magnetic material and is long cylindrical in this embodiment, including a cylindrical body 90911 and a rectangular body 90912 disposed at one end of the cylindrical body 90911. A connecting through hole 911 penetrates radially through the cylindrical body 90911 at one end of the long cylindrical closed base. A rod moving cavity 90913 is disposed axially inside the cylindrical body 90911. One end of the rod moving cavity 90913 communicates with the connecting through hole 911, and the other end extends to the rectangular body 90912. Figure 32 As shown, one end of the rod 912 is connected to a valve plate 913, and the other end of the rod 912 is connected to a magnet end 914. The rod 912, valve plate 913, and magnet end 914 form a single unit, which is placed inside the rod moving cavity 90913 and can move back and forth along the rod moving cavity 91. During the back and forth movement, the magnet end 914 always moves within the rectangular body 90912. Figure 33 As shown, a U-shaped seat 9102 is provided on the output shaft 9101 of the servo electric cylinder 910. The U-shaped seat 9102 can be made of a metal material that can be attracted by a magnet, such as... Figure 29 and Figure 34 As shown, after installation, the rectangular body 90912 of the control valve base 909 extends into the U-shaped opening of the U-shaped seat. Since a magnet end 914 is provided inside the rectangular body 90912, a magnetic connection is formed through the attraction between the magnet end 914 and the U-shaped seat. This allows the servo cylinder 910 to drive the rod 912, valve plate 913, and magnet end to move back and forth together, precisely controlling the opening of the connecting through hole 911. In this embodiment, the control valve base 909 is a closed structure, thus avoiding liquid leakage from the liquid rubber composite joint. Simultaneously, the magnetic connection design allows the servo cylinder 910 to precisely control the opening of the connecting through hole 911, achieving the goal of actively controlling the variable stiffness of the liquid rubber composite joint according to the operating environment of the rail vehicle.

[0165] The installation of the flow channel stepless control valve device is described below:

[0166] Installation of the control valve base: such as Figure 35As shown, a multi-level internal bore is provided inside the mandrel 902 of the liquid rubber composite node. In this embodiment, a three-level internal bore is provided, including a primary bore 915, a secondary bore 916, and a tertiary bore 917. These three bores are distributed sequentially along the mandrel axis and are interconnected. The diameter of the primary bore 915 is less than the diameter of the secondary bore 916, which is less than the diameter of the tertiary bore 917. One end of the primary bore 915 is also connected to flow channel 1 907 and flow channel 2 908. A step portion 1 918 is formed between the primary bore 915 and the secondary bore 916, and a step portion 2 919 is formed between the secondary bore 916 and the tertiary bore 917. Figure 29 and Figure 30 As shown, the control valve base 909 of the flow channel stepless control valve device has a flange 90914 at the contact point between the cylindrical body 90911 and the rectangular body 90912. During installation, the cylindrical body 90911 is inserted into the primary hole 915, so that the flange 90914 contacts the step portion 918. Then, the flange 90914 is tightened with screw 920, thereby installing the cylindrical body 90911 in the primary hole 915. After installation, the two ends of the connecting through hole 911 on the cylindrical body 90911 are connected to the first flow channel 907 and the second flow channel 908, respectively. The rectangular body 90912 of the control valve base 909 is located in the secondary hole 916. To further prevent liquid leakage, a sealing ring 921 can be added between the flange 90914 and the step portion 918.

[0167] Installation of servo electric cylinders: such as Figure 29 and Figure 33 As shown, a base plate 9103 is provided on one end of the servo cylinder 910. During installation, the servo cylinder 910 is inserted into the secondary hole 916, so that the base plate 9103 contacts the step portion 919. Then, the base plate 9103 is locked with screws 922, thereby installing the servo cylinder 910 in the secondary hole 916. After installation, the rectangular body 90912 of the control valve base 909 extends into the U-shaped seat of the servo cylinder 910. A vibration damping sleeve 923 is also provided between the outer peripheral surface of the servo cylinder 910 and the inner peripheral surface of the secondary hole 916 to protect the servo cylinder.

[0168] After the servo electric cylinder is installed, the cover 925 is finally locked onto the end of the three-stage hole 917 using screw 3 924, thus completing the installation of the flow channel stepless control valve device.

[0169] like Figure 29 As shown, in order to further actively control the flow channel stepless control valve device, a position sensor 926 is also provided in the secondary hole 916, and a sensing plate 927 is also provided on the output shaft 9101 of the servo electric cylinder 910. Through the cooperation of the sensor 926 and the sensing plate 927, the opening degree of the connecting through hole 911 can be precisely controlled.

[0170] In summary, this invention controls the cross-sectional area of ​​the connection between flow channel one and flow channel two through a stepless flow control valve device, thereby precisely controlling the volume of liquid flowing between flow channel one and flow channel two and changing the dynamic stiffness of the liquid rubber composite joint. Therefore, this invention can actively control the variable stiffness of the liquid rubber composite joint according to the operating environment of the rail vehicle during operation, thus changing the dynamic stiffness of the liquid rubber composite joint. Specifically, by designing the stepless flow control valve device, a servo electric cylinder is used as the control power source to drive the valve plate to move precisely, thereby controlling the opening of the connecting through hole precisely, thus achieving active control of the variable stiffness of the liquid rubber composite joint. The control valve base is set as a closed base structure, and a magnetic connection pair is formed between the rod magnet end located inside the control valve base and the metal seat on the output shaft of the servo electric cylinder located outside the control valve base. This allows the servo electric cylinder to drive the rod to move back and forth, thus achieving active control of the variable stiffness of the liquid rubber composite joint while solving the problem of liquid leakage caused by active control of variable stiffness. By designing the installation method for the flow channel stepless control valve device, the device can be installed conveniently and quickly, improving production efficiency. It also facilitates disassembly and maintenance.

[0171] In this embodiment, "multiple" refers to a quantity of "two or more".

[0172] The small-amplitude tilt is a component of both the lightweight improved bogie suspension vibration damping system and the intelligent improved bogie suspension vibration damping system. The small-amplitude tilt includes a cylinder, left air spring 22, and right air spring 23. A control component is provided to control the entry and exit of compressed air into or from the left air spring 22 / right air spring 23, creating a height difference between them. This causes the rail vehicle body to tilt inwards towards the curve at an angle β relative to the rail surface. Figure 26 As shown; the connecting rods (left connecting rod 24 and right connecting rod 25) of the adjustable torsion bar system are fixed to the vehicle body 21, and the tilting of the vehicle body 21 provides an external force to control the extension and retraction of the connecting rods.

[0173] In summary, this invention optimizes the design of the laminated spring, motor joint, center pin sleeve, swing arm joint, liquid rubber joint, traction joint, motor stop, lateral buffer, small-amplitude tilting system, and leaf spring. Redundancy is eliminated in the laminated spring, swing arm joint, and liquid rubber composite joint components, reducing the number of parts, lowering the overall weight, reducing processes, and improving product reliability. Furthermore, material replacement of metal parts in the laminated spring and swing arm joint further reduces weight, enabling the laminated spring, swing arm joint, and liquid rubber composite joint to meet the lightweight requirements of higher-speed rail vehicles. Replacing the materials of the metal parts in the motor joint, center pin sleeve, traction joint, motor stop, lateral buffer, and leaf spring with lighter materials such as aluminum alloy or titanium alloy further reduces the weight of these components. After replacing the material with a lighter one, the rubber parts, which consist of an outer sleeve, a spindle, and rubber, are prone to deformation during pressing or use due to the change in material. Their ellipticity is increased compared to existing products. Among the 10 components mentioned above, the center pin sleeve and traction node have this problem. Both of these components have open sections in their rubber. To reduce the ellipticity of the bogie suspension damping system components, the open sections in the rubber of the bogie suspension damping system components are symmetrically and evenly distributed. Since the center pin sleeve is a long, thin-walled component, its outer sleeve is thickened to enhance its rigidity. The motor node includes a vulcanized outer sleeve and a solid outer sleeve. After using aluminum alloy for both the vulcanized and solid outer sleeves, they are integrated into a single piece to enhance the strength of the outer sleeve. In addition, the number of bogie components is reduced through system function integration to achieve weight reduction. In this embodiment, the liquid rubber composite node, leaf spring, and small-amplitude sway bar achieve weight reduction through system function integration. The liquid rubber composite node and small-amplitude sway bar also incorporate intelligent design. The above three lightweighting methods can reduce the total weight of the bogie suspension damping system components by more than 30%, and through intelligent integration, meet the requirements of lightweighting and intelligentization of the high-speed train bogie suspension damping system.

Claims

1. A railway vehicle bogie suspension damping system comprising an integrated laminated spring comprising a rubber pad and a stop, the rubber pad comprising a rubber pad rubber, a rubber pad bottom plate and a rubber pad top plate, the stop comprising a stop base, a stop rubber and a stop top plate; characterized in that, The rubber pad top plate and the stop base are integrated, so that the laminated spring is lightened; the rubber pad top plate and the stop base are integrally vulcanized and bonded with the rubber pad bottom plate through the rubber pad rubber, and the rubber pad top plate and the stop base are integrally vulcanized and bonded with the stop top plate through the stop rubber, so that the rubber pad bottom plate, the rubber pad top plate, the stop base and the stop top plate are integrally formed by injection molding; the rubber pad top plate and the stop base are provided with a rubber flow channel for connecting the rubber pad rubber and the stop rubber, and the rubber pad rubber and the stop rubber are made of the same rubber material; the thickness of the stop rubber profile is increased, so that the strength of the stop and the rubber pad is matched, so that the stop rubber part and the rubber pad rubber use the same rubber material; the metal part of the laminated spring is made of a material lighter than steel; the part playing an auxiliary role under a large or limit load is made of a polymer material, and the other metal parts are made of a low-density high-strength alloy material; the strength of the material used by the stop base and the rubber pad top plate is greater than the strength of the material used by the rubber pad bottom plate; a drainage hole is arranged on the boss for drainage; characterized in that it further comprises a rotating arm node, the rotating arm node comprises an outer sleeve, an inner sleeve, a mandrel and rubber between the inner sleeve and the mandrel, the mandrel and the inner sleeve are integrated, and the mandrel and the inner sleeve are shaped as thin at both ends and thick in the middle, and the volume of the integrated mandrel and inner sleeve is smaller than that of the separated mandrel and inner sleeve, so that the rotating arm node is lightened; further comprising a liquid rubber composite node, the node mounting ring body at the end of the rotating arm body is divided into two node mounting semicircular bodies, and the liquid rubber composite node is arranged between the two node mounting semicircular bodies; the liquid rubber composite node comprises a mandrel, an outer sleeve body located at the outer periphery of the mandrel and rubber vulcanized between the mandrel and the outer sleeve body, a flow channel and a liquid injection hole connected with the flow channel are arranged in the mandrel; a plurality of openings are formed on the peripheral surface of the outer sleeve body, and after vulcanization, the rubber is wrapped in the plurality of openings to form a plurality of recesses independent of each other, and the recesses can be blocked by the node mounting ring body of the rotating arm to form liquid cavities, and the liquid cavities are connected through the flow channel.

2. A railway vehicle bogie suspension damping system according to claim 1, characterised in that, Further comprising a motor node, a motor stop, a transverse buffer, a center pin sleeve, a traction node and a leaf spring, the metal part of each component is made of a material lighter than steel; the part playing an auxiliary role under a large or limit load is made of a polymer material, and the other metal parts are made of a low-density high-strength alloy material.

3. A railway vehicle bogie suspension damping system according to claim 2, characterised in that, The low-density high-strength alloy material is an aluminum alloy material or a titanium alloy material.

4. A railway vehicle bogie suspension damping system according to claim 3, characterised in that, The rubber of the center pin sleeve and the traction node is uniformly distributed in a symmetrical manner.

5. A railway vehicle bogie suspension damping system according to claim 4, characterised in that, The outer sleeve of the center pin sleeve is made of a low-density high-strength alloy material, the thickness of the outer sleeve is increased, the thickness of the rubber is reduced, the increased thickness of the outer sleeve is equal to the reduced thickness of the rubber, so that the volume of the center pin sleeve as a whole remains unchanged.

6. The railway vehicle truck suspension damping system of claim 3, wherein, The vulcanized body sleeve and the overall sleeve of the motor node are integrated.

7. The railway vehicle truck suspension damping system of claim 1, wherein, Further comprising a small amplitude tilting, using the air spring in the bogie suspension damping system components, by inflating the air springs on both sides of the vehicle body, the side of the railway vehicle body close to the outside of the curve is raised, and the railway vehicle forms a small amplitude tilting towards the inside of the curve.

8. The railway vehicle bogie suspension damping system according to claim 7, wherein the small amplitude roll comprises a wind cylinder, a left air spring and a right air spring, a control assembly is arranged to control the compressed air to enter or discharge from the left air spring and the right air spring, so that a height difference is generated between the left air spring and the right air spring, and a roll angle of the railway vehicle body to the curve inside is formed relative to the rail surface.

9. The railway vehicle bogie suspension damping system according to claim 8, wherein the small amplitude roll further comprises an adjustable torsion bar system, and the extension and contraction of a connecting rod in the adjustable torsion bar system is controlled by the roll of the vehicle body.

10. The railway vehicle truck suspension damping system of claim 1, wherein, The liquid rubber composite node comprises a mandrel and at least one pair of liquid cavities located at both sides of the mandrel, a flow channel one and a flow channel two are arranged inside the mandrel, one end of the flow channel one is communicated with a liquid cavity one of the pair of liquid cavities, one end of the flow channel two is communicated with a liquid cavity two of the pair of liquid cavities, a flow channel endless control valve device is arranged inside the mandrel and at the other end of the flow channel one and the flow channel two, the other end of the flow channel one and the flow channel two is communicated through the flow channel endless control valve device, the cross-sectional area of the communication between the flow channel one and the flow channel two is controlled through the flow channel endless control valve device, so that the liquid volume between the flow channel one and the flow channel two can be accurately controlled, and the dynamic stiffness of the liquid rubber composite node can be changed in real time.

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