Primary suspension device, bogie and railway vehicle

Abstract

The embodiment of the application provides a primary suspension device, a bogie and a railway vehicle, wherein the primary suspension device comprises: a suspension base; the suspension base is provided with an open suspension cavity, and a side wall of the suspension cavity is provided with a first magnetic element; and a suspension pin; the suspension pin can enter and exit the suspension cavity from the opening, and the suspension pin has the same magnetic pole as the first magnetic element. The primary suspension device, the bogie and the railway vehicle provided by the embodiment of the application can buffer the vibration between the frame and the wheel set, the suspension pin does not directly contact the suspension base, vibration abnormal sound is not generated, mechanical wear is reduced, and the service life of each component is prolonged.

Description

Technical Field

[0001] The present application relates to rail vehicle running technology, and in particular to a primary suspension device, a bogie and a rail vehicle. Background Art

[0002] The bogie is a critical component of rail vehicles, supporting the vehicle body and enabling both running and steering functions. The bogie primarily consists of a frame and wheelsets. The frame is the primary load-bearing component and features multiple connection interfaces. The wheelsets are positioned beneath the frame, with a suspension system installed between the wheelsets and the frame to cushion vibrations between the frame and wheelsets, reducing the transmission of wheel-rail vibrations to the frame.

[0003] Traditional primary suspension systems mostly consist of steel and rubber springs, all of which are in mechanical contact with the frame and wheelsets. This creates a lot of noise during operation, compromising ride comfort. Furthermore, the primary suspension, wheelsets, and frame are subject to significant wear, which inadvertently shortens their service life and requires frequent maintenance. Summary of the Invention

[0004] In order to solve one of the above-mentioned technical defects, the embodiments of the present application provide a series suspension device, a bogie and a rail vehicle.

[0005] According to a first aspect of an embodiment of the present application, there is provided a primary suspension device, comprising:

[0006] A suspension base; the suspension base is provided with an open suspension cavity, and a first magnetic member is provided on a side wall of the suspension cavity;

[0007] The suspension pin can enter and exit the suspension cavity from the opening, and the suspension pin has the same magnetic pole as the first magnetic member.

[0008] According to a second aspect of an embodiment of the present application, there is provided a bogie comprising: the primary suspension device as described above.

[0009] According to a third aspect of an embodiment of the present application, there is provided a rail vehicle comprising: the bogie as described above.

[0010] The technical solution provided in the embodiments of the present application is a primary suspension device using a suspension base and a suspension pin. An open suspension chamber is provided in the suspension base, and a first magnetic member is provided on the side wall of the suspension chamber. The suspension pin can enter and exit the suspension chamber through the open chamber. The suspension pin has the same magnetic pole as the first magnetic member, and the same magnetic repulsive force enables the suspension pin to move in a direction away from the suspension base. This primary suspension device is applied to the bogie of a rail vehicle. The suspension pin is used to connect to the frame, and the suspension base is used to connect to the wheelset axle box. This primary suspension device can buffer the vibration between the frame and the wheelset. In addition, the suspension pin and the suspension base are not in direct contact, so no vibration or abnormal noise will be generated. This also reduces mechanical wear and extends the service life of each component. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0012] Figure 1 A schematic diagram of the structure of a primary suspension device provided in an embodiment of the present application from a top view;

[0013] Figure 2 A schematic diagram of the structure of a primary suspension device provided in an embodiment of the present application from an upward angle;

[0014] Figure 3 A cross-sectional view of a suspension device provided in an embodiment of the present application;

[0015] Figure 4 for Figure 3 Magnified view of area A in the middle;

[0016] Figure 5 A schematic diagram of the structure of a suspension base in a series of suspension devices provided in an embodiment of the present application from a top view;

[0017] Figure 6 A cross-sectional view of a suspension base in a series of suspension devices provided in an embodiment of the present application;

[0018] Figure 7 A schematic diagram of the structure of a suspension pin in a suspension device provided in an embodiment of the present application;

[0019] Figure 8 A schematic diagram showing another angle of a suspension pin in a suspension device provided in an embodiment of the present application;

[0020] Figure 9 A schematic structural diagram of a bogie provided in an embodiment of the present application;

[0021] Figure 10 A schematic diagram of a bogie frame from a top view provided in an embodiment of the present application;

[0022] Figure 11 A schematic diagram of a bogie frame provided in an embodiment of the present application from a bottom-up perspective;

[0023] Figure 12 A schematic diagram of a portion of the structure of a bogie frame provided in an embodiment of the present application;

[0024] Figure 13 An exploded view of a frame in a bogie provided in an embodiment of the present application;

[0025] Figure 14 A partial cross-sectional view of a bogie frame provided in an embodiment of the present application;

[0026] Figure 15 A schematic structural diagram of a bogie side beam provided in an embodiment of the present application;

[0027] Figure 16 A cross-sectional view of an air spring and a side beam provided in an embodiment of the present application;

[0028] Figure 17 for Figure 16 Magnified view of area B in the middle;

[0029] Figure 18 A schematic diagram of the structure of an air spring provided in an embodiment of the present application that bears a first load;

[0030] Figure 19 A schematic diagram of the structure of the air spring provided in an embodiment of the present application that bears a second load;

[0031] Figure 20 A schematic diagram showing changes in the bottom elastic member of the air spring of the bogie provided by an embodiment of the present application when subjected to different loads;

[0032] Figure 21 A schematic diagram of a portion of the structure of a bogie side beam provided in an embodiment of the present application;

[0033] Figure 22 for Figure 14 Magnified view of area C in the middle;

[0034] Figure 23 A schematic structural diagram of a crossbeam in a bogie provided in an embodiment of the present application;

[0035] Figure 24 A schematic diagram of a portion of the structure of a crossbeam in a bogie provided in an embodiment of the present application;

[0036] Figure 25 A schematic structural diagram of a primary mounting seat in a bogie assembly provided in an embodiment of the present application;

[0037] Figure 26A schematic diagram of the structure of a bottom cabin device provided in an embodiment of the present application being arranged on a bogie;

[0038] Figure 27 A schematic diagram of the structure of the bottom hold device provided in an embodiment of the present application from a top view;

[0039] Figure 28 A schematic diagram of another top view of the bottom hold device provided in an embodiment of the present application;

[0040] Figure 29 A schematic diagram of the structure of the bottom cabin device provided in an embodiment of the present application from an upward perspective;

[0041] Figure 30 This is another structural schematic diagram of the bottom cabin device provided in an embodiment of the present application being arranged on a bogie;

[0042] Figure 31 A schematic diagram showing another angle of the bottom cabin device provided in an embodiment of the present application being arranged on a bogie;

[0043] Figure 32 A schematic diagram of the structure of the bottom cabin device provided in an embodiment of the present application connected to the frame via a boom assembly;

[0044] Figure 33 for Figure 27 Magnified view of area E in the middle;

[0045] Figure 34 A cross-sectional view of a bottom cabin device provided in an embodiment of the present application connected to an axle box via a wire rope vibration damper;

[0046] Figure 35 This is a schematic diagram of the air water filtration device in the bogie provided in an embodiment of the present application. DETAILED DESCRIPTION

[0047] In order to make the technical solutions and advantages of the embodiments of the present application more clearly understood, the exemplary embodiments of the present application are further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, and are not an exhaustive list of all the embodiments. It should be noted that the embodiments and features in the embodiments of the present application can be combined with each other unless they conflict.

[0048] This embodiment provides a primary suspension device that can be arranged between the frame and the wheelset of the bogie to reduce vibration between the wheelset and the frame.

[0049] like Figures 1 to 8As shown, the primary suspension device provided in this embodiment includes a suspension base 31 and a suspension pin 32. The suspension base 31 is located at the bottom, with its bottom end connected to the axle box in the wheelset. The suspension pin 32 is located at the top, with its top end connected to the frame.

[0050] by Figure 3 For example, the suspension base 31 is provided with a suspension cavity 311 with an open top, and a first magnetic member 312 is provided on the sidewall of the suspension cavity 311. The first magnetic member 312 can be a permanent magnet or an electromagnet.

[0051] The suspension pin 32 can enter and exit the suspension chamber 311 through the opening. The suspension pin 32 is magnetic, and its magnetic pole is the same as that of the first magnetic member 312. If the first magnetic member 312 has an N pole, the suspension pin 32 also has an N pole; if the first magnetic member 312 has an S pole, the suspension pin 32 also has an S pole. A mutual repulsive force is generated between the suspension pin 32 and the first magnetic member 312.

[0052] The suspension pin 32 itself can be made of a permanent magnet or an electromagnet. Alternatively, the suspension pin 32 itself is non-magnetic, and a second magnetic member is provided inside or on the surface of the suspension pin 32, wherein the magnetic pole of the second magnetic member is the same as that of the first magnetic member.

[0053] When the load on the frame is large, downward pressure is applied to the suspension pin 32 so that the suspension pin 32 overcomes the mutual repulsion of the magnetic poles and moves downward, and a larger portion of the suspension pin 32 enters the suspension cavity 311. When the load on the frame is small, the mutual repulsion of the magnetic poles pushes the suspension pin 32 upward. The load is buffered by the magnetic mutual repulsion. Similarly, when the road surface on which the rail vehicle travels is uneven, the vibration of the wheel and rail is transmitted to the primary suspension device through the wheelset. The mutual repulsion of the magnetic poles makes the vertical movement of the suspension pin 32 smaller than the vertical movement of the suspension base 31, achieving the effect of buffering the wheel and rail vibration, reducing the vibration of the car and improving ride comfort. In addition, there is no contact between the suspension pin 32 and the suspension base 31, and no abnormal noise will be generated. The probability of mechanical contact between the two is also small, thereby reducing wear and extending the service life.

[0054] The technical solution provided in this embodiment comprises a primary suspension device using a suspension base and a suspension pin. An open suspension chamber is provided within the suspension base, and a first magnetic member is disposed on the sidewall of the suspension chamber. The suspension pin can enter and exit the suspension chamber through the open chamber. The suspension pin has the same magnetic pole as the first magnetic member, and the mutually repulsive force of the same magnetic properties enables the suspension pin to move away from the suspension base. This primary suspension device is applied to the bogie of a rail vehicle. The suspension pin is used to connect to the frame, and the suspension base is used to connect to the wheelset axle box. This primary suspension device can buffer vibrations between the frame and the wheelset. Furthermore, the suspension pin and the suspension base do not directly contact each other, thus preventing vibrations and abnormal noises. This also reduces mechanical wear and extends the service life of various components.

[0055] The first magnetic member 312 is arranged along the circumference of the suspension base 31. The first magnetic member 312 can be a closed ring or an open ring. Alternatively, there are multiple first magnetic members 312, which are evenly arranged along the circumference of the suspension base 31. In the drawings of this embodiment, four first magnetic members 312 are evenly arranged along the circumference of the suspension base 31 to maintain a uniform magnetic field between the suspension pins, allowing the suspension pins 32 and the suspension base 31 to move relative to each other in the vertical direction, while reducing relative movement in the horizontal direction.

[0056] When the suspension pin 32 is subjected to a large vehicle load or the wheel / rail experiences a large instantaneous vibration amplitude, the suspension pin 32 may contact the suspension base 31. Side stops 33 are provided on the circumference of the suspension pin 32. The side stops 33 are arranged in a one-to-one correspondence with the first magnetic member 312. The side stops 33 contact the first magnetic member 312, preventing direct contact between the suspension pin 32 and the first magnetic member 312. This reduces impact wear on the suspension pin 32 and the first magnetic member 312, further extending their service life.

[0057] In this embodiment, four side stoppers 33 are evenly arranged on the outer circumference of the suspension pin 32 , and the positions of the side stoppers 33 are aligned with the first magnetic member 312 .

[0058] Furthermore, a bottom stop block 34 is provided between the bottom end of the suspension pin 32 and the suspension base 31 , specifically between the bottom end of the suspension pin 32 and the bottom wall of the suspension chamber 311 , to avoid direct contact between the bottom end of the suspension pin 32 and the suspension base 31 .

[0059] The side stop block 33 can be made of materials such as felt, silica gel, rubber, etc., and has a certain buffering capacity.

[0060] Regarding the shapes of the suspension base 31 and suspension pin 32, this embodiment provides a method: the cross-sectional area of ​​the suspension chamber 311 gradually decreases as it moves inward from the opening, with the cross-sectional area at the opening being the largest. Accordingly, the cross-sectional area of ​​the suspension pin 32 gradually decreases as it enters the suspension chamber 311, resulting in a larger top and smaller bottom shape for easier entry and exit from the suspension chamber 311.

[0061] One solution is that the cross-section of the suspension pin 32 is circular, and further, the suspension pin 32 is truncated cone-shaped. The side wall of the suspension cavity 311 is a conical surface.

[0062] An annular step 322 is provided at the end of the suspension pin 32 that faces the interior of the suspension chamber 311, that is, at the bottom edge of the suspension pin 32. A bottom stopper 34 is sleeved on the bottom of the suspension pin 32 and abuts against the annular step 322. This reduces the diameter of the bottom stopper 34 and prevents interference with the relative movement between the suspension pin 32 and the suspension base 31.

[0063] Based on the above technical solution, the bottom wall of the suspension chamber 311 is provided with a first-order limiting protrusion 313 extending toward the opening. The limiting protrusion 313 can be cylindrical. Correspondingly, the end of the suspension pin 32 facing the interior of the suspension chamber 311 (the bottom end of the suspension pin 32) is provided with a first-order limiting hole 321 for accommodating the first-order limiting protrusion 313.

[0064] The first-stage limiting boss 313 is inserted into the first-stage limiting hole 321. During the vertical relative movement of the suspension base 31 and the suspension pin 32, the first-stage limiting boss 313 will not fall out of the first-stage limiting hole 321, and limits the suspension base 31 and the suspension pin 32 to only move vertically relative to each other.

[0065] As for the matching mode between the suspension base 31 and the wheelset, a series of axle box positioning pins 314 can be set at the bottom end of the suspension base 31, which can be inserted into the positioning hole at the top of the axle box to achieve vertical positioning and horizontal limitation, thereby avoiding relative horizontal movement between the series of suspension devices and the axle box.

[0066] As for the matching mode between the suspension pin 32 and the frame, a series of frame positioning pins 323 can be set at the top of the suspension pin 32, which can be inserted into the positioning hole of the frame to achieve vertical positioning and horizontal limitation to avoid relative horizontal movement between the series of suspension devices and the frame.

[0067] This embodiment further provides a bogie comprising a frame and a primary suspension device provided in any of the above aspects. In this embodiment, the vehicle length direction is referred to as the longitudinal direction, the vehicle width direction is referred to as the transverse direction, and the vehicle height direction is referred to as the vertical direction, vertical, or vertical.

[0068] Further, such as Figures 9 to 14 As shown, the bogie includes: a frame, a wheelset 2, a primary suspension device 3, a secondary suspension device 4 and a traction device 5. The frame includes: side beams 11 and a cross beam 12. The two side beams 11 are arranged in parallel, and the cross beam 12 is connected between the two side beams 11.

[0069] The wheelset 2 is mounted at the end of the side sill 11. It includes an axle 21, wheels 22 mounted on the axle 21, and an axle box 23. The axle box 23 is located inside the wheels 22, forming a bogie with an internal axle box. A primary suspension device 3 is installed between the axle box and the side sill 11 to buffer the forces acting between the frame and the wheelset. A secondary suspension device 4 is installed between the frame and the vehicle body.

[0070] The side member 11 includes a side member body 11a and an air spring mounting portion 11b disposed outside the middle portion of the side member body 11a. The air spring mounting portion 11b has an air spring mounting hole 11c for mounting the secondary suspension device 4. An elastic member 43 is disposed in the air spring mounting hole 11c.

[0071] The secondary suspension system 4 includes an air spring 41 and an air spring guide 42. The air spring guide 42 is located at the bottom of the air spring. The air spring guide 42 is inserted into the air spring mounting hole 11c and contacts the elastic member 43. The top of the air spring 41 is connected to the vehicle body, bearing the vehicle load.

[0072] like Figure 18 As shown, when the external load applied to the air spring 41 is a relatively large first load, the air spring 41 falls on the top surface of the air spring mounting portion 11 b , and the air spring guide column 42 applies pressure to the elastic member 43 to compress the elastic member 43 .

[0073] like Figure 19 As shown, when the external load applied to the air spring 41 is a relatively small second load, the second load is less than the rebound force of the elastic member 43. The rebound force of the elastic member 43 pushes the air spring 41 upward, leaving an adjustment gap 45 between the air spring 41 and the air spring mounting portion 11b. An adjustment washer can be inserted into the adjustment gap 45 to adjust the height of the air spring. The second load can be zero or less than the rebound force of the elastic member.

[0074] During the static pressure stage of bogie production or maintenance, the component on top of the air spring is lifted by a jack. The air spring automatically moves upward and disengages from the frame due to the rebound force of the elastic member 43, facilitating the insertion of an adjustment washer into the gap between the air spring and the frame. The component on top of the air spring can be a car body, which is raised using a car lift. Alternatively, the component on top of the air spring can be a bolster, which is lifted by a jack.

[0075] In this solution, when the second load applied to the air spring is less than the rebound force of the elastic part or the second load is zero, the air spring automatically rises under the action of the rebound force of the elastic part. That is to say, it is only necessary to lift the component above the air spring to insert the adjustment pad, which eliminates the step of lifting the air spring in the traditional solution, can greatly reduce the workload and improve work efficiency. In addition, since no tools are used to lift the air spring, damage to the air spring is avoided, its service life is extended, and its reliability is improved.

[0076] Based on the above solution, this embodiment provides an implementation method: the empty spring mounting portion 11b is a box-shaped structure, which houses an empty spring mounting sleeve 44. A through hole is defined in the top of the empty spring mounting portion 11b. The empty spring mounting sleeve 44 is fixed to the inner surface of the top of the empty spring mounting portion 11b and communicates with the through hole. The interior space of the empty spring mounting sleeve 44 serves as the empty spring mounting hole.

[0077] The elastic member 43 is arranged in the empty spring installation sleeve 44. Specifically, the lower inner wall of the empty spring installation sleeve 44 is provided with a step surface, and the elastic member 43 is arranged on the step surface.

[0078] The elastic member 43 may be made of a material having a certain elastic deformation capability, such as a steel spring.

[0079] Figure 20 The right picture in FIG shows that the elastic member 43 is in a free state, and the height of the elastic member 43 is H3. Figure 20 The left figure shows that when the air spring is subjected to the first load, the elastic member 43 is compressed to an overall height of H1. Figure 20 The middle figure shows that after the vehicle body or the pillow block is lifted up, the elastic member 43 is only subjected to the gravity of the air spring. The gravity is smaller than the rebound force of the elastic member 43. The overall height of the elastic member 43 is H2, which pushes the air spring upward.

[0080] During air spring assembly, the empty spring guide at the bottom of the air spring is inserted into the empty spring mounting assembly to compress the steel spring. When the vehicle body is loaded onto the air spring, or the bolster is pressed onto the air spring, the steel spring is fully compressed. The thrust provided by the compressed steel spring is greater than the mass of the air spring. To adjust the height of the air spring later, the vehicle body is raised or the bolster is lifted with a jack. The air spring automatically moves upward and disengages from the side sill due to the rebound of the steel spring, facilitating the installation of adjustment pads.

[0081] On the basis of the above technical solution, this embodiment further provides a method for implementing the side beam body 11a and the empty spring mounting portion 11b, such as Figure 15 and Figure 21 As shown, the side beam body 11a includes: a side beam upper cover plate 111, a side beam lower cover plate 112, a side beam inner upright plate 113, and a side beam outer upright plate 114. The side beam lower cover plate 112 is connected between the bottom ends of the side beam inner upright plate 113 and the side beam outer upright plate 114, and the side beam upper cover plate 111 is connected between the top ends of the side beam inner upright plate 113 and the side beam outer upright plate 114. The side beam upper cover plate 111, the side beam lower cover plate 112, the side beam inner upright plate 113, and the side beam outer upright plate 114 are connected to form the side beam body of a box-shaped structure.

[0082] The empty spring mounting portion 11b includes an empty spring mounting plate 115. The ends of the empty spring mounting plate 115 are bent relative to the center of the empty spring mounting plate 115 toward the side beam outer plate 114 and connected to the side beam outer plate 114. The side beam upper cover plate 111 extends outward and connects to the top end of the empty spring mounting plate 115, while the side beam lower cover plate 112 extends outward and connects to the bottom end of the empty spring mounting plate 115.

[0083] The side member upper cover plate 111, the side member lower cover plate 112, the side member outer vertical plate 114, and the air spring mounting vertical plate 115 enclose a first additional chamber 116. The portion of the side member upper cover plate 111 extending into the first additional chamber 116 is provided with a through-hole. The air spring mounting sleeve 44 is located within the first additional chamber and is fixed to the lower surface of the side member upper cover plate 111, communicating with the through-hole. The air spring guide post 42 is open at its bottom end, connecting the first additional chamber 116 to the chamber inside the air spring.

[0084] The first additional chamber 116 is in communication with the inner cavity 411 of the air spring 41 and can serve as an additional chamber of the air spring to improve the cushioning capacity of the air spring, thereby adapting to a vehicle body with more complex loads.

[0085] Furthermore, the interior space of the side beam serves as a second additional chamber 117, and the side beam outer plate 114 is provided with a plate through-hole that connects the first additional chamber 116 and the second additional chamber 117. The second additional chamber 117 further serves as an additional chamber for the air spring, further enhancing the air spring's cushioning capacity.

[0086] On the basis of the above technical solution, Figure 13 and Figure 15 As shown, the inner side of the side beam upper cover plate 111 that extends beyond the side beam inner vertical plate 113 serves as the side beam upper connecting end 1111 , and the inner side of the side beam lower cover plate 112 that extends beyond the side beam inner vertical plate 113 serves as the side beam lower connecting end 1121 .

[0087] like Figure 23 and Figure 24 As shown, the crossbeam 12 includes an upper crossbeam cover plate 121, a lower crossbeam cover plate 122, and an outer crossbeam plate 123. The upper crossbeam cover plate 121 is connected to the top of the outer crossbeam plate 123, and the lower crossbeam cover plate 122 is connected to the bottom of the outer crossbeam plate 123. The portions of the outer crossbeam plate 123 that extend beyond the upper crossbeam cover plate 111 serve as crossbeam connecting ends 1231. These connecting ends 1231 are inserted between the upper side beam connecting end 1111 and the lower side beam connecting end 1121 and are connected to the inner side beam plate 113. The upper crossbeam cover plate 121 is butt-jointed to the upper side beam connecting end 1111, while the lower crossbeam cover plate 122 is butt-jointed to the lower side beam connecting end 1121.

[0088] For structures with separate side beams and cross beams, traditional solutions typically create through-holes in the side beams, through which the cross beams pass for connection and fixation. To ensure the required strength of the side beams, the side beams must be large enough to accommodate the cross beams and meet the vehicle's load capacity. However, this increases the size and weight of the side beams, further complicating the design, manufacture, transportation, and assembly of the bogie. The solution provided in this embodiment, however, eliminates the need for holes in the side beams for connection to the cross beams. This reduces the size and weight of the side beams while maintaining sufficient strength, facilitating a lightweight bogie design.

[0089] Building on the above technical solution, the crossbeam 12 also includes an inner crossbeam plate 124. This cylindrical structure serves as a center pin hole 1241, into which the traction pin of the traction device can be inserted, transmitting traction or braking force to the crossbeam. The inner crossbeam plate 124 is located between the two outer crossbeam plates 123. The upper crossbeam cover plate 121 is connected between the tops of the inner crossbeam plate 124 and the outer crossbeam plates 123, and the lower crossbeam cover plate 122 is connected between the bottoms of the inner crossbeam plate 124 and the outer crossbeam plates 123.

[0090] There are two crossbeam upper cover plates 121, one on each side of the crossbeam inner plate 124 and connected between the crossbeam inner plate 124 and the crossbeam outer plate 123. There are two crossbeam lower cover plates 122, one on each side of the crossbeam inner plate 124 and connected between the crossbeam inner plate 124 and the crossbeam outer plate 123.

[0091] The use of two crossbeam upper covers 121 and two crossbeam lower covers 122 connected between the crossbeam inner plates 124 and the crossbeam outer plates 123 can improve the strength of the crossbeam, and the crossbeam inner plates 124 form a space for inserting the traction pin, thereby realizing the transmission of traction and braking force between the vehicle body and the frame.

[0092] A specific solution: the transverse length of the crossbeam upper cover plate 121 is smaller than the crossbeam inner plate 124. Accordingly, there are two connecting ends 111 on the side beam, which are respectively inserted into both sides of the crossbeam inner plate 124 and connected to the crossbeam upper cover plate 121.

[0093] Furthermore, the crossbeam 12 also includes a crossbeam end plate 125, which extends vertically and connects between the inner crossbeam plate 124 and the outer crossbeam plate 123. Together with the upper crossbeam cover plate 121, the lower crossbeam cover plate 122, the outer crossbeam plate 123, and the inner crossbeam plate 124, the crossbeam end plate 125 forms a hollow box-like structure. Through holes are provided in the crossbeam end plate 125 to reduce weight and also serve as ventilation holes to keep the interior of the box-like structure dry.

[0094] Furthermore, the crossbeam 12 also includes crossbeam ribs 126, which are connected between the inner crossbeam plate 124 and the outer crossbeam plate 123. Multiple crossbeam ribs 126 are arranged at intervals. These ribs 126 enhance the strength of the crossbeam 12. They also have through-holes for weight reduction and serve as ventilation holes to keep the interior of the box-type structure dry. The tops of the crossbeam ribs 126 are recessed to create a gap between them and the crossbeam upper cover plate 121, reducing local stiffness and allowing for deformation.

[0095] Based on the above technical solution, a crossbeam-vertical plate connection assembly 127 is used to connect the inner crossbeam plate 124 and the outer crossbeam plate 123. This assembly comprises a crossbeam-vertical plate connection plate and a bolt. The crossbeam-vertical plate connection plate is positioned within the center pin hole. The bolt passes through the center pin hole, through the bolt holes in the crossbeam-vertical plate connection plate and the bolt holes in the outer crossbeam plate 123, and then connects with a nut. The crossbeam-vertical plate connection assembly 127 also serves as a stop for the traction pin, mitigating any rigid impact with the traction pin.

[0096] Furthermore, the crossbeam 12 further includes a transverse traction stop 128 located in the center pin hole 1241 and fixed to both ends of the crossbeam inner vertical plate 124 in the transverse direction, for limiting the transverse relative displacement between the traction pin and the crossbeam.

[0097] Furthermore, a plate through hole 1141 is formed on the side beam outer plate 114 to connect the first additional chamber 116 with the second additional chamber 117. Specifically, there are two plate through holes 1141, which are arranged in sequence along the length direction of the side beam outer plate 114.

[0098] Further, such as Figure 22 As shown, a plate notch 1142 is further provided at the bottom end of the side beam outer plate 114, which can, on the one hand, enable the first additional chamber 116 and the second additional chamber 117 to communicate with each other, and on the other hand, achieve drainage, so that the water in the empty spring mounting portion 11b enters the side beam body 11a from the plate notch 1142, and then is discharged from the drainage hole at the bottom of the side beam body 11a.

[0099] A primary mounting seat 13 is provided at the end of the side sill 11, providing an interface for connection with the primary suspension device 3. The primary mounting seat 13 is assembled to the side sill 11 as an independent component. For bogies with different wheelbases, the same side sill can be used, and only the position of the interface in the primary locating seat needs to be adjusted. Adjusting and manufacturing the primary locating seat is simpler and more efficient than designing, adjusting, and manufacturing the entire side sill. Furthermore, the side sill can be reused, making it suitable for bogies with various wheelbases, thereby reducing production costs.

[0100] like Figure 11 and Figure 25As shown, one end of the first-stage mounting seat 13 has an upper clamping arm 131 and a lower clamping arm 132, and a space for accommodating the end of the side beam 11 is formed between the upper clamping arm 131 and the lower clamping arm 132. The upper clamping arm 131 and the lower clamping arm 132 are respectively covered on the upper surface and the lower surface of the end of the side beam 11 and are fixedly connected to the end of the side beam, for example, they can be connected by welding process.

[0101] The central bottom surface of the primary mounting seat 13 is provided with an interface for connecting to the primary suspension system, which is located below the primary mounting seat 13. The wheelset load is transmitted to the primary mounting seat 13 through the primary suspension system, which then bears this load. The position of the interface for connecting to the primary suspension system can be set and machined according to the bogie wheelbase. The side beam can be combined with different primary locating seats to meet the requirements of bogies with different wheelbases.

[0102] Both ends of the side beam 11 are provided with primary mounting seats 13 , and a frame requires four primary mounting seats 13 in total.

[0103] This embodiment provides a specific implementation method: the distance between the upper clamping arm 131 and the middle of the first series mounting base is greater than the distance between the lower clamping arm 132 and the middle of the first series mounting base. This is equivalent to the upper clamping arm 131 being much higher than the middle of the first series mounting base, while the lower clamping arm 132 is only slightly lower than the middle of the first series mounting base.

[0104] The upper clamping arm 131, the lower clamping arm 132 and the middle part of the first series mounting seat have a smooth transition. The upper clamping arm 131, the lower clamping arm 132 and the middle part of the first series mounting seat are an integrally formed structure, for example, they can be formed by casting.

[0105] In one embodiment, the central bottom surface of the primary mounting seat 13 is provided with two primary positioning holes 133, arranged sequentially along the length of the side beam, serving as interfaces for connecting to the bogie's primary suspension. A positioning pin at the top of the primary suspension is inserted into the primary positioning holes 133 to define the primary suspension's position.

[0106] The shape of the first series positioning hole 133 can be circular, oblong or other shapes, and can be specifically set according to the positioning pin on the top of the first series suspension device. In this embodiment, the first series positioning hole 133 is a circular hole.

[0107] Furthermore, the primary mounting seat 13 is provided with an interface for connecting to a primary vertical vibration damper. The primary vertical vibration damper is connected to the axle box on the wheelset at its bottom end and to the primary mounting seat 13 at its top end, and is used to buffer the vertical vibration between the wheelset and the side beam.

[0108] Specifically, a damper connection hole 134 is provided at the end of the primary mounting base 13, away from the side member, to serve as an interface for connecting to the primary vertical damper. This hole 134 extends through the upper and lower surfaces of the primary mounting base 13. The primary vertical damper is secured to the primary mounting base 13 via bolts after passing through this hole 134.

[0109] Furthermore, the first-stage mounting seat 13 can also be provided with an interface for connecting to the bogie compartment. The bogie compartment is arranged at the bottom and side of the bogie to cover the bogie to protect the bogie, and air guide ports are formed at the front and rear ends of the bogie respectively, so that air enters the bogie from the air guide ports and forms an orderly flow, and then flows out from another air guide port, thereby improving the heat dissipation effect of the bogie.

[0110] Regarding the solution for connecting the bogie pod to the primary mounting bracket 13, a bogie pod connection hole 135 is provided at the end of the primary mounting bracket 13, away from the side beam, to serve as an interface for connecting to the bogie pod. Four bogie pod connection holes 135 are arranged around the shock absorber connection holes 134 and are connected to the bogie pod via bolts.

[0111] In the above solution, the side beam upper cover plate 111, the side beam lower cover plate 112, and the side beam outer plate can be formed by a whole plate, while the side beam inner plate is formed by connecting multiple plates. Figure 15 As shown, the side beam inner vertical plate includes: a middle inner vertical plate 1131, an end inner vertical plate 1132 and a gear box hanger assembly 1133.

[0112] Among them, the middle inner plate 1131 is located in the middle of the side beam and is vertically arranged. Its top is connected to the side beam upper cover plate 111 and its bottom is connected to the side beam lower cover plate 112.

[0113] The end inner vertical plate 1132 is located at the end of the side beam and is arranged in a vertical line. Its top is connected to the side beam upper cover plate 111 and its bottom is connected to the side beam lower cover plate 112.

[0114] Gearbox hanger assembly 1133 is used to connect the gearbox and specifically includes a gearbox hanger vertical plate 11331 and a gearbox hanger 11332. Gearbox hanger vertical plate 11331 is located between and abuts against the middle inner vertical plate 1131 and the end inner vertical plates 1132. Gearbox hanger 11332 is located on the surface of gearbox hanger vertical plate 11331 that faces away from the side beam outer vertical plates.

[0115] The gear box hanger upright plate 11331 and the gear box hanger 11332 can be an integrated structure. During the manufacturing process of the side beam, the gear box hanger upright plate 11331 is welded between the middle inner upright plate 1131 and the end inner upright plate 1132, so that the gear box hanger 11332 can be directly assembled together during the manufacturing process of the side beam, so that the gear box hanger 11332 becomes a part of the side beam.

[0116] Completing the assembly during the side beam manufacturing process solves the problems of low assembly efficiency, high work intensity, low connection strength and easy fatigue damage caused by the traditional gearbox hanger being fixed to the frame by bolts. It can improve the assembly efficiency of the bogie, reduce the workload of operators, reduce the number of parts, and simplify maintenance.

[0117] In addition, the above technical solution uses the gearbox hanger as part of the side beam. This structure is more compact than the traditional structure and is more suitable for use in bogies with built-in axle boxes. Moreover, the gearbox hanger has a smaller mass, is easier to assemble, and helps to reduce the weight of the bogie.

[0118] The gearbox hanger 11332 and the gearbox hanger plate 11331 are integrally formed, for example, by casting, additive manufacturing, or the like. Compared to conventional solutions in which the gearbox hanger 11332 and the frame are connected via bolts, the integral formation of the gearbox hanger 11332 and the gearbox hanger plate 11331 overcomes the problems of bolted connections, such as lower joint strength and susceptibility to fatigue damage.

[0119] Gearbox hanger plate 11331 is butted against central and end inner plates 1131 and 1132, and can be welded together, providing high strength and enhancing the strength of the side sill and, ultimately, the entire structure. Gearbox hanger plate 11331 is flush with these plates, improving the integrity and visual appeal of side sill 11. Furthermore, the lack of protruding structures on the inner side of the side sill reduces stress concentration, further enhancing the side sill's strength.

[0120] In one specific embodiment, the gearbox hanger 11332 includes a first gearbox hanger arm 11332a and a second gearbox hanger arm 11332b. The first gearbox hanger arm 11332a and the second gearbox hanger arm 11332b are arranged in sequence along the length of the side beam 11, and both extend in the transverse direction. A space is left between the first gearbox hanger arm 11332a and the second gearbox hanger arm 11332b for connecting to a gearbox connector. The gearbox connector is inserted into the space and connected to the first gearbox hanger arm 11332a and the second gearbox hanger arm 11332b via bolts.

[0121] Based on the above technical solution, the inner vertical plate of the side beam further includes a motor hanger assembly 1134 for connecting the drive motor. The motor hanger assembly 1134 includes a motor hanger vertical plate 11341 and a motor hanger 11342.

[0122] Motor hanger plate 11341 is located at the end of central inner plate 1131 away from gearbox hanger assembly 1133, and is abutted against central inner plate 1131. Motor hanger 11342 is located on the surface of motor hanger plate 11341 facing away from the side beam outer plate. One end of motor hanger plate 11341 abuts against central inner plate 1131, and the other end extends to the end of side beam 11.

[0123] The motor hanger upright plate 11341 and the motor hanger 11342 can be an integrated structure. During the manufacturing process of the side beam, the motor hanger upright plate 11341 is welded to one side of the middle inner upright plate 1131, so that the motor hanger 11342 can be directly assembled together during the manufacturing process of the side beam, so that the motor hanger 11342 also becomes a part of the side beam and is assembled during the manufacturing process of the side beam, further improving the assembly efficiency of the bogie.

[0124] Specifically, the motor hanger upright plate 11341 and the motor hanger 11342 are integrally formed, for example, by casting, additive manufacturing, etc. Compared to conventional solutions in which the motor hanger 11342 is connected to the frame via bolts, the integral formation of the motor hanger upright plate 11341 and the motor hanger 11342 overcomes the problems of bolted connections, such as lower joint strength and susceptibility to fatigue damage.

[0125] Gearbox hanger plate 11341 is butted against central inner plate 1131, and can be welded together, enhancing the strength of the side sill and, ultimately, the entire structure. The flushness of gearbox hanger plate 11341 and central inner plate 1131 further enhances the integrity of side sill 11. The absence of protruding structures on the inner side of the side sill reduces stress concentration, further enhancing side sill strength.

[0126] A specific solution is: the motor hanger 11342 includes: a motor hanging arm, the motor hanging arm extends in a transverse direction, and the motor hanging arm is provided with an interface for connecting to a motor connecting member. The motor connecting member is connected to the motor hanging arm by bolts.

[0127] On the basis of the above technical solution, the bogie also includes a bogie cabin, specifically a bottom cabin device, which is installed at the bottom of the bogie and can protect the bogie to prevent stones and solid objects on the track surface from hitting the bogie, and can also prevent dirt such as mud from adhering to the bogie.

[0128] like Figures 26 to 34 As shown, the bogie bottom tank device provided in this embodiment includes: a bottom tank frame 61 and a bottom tank skin 62 connected to the bottom tank frame 61. The bottom tank frame 61 is connected to the frame of the bogie, and the bottom tank skin 62 is connected to the bottom of the bottom tank frame 61.

[0129] The bottom tank frame includes a bottom tank longitudinal beam 611, a short bottom tank crossbeam 612, and a long bottom tank crossbeam 613. The two bottom tank longitudinal beams 611 are parallel and spaced apart. The long bottom tank crossbeam 613 connects the middle of the two bottom tank longitudinal beams 611, with the ends of the long bottom tank crossbeam 613 extending beyond the bottom tank longitudinal beams 611. The short bottom tank crossbeam 612 is located outside the long bottom tank crossbeam 613 and connects between the two bottom tank longitudinal beams 611.

[0130] The bottom hold skin comprises a main skin body 621 and side skin sections 622. The main skin body 621 extends longitudinally, overlying the bottom hold longitudinal beams 611 and short bottom hold transverse beams 612. The side skin sections 622 are located on either side of the longitudinal center of the main skin body 621 and overlying the ends of the long bottom hold transverse beams 613.

[0131] The size of the bottom tank skin is larger than the coverage area of ​​the bottom tank frame. The bottom tank frame plays the role of support and connection, and the bottom tank skin plays the role of blocking and protection.

[0132] The nacelle frame provides support and connection, while the nacelle skin acts as a barrier, preventing rocks and other solid objects on the rail surface from colliding with bogie components. This protects the bogie, extends component life, and enhances driving safety. Furthermore, nacelle side panels are provided on either side of the longitudinal center of the nacelle body. These panels protrude from the nacelle body, bringing them closer to the side skirts of the rail vehicle body. This reduces the gap between the skirts and the nacelle skin, reduces chaotic airflow in this area, and thus reduces noise.

[0133] Based on the above technical solution, this embodiment provides a specific implementation of the bottom hold device:

[0134] There are two long bottom tank beams 613, arranged side by side and spaced apart. Each end of each long bottom tank beam 613 passes through the middle of its corresponding bottom tank longitudinal beam 611, extending outward from the bottom tank longitudinal beam 611. Specifically, the two ends of each long bottom tank beam 613 extend outward from the bottom tank longitudinal beam 611 by equal lengths.

[0135] The long transverse beam 613 of the bottom hold can be a trough beam or a square beam, and the longitudinal beam 611 of the bottom hold can be a trough beam. The openings of the two longitudinal beams 611 are arranged in opposite directions, and the long transverse beam 613 of the bottom hold passes through the bottom of the trough of the longitudinal beams 611 and is riveted to the side walls of the trough of the longitudinal beams 611.

[0136] There are two short bottom tank beams 612, located outside the two long bottom tank beams 613. These short bottom tank beams 612 can be channel beams or U-shaped beams. Their ends are inserted into the grooves of the bottom tank longitudinal beams 611 and riveted to the sidewalls of the grooves.

[0137] Furthermore, a bottom tank end beam 614 is used, connected to the ends of the two bottom tank longitudinal beams 611. The bottom tank end beam 614 can be a channel beam or a square beam. The ends of the bottom tank end beam 614 are inserted into the grooves of the bottom tank longitudinal beams 611 and riveted to the side walls of the grooves of the bottom tank longitudinal beams 611. The bottom tank end beam 614 is used to support the ends of the bottom tank skin 62.

[0138] The above-mentioned bottom hold long cross beam 613 , bottom hold short cross beam 612 and bottom hold end beam 614 are arranged at intervals, and the bottom hold short cross beam 612 is located in the middle of the bottom hold end beam 614 and the bottom hold long cross beam 613 .

[0139] The skin body 621 is covered on the bottom of the bottom cabin longitudinal beam 611, the bottom cabin long cross beam 613, the bottom cabin short cross beam 612 and the bottom cabin end beam 614. The length of the skin body 621 is greater than the length of the bottom cabin longitudinal beam 611, and the width of the skin body 621 is greater than the distance between the two bottom cabin longitudinal beams 611.

[0140] The bottom cabin skin 62 is made of aluminum, which has a relatively low mass and is conducive to reducing the weight of the vehicle body and realizing a lightweight design of the vehicle. In addition, the aluminum skin is relatively strong and has high reliability.

[0141] On the basis of the above technical solution, this embodiment provides a bogie cabin, comprising the above bottom cabin device 601, side cabin device 602, and guide device 603, which cover the bogie.

[0142] The side compartments 602 are located on either side of the bogie and connected to the bottom of the rail vehicle body to protect the bogie from the side. The side compartments 602 can be shaped like the body skirts, eliminating the need for body skirts on the sides of the bogie; the side compartments 602 can simply serve as the body skirts.

[0143] Air guides 603 are installed at both ends of the bogie and connected to the bottom of the rail vehicle. A guide channel is formed between the guide 603 and the end of the bottom compartment 601. This allows air to flow into the bogie through the guide channel at one end and out through the other end, creating an orderly flow inside the bogie and facilitating heat dissipation.

[0144] The side of the guide device 603 facing the bottom tank device 601 is recessed inward, forming an arc-shaped notch. Correspondingly, the center of the bottom tank end beam 614 arches outward. The longitudinal end edges of the skin body 621 are curved, matching the arc-shaped notch of the guide device 603. This ensures a uniform diameter of the guide channel, resulting in smoother flow, effectively reducing turbulence and wind noise at the guide point.

[0145] Furthermore, a bottom tank diagonal beam 615 is connected between the ends of the bottom tank long transverse beam 613 and the bottom tank longitudinal beam 611, forming a triangular structure with the bottom tank long transverse beam 613 and the bottom tank longitudinal beam 611. This helps to improve the strength of both sides of the middle portion of the bottom tank frame 61. The bottom tank diagonal beam 615 can be a square beam or a channel beam, and is riveted to the bottom tank longitudinal beam 611 and the bottom tank long transverse beam 613 respectively by rivets.

[0146] The edges of the skin side portions 622 are curved and convex outward. The bottom cabin skin 62 also includes curved side baffles 623, vertically connected to the edges of the skin side portions 622. The curved edges of the skin side portions 622 reduce the gap between the side skirts or the side cabin assembly 602, thereby reducing wind resistance.

[0147] The aforementioned tank longitudinal beams 611, tank end cross beams 612, tank long cross beams 613, tank end beams 614, and tank diagonal beams 615 can all be constructed of extruded aluminum profiles, with weight-reducing holes machined into them. The tank skin 62 is connected to the tank frame 61 via a simple and reliable riveting process, further reducing weight.

[0148] Regarding the connection between the bottom tank device 601 and the bogie, this embodiment provides an implementation method: the bottom tank device 601 is connected to the bogie using a boom assembly 63. Specifically, the bottom end of the boom assembly 63 is connected to the end of the bottom tank long crossbeam 613, and the top end is connected to the bogie frame.

[0149] Specifically, the boom assembly 63 includes a boom body 631, the bottom end of which is fixed to the long cross beam 613 of the bottom cabin, and a first sealing gasket 632 is provided between the boom body 631 and the long cross beam 613 of the bottom cabin. The top end of the boom body 631 is connected to the frame, specifically, passes through the side beam 11 in the frame upward and is fixed to the boom connecting nut 633. The boom connecting nut 633 adopts a metal embedded self-locking nut, which can prevent loosening. A second sealing gasket 634 is provided between the top end of the boom body 631 and the frame, and a ring groove is provided in the circumference of the second sealing gasket 634, and the bottom plate of the side beam is embedded in the ring groove. The above-mentioned boom assembly 63 can significantly increase the hanging stiffness of the bottom cabin device 601, and the sealing gasket can slow down the relative movement and vibration between the bottom cabin device and the frame.

[0150] Furthermore, a wire rope vibration damper 64 is used, installed between the bottom tank unit 601 and the bogie, to reduce vibration between them. Specifically, the ends of the bottom tank end beam 614 extend outward from the bottom tank longitudinal beam 611. The wire rope vibration damper 64 is installed at the end of the bottom tank end beam, and its top is used to connect to the axle box of the bogie. Specifically, four wire rope vibration dampers 64 are used, respectively installed at the ends of two bottom tank end beams 614, connected between the four axle boxes and the bottom tank end beams 614, to reduce vibration impact on the axle boxes and the relative movement between the axle boxes and the bottom tank unit.

[0151] Specifically, the bottom plate of the wire rope vibration damper 64 is connected to the bottom cabin end beam 614 by bolts. The top plate of the wire rope vibration damper 64 is connected to the axle box 23 and the vertical vibration damper 71 in sequence by bolts.

[0152] Based on the above technical solution, the area enclosed by the long bottom tank beam 613 and the short bottom tank beam 612 forms an inspection zone, and the main skin body has inspection holes corresponding to the inspection zone. An inspection door 651 is located within the inspection zone. One side of the inspection door 651 is hingedly connected to the bottom tank beam 611 via a hinge 652, allowing the inspection door 651 to rotate relative to the bottom tank beam 611 via the hinge 652, opening downward or closing upward. The opposite side of the inspection door 651 is connected to the other bottom tank beam 611 via a locking member 653, which is used to lock the inspection door when closed. The locking member 653 can be a cam lock structure.

[0153] Furthermore, an anti-drop safety lock is provided in the middle of the short cross beam 612 of the bottom cabin, which is used to further lock the inspection door when it is closed to prevent the inspection door from accidentally falling off.

[0154] Furthermore, brake disc avoidance holes 625 are provided at the four corners of the skin body 621 to allow for clearance of the brake discs on the bogie axles. Specifically, the brake disc avoidance holes 625 are provided on one side of the area between the bottom cabin end cross beam 612 and the bottom cabin end beam 614, corresponding to the position of the brake discs.

[0155] Furthermore, brake pad replacement windows 624 are provided at the four corners of the skin body 621, through which the brake pads on the brake caliper can be disassembled and assembled, thereby achieving maintenance and replacement of the brake pads.

[0156] The bottom cabin device 601 is provided with two inspection doors 651, which can be opened to inspect and maintain the bogie from the bottom.

[0157] On the basis of the above technical solution, an air filter device is installed on the frame, which can be installed on the crossbeam 12 or the side beam 11. Figure 35 As shown, the air filtration device includes a main filtration circuit 141, a first filtration branch circuit 142, a second filtration branch circuit 143, and a transmission mechanism. One end of the main filtration circuit 141 is connected to the additional air chamber 177, while the other end is connected to the first filtration branch circuit 142 and the second filtration branch circuit 143, respectively. The first filtration branch circuit 142 is equipped with a drive impeller 144, which is connected to the driving end of the transmission mechanism. The second filtration branch circuit 143 is equipped with a compression impeller 145, which is connected to the driven end of the transmission mechanism. The second filtration branch circuit 143 is connected to the additional air chamber 177 via an air filter 146.

[0158] The high pressure gas in the additional air chamber 177 enters the first water filtering branch 142 and the second water filtering branch 143 from the water filtering main path 141 (as shown in FIG. Figure 35 Under the power of the high-pressure gas entering the first water filter branch 142, the driving impeller 144 rotates to drive the driving end of the transmission mechanism to move, and drives the driven end to move, thereby driving the compression impeller 145 to rotate, so that the high-pressure gas entering the second water filter branch 143 is further compressed, increasing the gas pressure (as shown in FIG. Figure 35 This portion of the pressurized compressed gas passes through the air filter 146, which separates the moisture in the compressed gas. The compressed gas, after drying, returns to the additional air chamber 177.

[0159] The air water filter device can dry the gas in the additional air chamber 177 to remove moisture in the additional air chamber 177, reduce the probability of corrosion of the box-type structure, thereby extending the service life of the frame, improving the reliability of the frame and the secondary suspension device, and ensuring driving safety.

[0160] On the basis of the above technical solution, an air filter device is installed on the frame, which can be installed on the crossbeam 12 or the side beam 11. Figure 35As shown, the air filtration device includes a main filtration circuit 141, a first filtration branch circuit 142, a second filtration branch circuit 143, and a transmission mechanism. One end of the main filtration circuit 141 is connected to the additional air chamber 177, while the other end is connected to the first filtration branch circuit 142 and the second filtration branch circuit 143, respectively. The first filtration branch circuit 142 is equipped with a drive impeller 144, which is connected to the driving end of the transmission mechanism. The second filtration branch circuit 143 is equipped with a compression impeller 145, which is connected to the driven end of the transmission mechanism. The second filtration branch circuit 143 is connected to the additional air chamber 177 via an air filter 146.

[0161] The high pressure gas in the additional air chamber 177 enters the first water filtering branch 142 and the second water filtering branch 143 from the water filtering main path 141 (as shown in FIG. Figure 35 Under the power of the high-pressure gas entering the first water filter branch 142, the driving impeller 144 rotates to drive the driving end of the transmission mechanism to move, and drives the driven end to move, thereby driving the compression impeller 145 to rotate, so that the high-pressure gas entering the second water filter branch 143 is further compressed, increasing the gas pressure (as shown in FIG. Figure 35 This portion of the pressurized compressed gas passes through the air filter 146, which separates the moisture in the compressed gas. The compressed gas, after drying, returns to the additional air chamber 177.

[0162] The air water filter device can dry the gas in the additional air chamber 177 to remove moisture in the additional air chamber 177, reduce the probability of corrosion of the box-type structure, thereby extending the service life of the frame, improving the reliability of the frame and the secondary suspension device, and ensuring driving safety.

[0163] Based on the above technical solution, the transmission mechanism can adopt a sprocket, gear, or other mechanism. In this embodiment, the transmission mechanism includes: a driving gear 1471 and a driven gear 1472 that mesh with each other. The driving gear 1471 is connected to the driving impeller 144 and rotates synchronously, while the driven gear 1472 is connected to the compression impeller 145 and rotates synchronously. The number of teeth on the driving gear 1471 is greater than that on the driven gear 1472. The rotation speed of the driven gear 1472 is greater than that of the driving gear 1471. The driven gear 1472 rotates faster, thereby driving the compression impeller 145 to rotate faster, further compressing and boosting the air.

[0164] Furthermore, a control assembly 148 is provided in the first water filtration branch 142 to control the activation of the first water filtration branch 142. The control assembly 148 may specifically include a controller, a relay, and a solenoid valve. The controller periodically controls the opening of the solenoid valve via the relay, allowing compressed air in the additional air chamber 177 to flow through the main water filtration path 141 and into the two water filtration branches for drying according to the above-described scheme. For example, the solenoid valve may be opened during periods of low temperature each day for drying.

[0165] Furthermore, a humidity sensor 149 is provided within the additional air chamber 177. The humidity sensor 149 is electrically connected to the control assembly 148. The humidity sensor 149 detects the humidity within the additional air chamber 177. When the humidity exceeds a preset value, the control assembly 148 controls the solenoid valve to open and dry the additional air chamber 177 according to the actual humidity.

[0166] Furthermore, a one-way gas valve 1410 is provided in the second water filter branch 143 , specifically between the air filter 146 and the additional air chamber 177 , so that the compressed gas dried by the air filter 146 can only flow into the additional air chamber 177 .

[0167] This embodiment also provides a rail vehicle, comprising the above-mentioned bogie.

Claims

1. A primary suspension device, characterized in that: include: hanging base; The suspension base is provided with an open suspension cavity, and the side wall of the suspension cavity is provided with a first magnetic member; suspension pin; The suspension pin can enter and exit the suspension chamber from the opening, and the suspension pin has the same magnetic pole as the first magnetic member; the circumferential surface of the suspension pin is provided with a side stop block, and the side stop blocks are arranged in a one-to-one correspondence with the first magnetic member; the bottom wall of the suspension chamber is provided with a series of limiting protrusions extending toward the opening; the end of the suspension pin facing the interior of the suspension chamber is provided with a series of limiting holes for accommodating the series of limiting protrusions; The bottom stop block is arranged between the suspension pin and the bottom wall of the suspension cavity; a ring platform is provided on the end edge of the suspension pin facing the inside of the suspension cavity, and the bottom stop block is sleeved on the end of the suspension pin and abuts against the ring platform.

2. The primary suspension device according to claim 1, characterized in that: There are multiple first magnetic members, which are evenly arranged along the circumference of the suspension base.

3. The primary suspension device according to claim 1, characterized in that: The cross-sectional area of ​​the suspension cavity gradually decreases in the direction from the opening to the inside; The cross-sectional area of ​​the suspension pin gradually decreases along the direction of entering the suspension cavity.

4. The primary suspension device according to claim 3, characterized in that: The suspension pin is in the shape of a truncated cone.

5. A bogie, characterized in that: include: The primary suspension device according to any one of claims 1 to 4.

6. A rail vehicle, characterized in that: include: The bogie as claimed in claim 5.

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