Side beams, bogies and rail vehicles

Abstract

This application provides a side beam, bogie, and rail vehicle. The side beam includes an upper cover plate, a lower cover plate, an inner vertical plate, and an outer vertical plate. The upper cover plate is connected to the top of the inner and outer vertical plates, and the lower cover plate is connected to the bottom of the inner and outer vertical plates. The inner vertical plate includes a middle inner vertical plate, an end inner vertical plate, and a gearbox mounting assembly. The gearbox mounting assembly includes a gearbox mounting plate and a gearbox mounting bracket. The gearbox mounting plate is located between the middle and end inner vertical plates and is abutted against them. The gearbox mounting bracket is located on the surface of the gearbox mounting plate facing away from the outer vertical plate. The side beam, bogie, and rail vehicle provided by this application can improve the assembly efficiency of the bogie and reduce maintenance difficulty.

Description

Technical Field

[0001] This application relates to bogie technology, and more particularly to a side beam, bogie, and rail vehicle. Background Technology

[0002] The bogie is one of the most important components of a rail vehicle. It supports the car body and enables running and steering functions. Bogies are divided into powered bogies and unpowered bogies. Powered bogies contain traction motors and gearboxes to provide propulsion.

[0003] The traction motor and gearbox are mounted on the bogie frame via corresponding mounting brackets. During assembly, the mounting brackets are first bolted to the frame, and then the traction motor and gearbox are attached to their respective mounting brackets. From an efficiency standpoint, this two-step process—assembling the mounting brackets first and then the gearbox or traction motor—is inefficient and requires multiple operators, resulting in high labor intensity. From a structural strength perspective, the bolted connection between the mounting brackets and the frame creates a complex stress environment, increasing the risk of fatigue fracture. Furthermore, vibrations generated during vehicle operation cause significant vibrations at the connection point, exacerbating impact wear between the mounting brackets and the frame.

[0004] Furthermore, for bogies with axle boxes located inside the wheels, the lateral clearance between the gearbox and the frame is small, further reducing the operating space and making assembly difficult. In actual design, it was found that the gearbox mounting position was too far from the longitudinal position of the bogie frame, rendering conventional connection structures unsuitable for gearbox assembly. Summary of the Invention

[0005] To address one of the aforementioned technical deficiencies, this application provides a side beam, a bogie, and a rail vehicle.

[0006] According to a first aspect of the embodiments of this application, a side beam is provided, including: a side beam upper cover plate, a side beam lower cover plate, a side beam inner vertical plate and a side beam outer vertical plate, wherein the side beam upper cover plate is connected to the top of the side beam inner vertical plate and the side beam outer vertical plate, and the side beam lower cover plate is connected to the bottom of the side beam inner vertical plate and the side beam outer vertical plate;

[0007] The inner vertical plate of the side beam includes: the middle inner vertical plate, the end inner vertical plates, and the gearbox hanger assembly;

[0008] The gearbox hanger assembly includes: a gearbox hanger upright plate and a gearbox hanger; the gearbox hanger upright plate is located between the middle inner upright plate and the end inner upright plate, and is connected to the middle inner upright plate and the end inner upright plate; the gearbox hanger is located on the surface of the gearbox hanger upright plate away from the outer upright plate of the side beam.

[0009] According to a second aspect of the embodiments of this application, a bogie is provided, including: a side beam as described above.

[0010] According to a third aspect of the embodiments of this application, a rail vehicle is provided, including: a bogie as described above.

[0011] The technical solution provided in this application embodiment includes a side beam comprising an upper side beam cover plate, a lower side beam cover plate, an inner side beam vertical plate, and an outer side beam vertical plate. The upper side beam cover plate is connected to the top of the inner and outer side beam vertical plates, and the lower side beam cover plate is connected to the bottom of the inner and outer side beam vertical plates. The inner side beam vertical plate includes a middle inner vertical plate, an end inner vertical plate, and a gearbox hanger assembly. The gearbox hanger assembly includes a gearbox hanger vertical plate and a gearbox hanger. The gearbox hanger vertical plate is located between the middle and end inner vertical plates and is aligned with them. The gearbox hanger is located on the surface of the gearbox hanger vertical plate facing away from the outer side beam vertical plate. By incorporating the gearbox hanger as part of the side beam and assembling it during the side beam manufacturing process, this solution addresses the problems of low assembly efficiency, high workload, and low connection strength leading to fatigue damage associated with traditional gearbox hangers fixed to the frame with bolts. This improves the assembly efficiency of the bogie, reduces the workload of operators, reduces the number of parts, and lowers maintenance difficulty.

[0012] In addition, the above technical solution incorporates the gearbox hanger as part of the side beam. This structure is more compact than the traditional structure, making it more suitable for use in bogies with built-in axle boxes. Furthermore, the gearbox hanger has a smaller mass, is easier to assemble, and helps to reduce the weight of the bogie. Attached Figure Description

[0013] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0014] Figure 1 This is a schematic diagram of the bogie structure provided in an embodiment of this application;

[0015] Figure 2 A top-view schematic diagram of the bogie frame provided in an embodiment of this application;

[0016] Figure 3 A schematic diagram of the bogie frame provided in an embodiment of this application from a bottom view angle;

[0017] Figure 4 This is a structural schematic diagram of the side beam of the bogie provided in an embodiment of this application.

[0018] Figure 5This is a partial structural schematic diagram of the side beam of the bogie provided in an embodiment of this application;

[0019] Figure 6 This is a partial structural diagram of the bogie frame provided in an embodiment of this application;

[0020] Figure 7 An exploded view of the bogie frame provided in an embodiment of this application;

[0021] Figure 8 This is a schematic diagram of the crossbeam structure in the bogie provided in an embodiment of this application;

[0022] Figure 9 This is a partial structural diagram of the crossbeam in the bogie provided in an embodiment of this application;

[0023] Figure 10 A partial schematic diagram of a bogie provided in an embodiment of this application;

[0024] Figure 11 Partial cross-sectional view of the bogie frame and air spring provided in the embodiments of this application. Figure 1 ;

[0025] Figure 12 for Figure 11 A magnified view of area A in the middle;

[0026] Figure 13 This is a schematic diagram of the structure of an air spring bearing a first load, provided in an embodiment of this application.

[0027] Figure 14 This is a schematic diagram of the structure of an air spring bearing a second load, provided in an embodiment of this application.

[0028] Figure 15 A schematic diagram illustrating the changes of the bottom elastic element of the air spring in the bogie under different loads, provided in an embodiment of this application.

[0029] Figure 16 This is a schematic diagram of the structure of the primary mounting base in the bogie assembly provided in the embodiments of this application;

[0030] Figure 17 This is a schematic diagram of the structure of the traction pin provided in an embodiment of this application;

[0031] Figure 18 This is another schematic diagram of the traction pin provided in an embodiment of this application;

[0032] Figure 19 A schematic diagram of a structure in which a stop is provided on a traction pin according to an embodiment of this application;

[0033] Figure 20 This is another schematic diagram showing the stop provided on the traction pin in the embodiments of this application.

[0034] Figure 21 A schematic diagram of a structure in which a wear plate mounting groove is provided on the side of a traction pin according to an embodiment of this application;

[0035] Figure 22 A top-view structural diagram of a primary suspension device provided in an embodiment of this application;

[0036] Figure 23 A schematic diagram of the structure of a primary suspension device provided in an embodiment of this application from a bottom view angle;

[0037] Figure 24 A cross-sectional view of a primary suspension device provided in an embodiment of this application;

[0038] Figure 25 for Figure 24 A magnified view of area B in the middle;

[0039] Figure 26 A top-view structural diagram of the suspension base in a primary suspension device provided in an embodiment of this application;

[0040] Figure 27 A cross-sectional view of the suspension base in a primary suspension device provided in an embodiment of this application;

[0041] Figure 28 This is a schematic diagram of the structure of the suspension pin in a primary suspension device provided in an embodiment of this application;

[0042] Figure 29 Another angle schematic diagram of the suspension pin in a primary suspension device provided in an embodiment of this application;

[0043] Figure 30 This is a schematic diagram of the structure of the bottom compartment device provided in the embodiments of this application, which is installed on the bogie.

[0044] Figure 31 A top-view structural diagram of the bottom compartment device provided in the embodiments of this application;

[0045] Figure 32 Another top-view schematic diagram of the bottom compartment device provided in the embodiments of this application;

[0046] Figure 33 A schematic diagram of the bottom compartment device from a bottom angle provided in the embodiments of this application;

[0047] Figure 34 Another structural schematic diagram of the bottom compartment device provided in an embodiment of this application being disposed on the bogie;

[0048] Figure 35 Another schematic diagram of the bottom compartment device provided in the embodiment of this application being disposed on the bogie;

[0049] Figure 36 A schematic diagram of the structure of the hull assembly connected to the frame via a boom assembly, as provided in the embodiments of this application;

[0050] Figure 37 for Figure 31 A magnified view of area C in the middle;

[0051] Figure 38 A cross-sectional view of the bilge assembly provided in this application embodiment connected to the axle box via a wire rope vibration damper;

[0052] Figure 39 This is a schematic view of the air filtration device in the bogie provided in an embodiment of this application.

[0053] Figure label:

[0054] 11-Side beam; 111-Side beam upper cover plate; 112-Side beam lower cover plate; 1131-Middle inner vertical plate; 1132-End inner vertical plate; 1133-Gearbox hanger assembly; 11331-Gearbox hanger vertical plate; 11332-Gearbox hanger; 11332a-First gearbox boom; 11332b-Second gearbox boom; 1134-Motor hanger assembly; 11341-Motor hanger vertical plate; 11342-Motor hanger;

[0055] 12-Crossbeam;

[0056] 177 - Additional air chamber;

[0057] 2-wheel pair. Detailed Implementation

[0058] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0059] This embodiment provides a side beam that can be applied to the bogie of a rail vehicle as a component of the bogie frame. The rail vehicle can be fuel-powered, gas-powered, or electric-powered. This vehicle can be a conventional train, a high-speed train, a subway, a light rail, etc.

[0060] In this embodiment, the vehicle length direction is referred to as longitudinal, the vehicle width direction as transverse, and the vehicle height direction as vertical, vertical, or perpendicular.

[0061] like Figures 1 to 3As shown, the bogie includes: a frame, wheelsets 2, a primary suspension system 3, a secondary suspension system 4, and a traction device 5. The frame includes: side beams 11 and crossbeams 12, with the crossbeams 12 connecting the two side beams 11.

[0062] The wheelset 2 is located at the end of the side beam 11. The wheelset 2 includes an axle 21, a wheel 22 mounted on the axle 21, and an axle box 23. The axle box 23 is located inside the wheel 22, forming a bogie with an internal axle box. A primary suspension device 3 is provided between the axle box 23 and the side beam 11 to buffer the forces between the frame and the wheelset. The primary suspension device 3 is specifically located between the axle 23 and the primary suspension mounting seat 13.

[0063] A secondary suspension system 4 is installed between the frame and the car body. The crossbeam 12 is provided with a center pin hole, and the bottom end of the traction device 5 is inserted into the center pin hole, which works with the crossbeam 12 to transmit longitudinal traction or braking force between the car body and the bogie.

[0064] like Figure 4 and Figure 5 As shown, the side beam 11 provided in this embodiment includes: a side beam upper cover plate 111, a side beam lower cover plate 112, a side beam inner vertical plate 113, and a side beam outer vertical plate 114. The side beam upper cover plate 111 is connected to the top of the side beam inner vertical plate 113 and the side beam outer vertical plate 114, and the side beam lower cover plate 112 is connected to the bottom of the side beam inner vertical plate 113 and the side beam outer vertical plate 114. The side beam upper cover plate 111, side beam lower cover plate 112, side beam inner vertical plate 113, and side beam outer vertical plate 114 are connected to form a box-shaped side beam 11.

[0065] The upper cover plate 111, the lower cover plate 112, and the outer vertical plate 114 of the side beam can be composed of a single piece of plate, while the inner vertical plate 113 of the side beam is composed of multiple plates connected together. Specifically, the inner vertical plate 113 of the side beam includes: a middle inner vertical plate 1131, an end inner vertical plate 1132, and a gearbox hanger assembly 1133.

[0066] The central inner vertical plate 1131 is located in the middle of the side beam and is vertically installed. Its top is connected to the upper cover plate 111 of the side beam and its bottom is connected to the lower cover plate 112 of the side beam.

[0067] The end inner vertical plate 1132 is located at the end of the side beam, and is set vertically. Its top is connected to the upper cover plate 111 of the side beam, and its bottom is connected to the lower cover plate 112 of the side beam.

[0068] The gearbox hanger assembly 1133 is used to connect the gearbox, and specifically includes: a gearbox hanger upright plate 11331 and a gearbox hanger 11332. The gearbox hanger upright plate 11331 is located between the middle inner upright plate 1131 and the end inner upright plate 1132, and abuts against both the middle inner upright plate 1131 and the end inner upright plate 1132. The gearbox hanger 11332 is located on the surface of the gearbox hanger upright plate 11331 that faces away from the outer upright plate of the side beam.

[0069] The gearbox hanger plate 11331 and the gearbox hanger 11332 can be an integral structure. During the manufacturing process of the side beam, the gearbox hanger plate 11331 is welded between the middle inner plate 1131 and the end inner plate 1132, so that the gearbox hanger 11332 can be directly assembled together during the manufacturing process of the side beam, making the gearbox hanger 11332 a part of the side beam.

[0070] The technical solution provided in this embodiment includes a side beam comprising an upper side beam cover plate, a lower side beam cover plate, an inner side beam vertical plate, and an outer side beam vertical plate. The upper side beam cover plate is connected to the top of the inner and outer side beam vertical plates, and the lower side beam cover plate is connected to the bottom of the inner and outer side beam vertical plates. The inner side beam vertical plate includes a middle inner vertical plate, an end inner vertical plate, and a gearbox hanger assembly. The gearbox hanger assembly includes a gearbox hanger vertical plate and a gearbox hanger. The gearbox hanger vertical plate is located between the middle and end inner vertical plates and is aligned with them. The gearbox hanger is located on the surface of the gearbox hanger vertical plate facing away from the outer side beam vertical plate. By incorporating the gearbox hanger as part of the side beam and assembling it during the side beam manufacturing process, this solution addresses the problems of low assembly efficiency, high workload, and low connection strength leading to fatigue damage associated with traditional gearbox hangers fixed to the frame with bolts. This improves the assembly efficiency of the bogie, reduces the workload of operators, decreases the number of parts, and lowers maintenance difficulty.

[0071] In addition, the above-mentioned technical solution incorporates the gearbox hanger as part of the side beam. This structure is more compact than the traditional solution, more suitable for use in bogies with built-in axle boxes, and the gearbox hanger has a smaller mass, is easier to assemble, and helps to reduce the weight of the bogie.

[0072] The aforementioned gearbox hanger 11332 and gearbox hanger upright plate 11331 are integrally formed, for example, by casting, additive manufacturing, or other methods. Compared with the conventional solution where the gearbox hanger 11332 is bolted to the frame, the integral formation of the gearbox hanger 11332 and gearbox hanger upright plate 11331 overcomes the problems of low connection strength and easy fatigue damage inherent in bolted connections.

[0073] The gearbox hanger upright plate 11331 is connected to the middle inner upright plate 1131 and the end inner upright plate 1132 by welding. This connection provides high strength and enhances the strength of the side beam and the entire frame. The surfaces of the gearbox hanger upright plate 11331, the middle inner upright plate 1131, and the end inner upright plate 1132 are flush, resulting in better overall integrity and visual appeal for the side beam 11. Furthermore, the absence of protruding structures on the inner surface of the side beam reduces stress concentration, further improving its strength.

[0074] 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 sequentially along the length of the side beam 11, and both the first gearbox hanger arm 11332a and the second gearbox hanger arm 11332b extend laterally. A space is left between the first gearbox hanger arm 11332a and the second gearbox hanger arm 11332b for connection with a gearbox connector. The gearbox connector is inserted into this space and connected to the first gearbox hanger arm 11332a and the second gearbox hanger arm 11332b respectively by bolts.

[0075] Based on the above technical solution, the inner vertical plate of the side beam also 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.

[0076] The motor mount plate 11341 is located at the end of the central inner plate 1131 away from the gearbox mount assembly 1133, and the motor mount plate 11341 is aligned with the central inner plate 1131. The motor mount 11342 is located on the surface of the motor mount plate 11341 away from the outer plate of the side beam. One end of the motor mount plate 11341 is aligned with the central inner plate 1131, and the other end extends to the end of the side beam 11.

[0077] The motor mount plate 11341 and the motor mount 11342 can be an integral structure. During the manufacturing process of the side beam, the motor mount plate 11341 is welded to one side of the inner central plate 1131, so that the motor mount 11342 can be assembled directly during the manufacturing process of the side beam, making the motor mount 11342 also a part of the side beam and completing the assembly during the side beam manufacturing process, thereby further improving the assembly efficiency of the bogie.

[0078] Specifically, the motor mount plate 11341 and the motor mount 11342 are integrally formed, for example, by casting or additive manufacturing. Compared with the traditional solution where the motor mount 11342 is bolted to the frame, the integral formation of the motor mount plate 11341 and the motor mount 11342 overcomes the problems of low connection strength and easy fatigue damage associated with bolted connections.

[0079] The gearbox hanger upright plate 11341 is connected to the central inner upright plate 1131 by welding, which helps to improve the strength of the side beam and even the entire frame. The surfaces of the gearbox hanger upright plate 11341 and the central inner upright plate 1131 are flush, which further improves the integrity of the side beam 11, and the absence of protruding structures on the inner side of the side beam reduces stress concentration, further improving the strength of the side beam.

[0080] One specific embodiment is as follows: the motor mounting bracket 11342 includes a motor boom extending laterally, and the motor boom having an interface for connecting to a motor connector. The motor connector is connected to the motor boom by bolts.

[0081] Based on the above technical solutions, such as Figure 4 As shown, the side beam 11 includes: a side beam body 11a and a spring mounting part 11b. The spring mounting part 11b is located on the outer side of the middle part of the side beam body 11a and is used to install the secondary suspension device 4.

[0082] like Figure 7 As shown, the portion of the inner side of the upper cover plate 111 extending beyond the inner vertical plate 113 of the side beam serves as the upper connecting end 1111 of the side beam, and the portion of the inner side of the lower cover plate 112 extending beyond the inner vertical plate 113 of the side beam serves as the lower connecting end 1121 of the side beam.

[0083] like Figure 8 and Figure 9 As shown, the crossbeam 12 includes: an upper cover plate 121, a lower cover plate 122, and an outer vertical plate 123. The upper cover plate 121 is connected to the top of the outer vertical plate 123, and the lower cover plate 122 is connected to the bottom of the outer vertical plate 123. The portions of the outer vertical plate 123 extending beyond the upper cover plate 121 serve as crossbeam connecting ends 1231. These connecting ends 1231 are inserted between the upper connecting end 1111 and the lower connecting end 1121 of the side beam and connected to the inner vertical plate 113 of the side beam. The upper cover plate 121 is butt-connected to the upper connecting end 1111 of the side beam, and the lower cover plate 122 is butt-connected to the lower connecting end 1121 of the side beam.

[0084] For a separate side beam and crossbeam structure, traditional solutions typically involve creating through holes in the side beams, through which the crossbeams pass for connection and fixation. To ensure the side beams meet strength requirements, their dimensions must be sufficiently large to accommodate the crossbeams while also meeting vehicle load-bearing capacity. This increases the volume and weight of the side beams, thereby increasing the difficulty of frame design, manufacturing, transportation, and assembly. The solution provided in this embodiment eliminates the need for holes in the side beams for connection to the crossbeams, thus reducing the volume and weight of the side beams while maintaining strength, which is beneficial for achieving lightweight bogie design.

[0085] Based on the above technical solution, the crossbeam 12 further includes an inner vertical plate 124. The inner vertical plate 124 forms a cylindrical structure, serving as a central pin hole 1241, into which the traction pin in the traction device can be inserted to transmit traction or braking force between itself and the crossbeam. The inner vertical plate 124 is located between the two outer vertical plates 123 of the crossbeam. The upper cover plate 121 of the crossbeam connects the top of the inner vertical plate 124 and the top of the outer vertical plate 123 of the crossbeam, and the lower cover plate 122 of the crossbeam connects the bottom of the inner vertical plate 124 and the bottom of the outer vertical plate 123 of the crossbeam.

[0086] There are two upper cover plates 121 on the crossbeam, located on both sides of the inner vertical plate 124 of the crossbeam and connecting the inner vertical plate 124 and the outer vertical plate 123 of the crossbeam. There are two lower cover plates 122 on the crossbeam, located on both sides of the inner vertical plate 124 of the crossbeam and connecting the inner vertical plate 124 and the outer vertical plate 123 of the crossbeam.

[0087] By using two upper cover plates 121 and two lower cover plates 122 connected between the inner vertical plate 124 and the outer vertical plate 123 of the crossbeam, the strength of the crossbeam can be improved. Furthermore, the inner vertical plate 124 of the crossbeam forms a space in which a traction pin can be inserted, thereby enabling the transmission of traction and braking forces between the vehicle body and the frame.

[0088] One specific solution is that the transverse length of the upper cover plate 121 of the crossbeam is less than that of the inner vertical plate 124 of the crossbeam. Correspondingly, there are two connecting ends 111 on the side beam, which are inserted into both sides of the inner vertical plate 124 of the crossbeam and connected to the upper cover plate 121 of the crossbeam.

[0089] Furthermore, the crossbeam 12 also includes a crossbeam end plate 125, which extends vertically and connects the inner vertical plate 124 and the outer vertical plate 123 of the crossbeam. The crossbeam end plate 125, together with the upper cover plate 121, the lower cover plate 122, the outer vertical plate 123, and the inner vertical plate 124, forms a hollow box-shaped structure. Through holes are provided on the crossbeam end plate 125 for weight reduction and also as ventilation holes to keep the interior of the box-shaped structure dry.

[0090] Furthermore, the crossbeam 12 also includes crossbeam stiffeners 126, which connect the inner vertical plate 124 and the outer vertical plate 123 of the crossbeam. Multiple crossbeam stiffeners 126 are arranged at intervals. The crossbeam stiffeners 126 can improve the strength of the crossbeam 12. Through holes are also provided on the crossbeam stiffeners 126 for weight reduction and also as ventilation holes to keep the interior of the box-type structure dry. The top of the crossbeam stiffeners 126 is recessed downward to leave a gap between it and the top cover plate 121 of the crossbeam, which can weaken the local stiffness and leave room for deformation.

[0091] Based on the above technical solution, a crossbeam upright plate connecting assembly 127 is used to connect the inner upright plate 124 and the outer upright plate 123 of the crossbeam. The crossbeam upright plate connecting assembly 127 includes a crossbeam upright plate connecting plate and bolts. The crossbeam upright plate connecting plate is disposed within a central pin hole, and the bolts pass through bolt holes on the crossbeam upright plate connecting plate and the outer upright plate 123 from the central pin hole and are then connected to a nut. The crossbeam upright plate connecting assembly 127 can also serve as a structure to stop the traction pin, thereby mitigating rigid impact with the traction pin.

[0092] Furthermore, the crossbeam 12 also includes a lateral traction stop 128, located within the central pin hole 1241, and fixed to both ends of the inner vertical plate 124 of the crossbeam in the lateral direction. This is used to limit the lateral relative displacement between the traction pin and the crossbeam.

[0093] In this embodiment, the secondary suspension device includes an air spring and an air spring guide column. For example... Figure 5 As shown, the air spring mounting part 11b is a box-shaped structure with a first additional chamber 116 inside, and the side beam body 11a is a box-shaped structure with a second additional chamber 117 inside. The first additional chamber 116 and the second additional chamber 117 are connected.

[0094] The air spring mounting part 11b is provided with an air spring mounting sleeve 44. The internal space of the air spring mounting sleeve 44 is used to communicate with the gas chamber inside the air spring. The internal space of the air spring mounting sleeve 44 is also connected to the first auxiliary chamber 116.

[0095] The first additional chamber 116 in the air spring mounting section and the second additional chamber 117 in the side beam body can provide auxiliary gas space, thereby improving the buffering capacity of the air spring and helping to reduce the vibration of the carriage.

[0096] The air spring mounting section 11b includes an air spring mounting plate 115. Both ends of the air spring mounting plate 115 are bent towards the outer side beam plate 114 relative to the middle of the air spring mounting plate 115 and connected to the outer side beam plate 114. An upper side beam cover plate 111 extends outward and connects to the top of the air spring mounting plate 115, and a lower side beam cover plate 112 extends outward and connects to the bottom of the air spring mounting plate 115. The air spring mounting plate 115, the upper side beam cover plate 111, the lower side beam cover plate 112, and the outer side beam plate 114 form a first additional chamber 116, which improves the air spring's damping capacity, thereby enabling the air spring to adapt to various vehicle body loads.

[0097] The portion of the side beam upper cover plate 111 extending into the first additional chamber 116 has a through hole, which serves as the air spring mounting hole 11c. The air spring mounting sleeve 44 is located within the first additional chamber 116 and is fixed to the inner surface of the side beam upper cover plate 111, corresponding to and communicating with the air spring mounting hole 11c. The bottom of the air spring mounting sleeve 44 is suspended, allowing its internal space to communicate with the first additional chamber 116. The bottom of the air spring has an air spring guide post 42, with an open bottom end, allowing the first additional chamber 116 to communicate with the internal chamber of the air spring.

[0098] Furthermore, through holes are made in the outer vertical plate 114 of the side beam, which connect the first additional chamber 116 and the second additional chamber 117. Specifically, there are two through holes, which are arranged sequentially along the length of the outer vertical plate 114 of the side beam.

[0099] Furthermore, such as Figure 10 As shown, the bottom end of the outer vertical plate 114 of the side beam is also provided with a vertical plate notch 1142, which on the one hand allows the first additional chamber 116 and the second additional chamber 117 to communicate, and on the other hand allows drainage, so that the water in the air spring mounting part 11b enters the side beam body 11a from the vertical plate notch 1142, and then exits from the drainage hole at the bottom of the side beam body 11a.

[0100] Based on the above technical solutions, this embodiment also provides an implementation method for connecting the secondary suspension device 4 with the side beam 11: as follows Figures 11 to 15 As shown, the internal space of the air spring mounting sleeve 44 serves as the air spring mounting hole 11c, and an elastic element 43 is installed inside the air spring mounting sleeve 44.

[0101] The traction device 4 includes an air spring 41 and an air spring guide post 42, with the air spring guide post 42 located at the bottom of the air spring 41. The air spring guide post 42 is inserted into the air spring mounting hole 11c and contacts the elastic element 43. The top of the air spring 41 is connected to the vehicle body and bears the vehicle body load.

[0102] like Figure 13As shown, when the external load on the air spring 41 is a relatively large first load, the air spring 41 falls on the top surface of the air spring mounting part 11b, and the air spring guide post 42 applies pressure to the elastic member 43 to compress the elastic member 43.

[0103] like Figure 14 As shown, when the external load on the air spring 41 is a relatively small second load, which is less than the rebound force of the elastic element 43, the rebound force of the elastic element 43 will push the air spring 41 upward, so that an adjustment gap 45 is left between the air spring 41 and the air spring mounting part 11b. An adjustment shim 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 element.

[0104] During the production or maintenance of the bogie, in the static pressure stage, after the top component of the air spring is lifted by jacks, the air spring automatically moves upward and separates from the frame under the rebound force of the elastic element 43, making it easy to insert an adjusting shim into the gap between the air spring and the frame. The top component of the air spring can be the car body, which is raised using a car lifting machine; the top component of the air spring can also be a bolster beam, which is lifted by jacks.

[0105] In this solution, when the second load on the air spring is less than the rebound force of the elastic element or the second load is zero, the air spring automatically rises under the rebound force of the elastic element. In other words, the operation of inserting the adjustment pad only requires lifting the component above the air spring, eliminating the step of lifting the air spring in the traditional solution. This can significantly reduce the workload and improve work efficiency. Furthermore, since no tool is used to lift the air spring, damage to the air spring is avoided, extending its service life and improving reliability.

[0106] Specifically, the lower inner wall of the air spring mounting sleeve 44 is provided with a stepped surface, and the elastic element 43 is set on the stepped surface.

[0107] The elastic element 43 can be made of a material with a certain elastic deformation capability, such as a steel spring.

[0108] Figure 15 The right figure shows the elastic element 43 in a free state, and the height of the elastic element 43 is H3. Figure 15 The left figure shows the air spring under the first load, with the elastic element 43 compressed to a total height of H1. Figure 15 The middle diagram shows that after the vehicle body or bolster beam is lifted, the elastic element 43 is only subjected to the gravity of the air spring. The gravity is less than the rebound force of the elastic element 43. The overall height of the elastic element 43 is H2, which lifts the air spring upward.

[0109] like Figure 3 , Figure 6 and Figure 16 As shown, one end of the mounting base 13 has an upper clamping arm 131 and a lower clamping arm 132, and a space is formed between the upper clamping arm 131 and the lower clamping arm 132 to accommodate the end of the side beam 11. The upper clamping arm 131 and the lower clamping arm 132 respectively cover 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, by welding.

[0110] The primary suspension mount 13 has an interface on its central bottom surface for connecting to the primary suspension system, which is located below the primary suspension mount 13. The load of the wheelset is transmitted to the primary suspension mount 13 through the primary suspension system, and the primary suspension mount 13 bears this load. The position of the interface for connecting to the primary suspension system can be set and machined according to the wheelbase of the bogie. The side beams can be matched with different primary suspension positioning seats to meet the requirements of bogies with different wheelbases.

[0111] Both ends of the side beam 11 are provided with primary mounting seats 13, and a total of four primary mounting seats 13 are required for one frame.

[0112] This embodiment provides a specific implementation method: such as Figure 16 As shown, the distance between the upper clamping arm 131 and the middle of the primary drive mounting base is greater than the distance between the lower clamping arm 132 and the middle of the primary drive mounting base. This means that the upper clamping arm 131 is much higher than the middle of the primary drive mounting base, while the lower clamping arm 132 is only slightly lower than the middle of the primary drive mounting base.

[0113] The upper clamping arm 131, the lower clamping arm 132, and the middle part of the primary mounting base have a smooth transition. The upper clamping arm 131, the lower clamping arm 132, and the middle part of the primary mounting base are integrally formed, for example, by casting.

[0114] One embodiment is as follows: the bottom surface of the primary suspension mounting base 13 has two primary suspension positioning holes 133 arranged sequentially along the length of the side beam, serving as an interface for connecting with the bogie's primary suspension device. The positioning pin at the top of the primary suspension device is inserted into the primary suspension positioning hole 133 to define the position of the primary suspension device.

[0115] The primary positioning hole 133 can be circular, oblong, or other shapes, depending on the positioning pin at the top of the primary suspension device. In this embodiment, the primary positioning hole 133 is a circular hole.

[0116] Furthermore, the primary mounting base 13 is also provided with an interface for connecting to the primary vertical damper. The bottom end of the primary vertical damper is connected to the axle box on the wheelset, and the top end is connected to the primary mounting base 13, for buffering vertical vibrations between the wheelset and the side beam.

[0117] Specifically, a damper connection hole 134 is provided at the end of the primary mounting base 13 away from the side beam, serving as an interface for connecting to the primary vertical damper. The damper connection hole 134 extends through the upper and lower surfaces of the primary mounting base 13. After passing through the damper connection hole 134, the primary vertical damper is fixed to the primary mounting base 13 by bolts.

[0118] Furthermore, the primary mounting base 13 may also be provided with an interface for connecting to the bogie cabin. The bogie cabin is located at the bottom and side of the bogie, covering the bogie to protect it. It also forms air guides at the front and rear ends of the bogie to allow air to enter the bogie from the air guides and form an orderly flow, and then flow out from the other air guide, thereby improving the heat dissipation effect of the bogie.

[0119] For the scheme of connecting the bogie cabin to the primary mounting base 13, a bogie cabin connection hole 135 is provided at the end of the primary mounting base 13 away from the side beam, serving as an interface for connecting to the bogie cabin. There are four bogie cabin connection holes 135, which are arranged around the shock absorber connection holes 134 and are connected to the bogie cabin by bolts.

[0120] The traction device 5 includes a traction pin 51, which is disposed between the frame and the vehicle body. Specifically, the top of the traction pin 51 is connected to the vehicle body, and the bottom cooperates with the crossbeam 12 to transmit longitudinal force between the vehicle body and the frame.

[0121] Alternatively, the bogie in this embodiment can also use a bolster beam, which is located above the crossbeam. The top end of the traction pin 51 is connected to the bolster beam, and the bottom end engages with the crossbeam 12 to transmit longitudinal force between the bolster beam and the frame. In this bogie, the secondary suspension device 4 is located between the frame and the bolster beam.

[0122] like Figure 17 and Figure 18 As shown, the traction pin 51 provided in this embodiment includes: a pin body portion 511, a vehicle body connecting portion 512, and a frame stop portion 513. The vehicle body connecting portion 512 is located at one end of the pin body portion 511, and the frame stop portion 513 is located at the other end of the pin body portion 511. The vehicle body connecting portion 512 is used to connect with the vehicle body or the bolster beam, and the frame stop portion 513 is used to cooperate with the crossbeam 12.

[0123] Two pin connecting arms 5111 branch off from one end of the main pin body 511, and each pin connecting arm 5111 is connected to a vehicle body connecting part 512. A hollow area 5112 is formed between the two pin connecting arms 5111.

[0124] Compared to traditional towing pins, the towing pin 51 provided in this embodiment has a hollowed-out section at the top, forming a hollowed-out area 5112, which can significantly reduce the weight of the towing pin 51. After simulating the above design, the technicians found that the hollowed-out area 5112 does not affect the strength of the towing pin 51 itself.

[0125] Furthermore, the space freed up in the excavated area 5112 can accommodate other components, such as brake lines and signal cables. In traditional solutions, these lines and cables run from the periphery of the towing pin and are secured to the frame using cable ties and fasteners. This results in a messy layout, making them prone to interference with surrounding components and wear. Especially with the relative movement between the towing pin and the frame, and particularly during periods of significant vibration, these lines and cables can wobble considerably, further increasing the likelihood of interference. Additionally, multiple fixing points are required to secure the lines and cables to the frame using cable ties and fasteners, increasing the number of components and the workload for assembly and maintenance. Moreover, if the cable ties and fasteners come loose during vehicle operation, the lines and cables can become detached, causing significant wobble and interference with other components.

[0126] This embodiment solves the problems of traditional solutions by passing these pipes and cables through the excavated area 5112. The pipes and cables are constrained within the traction pins, preventing significant swaying and reducing the likelihood of interference and wear with surrounding components. This extends the service life of the pipes and cables and improves reliability and safety. Furthermore, it reduces the number of cable ties, fasteners, and other components, lowering the workload for assembly and maintenance. Additionally, the scattered pipes and cables are almost invisible from the outside, resulting in a cleaner appearance.

[0127] The hollow area formed between the two pin connecting arms can significantly reduce the weight of the traction pin, thereby reducing the workload during the traction pin assembly process and lowering material costs. Moreover, the hollow area can serve as a cable passage space, where pipes, cables, etc. can be stored, which can solve the problem of pipes and cables easily interfering with and wearing with surrounding components, thereby improving reliability and safety and reducing maintenance costs.

[0128] Based on the above technical solution, the edge of the hollowed-out area 5112 is a curved shape that is recessed towards the main body of the pin 511, so that there is no stress concentration part, which can improve the strength of the traction pin 51.

[0129] Furthermore, a hollowed-out area 5112 is provided on both sides of the main body 511 of the pin. The hollowed-out areas 5112 on both sides are symmetrically arranged to serve as a cable passage, allowing pipelines and cables to pass through the hollowed-out area 5112 from one side of the traction pin 51 to the other side of the traction pin 51. The symmetrical arrangement can ensure that the two sides of the traction pin 51 are subjected to balanced forces, avoiding excessive torque that could cause deformation of the traction pin.

[0130] One specific solution: Along the direction from the frame stop 513 toward the body connection 512, the cross-sectional area of ​​the pin body 511 gradually increases. This results in a larger top cross-sectional area of ​​the pin body 511, which, when connected to the body connection 512, increases the area of ​​the connection region with the body or bolster beam, thereby improving connection strength and reliability.

[0131] Furthermore, the distance between the two body connecting parts 512 is greater than the distance between the two pin connecting arms 5111, which is equivalent to the body connecting parts 512 expanding outward relative to the pin connecting arms 5111, further increasing the area of ​​the connection area with the body or the bolster beam.

[0132] One specific solution: The body connection part 512 has two body connection ends, each with at least two bolt holes. This means that each body connection end is connected to the body or sleeper beam via four bolts passing through the bolt holes, providing high connection strength and reliability.

[0133] The two vehicle body connection parts 512 are symmetrically arranged, which can make the traction pin 51 bear the force evenly and reduce the probability of torsional deformation.

[0134] Based on the above technical solution, the cross-section of the frame stop part 513 is approximately rectangular, with two transverse stop sides and two longitudinal stop sides, and a transition chamfer structure is provided between the transverse stop sides and the longitudinal stop sides.

[0135] The longitudinal stop side is used to cooperate with the crossbeam 12 to transmit longitudinal traction or braking force. The lateral stop side is used to cooperate with the crossbeam 12 to provide lateral restraint, limiting large relative displacement between the car body and the bogie in the lateral direction.

[0136] like Figures 17 to 21 As shown, a longitudinal wear plate 54 is provided on the side of the longitudinal stop, and a longitudinal stop assembly 52 is connected to the outer side of the longitudinal wear plate 54. Longitudinal stop assemblies 52 are provided on both sides of the traction pin 51. During the forward movement of the vehicle, the longitudinal stop assembly on one side contacts the crossbeam 12 to transmit longitudinal traction or braking force; during the reverse movement of the vehicle, the longitudinal stop assembly on the other side contacts the crossbeam 12 to transmit longitudinal traction or braking force.

[0137] A lateral stop assembly 53 is connected to the lateral stop surface, and lateral stop assemblies 53 are provided on both sides of the traction pin 51. When the vehicle is navigating a curve, such as when turning left, the lateral stop assembly 53 on the right side of the traction pin 51 contacts the crossbeam to transmit lateral force, thereby moving the vehicle body to the left to follow the bogie and achieve the turn; when turning right, the lateral stop assembly 53 on the left side of the traction pin 51 contacts the crossbeam to transmit lateral force, thereby moving the vehicle body to the right to follow the bogie and achieve the turn.

[0138] like Figure 21 As shown, the side of the frame stop 513 is provided with a wear plate mounting groove 514, and the longitudinal wear plate 54 is embedded in the wear plate mounting groove 514 for installation. During the assembly of the longitudinal wear plate 54, the longitudinal wear plate 54 is first placed into the wear plate mounting groove 514. The lower side wall of the wear plate mounting groove 514 provides a certain support for the longitudinal wear plate 54. Therefore, the operator only needs to hold the longitudinal wear plate to prevent it from falling, without needing to apply a large supporting force. This makes it easier to adjust the position of the longitudinal wear plate to align the bolt holes, which is convenient, quick, and requires less labor intensity.

[0139] In addition, during vehicle operation, the lower sidewall of the wear plate mounting groove 514 provides a certain support for the longitudinal wear plate 54, reducing the probability of the longitudinal wear plate falling off due to loose bolts, thereby reducing the probability of the traction pin directly contacting the longitudinal stop assembly, ensuring the service life of the traction pin, and improving driving safety and reliability.

[0140] Furthermore, a wear plate mounting hole 515 for mounting a longitudinal wear plate 54 is provided at the bottom of the wear plate mounting groove 514, and the wear plate mounting hole 515 is located at the edge of the bottom surface of the wear plate mounting groove 514. For example Figure 23 As shown, three wear plate mounting holes 515 are spaced apart at the upper edge of the bottom surface of the wear plate mounting groove 514, one wear plate mounting hole 515 is provided at the middle of each of the left and right sides, and three wear plate mounting holes 515 are spaced apart at the lower edge.

[0141] Additionally, the depth of the wear plate mounting groove 514 is equal to the thickness of the longitudinal wear plate 54, so that the longitudinal wear plate 54 can be completely embedded in the wear plate mounting groove 514. Alternatively, the depth of the wear plate mounting groove 514 is less than the thickness of the longitudinal wear plate 54, so that the longitudinal wear plate 54 protrudes from the side of the traction pin, thereby further reducing the probability of the longitudinal stop assembly 52 contacting the traction pin 54.

[0142] This embodiment also provides an implementation method for the primary suspension device 3. For example... Figures 22 to 29As shown, the primary suspension system includes a suspension base 31 and a suspension pin 32. The suspension base 31 is located below, and its bottom end is used to connect to the axle box in the wheelset. The suspension pin 32 is located above, and its top end is used to connect to the frame.

[0143] by Figure 26 Taking the perspective of [the device] as an example, the suspension base 31 is provided with a suspension cavity 311 with an open top, and the side wall of the suspension cavity 311 is provided with a first magnetic element 312. The first magnetic element 312 can be a permanent magnet or an electromagnet.

[0144] The suspension pin 32 can enter and exit the suspension cavity 311 through the opening. The suspension pin 32 is magnetic, and its magnetic poles are the same as those of the first magnetic element 312. If the first magnetic element 312 is the N pole, then the suspension pin 32 is also the N pole; if the first magnetic element 312 is the S pole, then the suspension pin 32 is also the S pole. A repulsive force is generated between the suspension pin 32 and the first magnetic element 312.

[0145] The suspension pin 32 itself can be made of a permanent magnet or an electromagnet. Alternatively, the suspension pin 32 itself is not magnetic, but a second magnetic element is provided inside or on the surface of the suspension pin 32, and the magnetic poles of the second magnetic element are the same as those of the first magnetic element.

[0146] When the load on the frame is large, downward pressure is applied to the suspension pin 32, causing it to move downwards against the magnetic repulsion force, with a larger portion entering the suspension cavity 311. When the load on the frame is small, the magnetic repulsion force pushes the suspension pin 32 upwards. The magnetic repulsion force effectively buffers the load. Similarly, when the rail vehicle travels on uneven surfaces, the vibration of the wheel and rail is transmitted to the primary suspension system through the wheelset. The magnetic repulsion force ensures that the vertical movement of the suspension pin 32 is less than the vertical movement of the suspension base 31, achieving a buffering effect on wheel and rail vibration, reducing car vibration, and improving ride comfort. Furthermore, there is no contact between the suspension pin 32 and the suspension base 31, preventing abnormal noise. The probability of mechanical contact between them is also low, thus reducing wear and extending service life.

[0147] This primary suspension system is used on 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 system can buffer the vibration between the frame and the wheelset. Furthermore, the suspension pin and the suspension base do not directly contact each other, so there will be no vibration or abnormal noise. It also reduces mechanical wear and extends the service life of each component.

[0148] The aforementioned first magnetic element 312 is arranged circumferentially along the suspension base 31. The first magnetic element 312 can be a closed ring or an open ring. Alternatively, there can be multiple first magnetic elements 312, evenly arranged circumferentially along the suspension base 31. In the accompanying drawings of this embodiment, four first magnetic elements 312 are evenly arranged circumferentially along the suspension base 31 to maintain a uniform magnetic field between the suspension pins, thereby reducing the relative movement between the suspension pins 32 and the suspension base 31 in the vertical direction and minimizing the relative movement in the horizontal direction.

[0149] When the suspension pin 32 is subjected to a large vehicle body load or when there is a large instantaneous vibration amplitude between the wheel and rail, the suspension pin 32 may come into contact with the suspension base 31. Side stop blocks 33 are provided on the circumferential surface of the suspension pin 32. The side stop blocks 33 are arranged in a one-to-one correspondence with the first magnetic element 312. The contact between the side stop blocks 33 and the first magnetic element 312 prevents direct contact between the suspension pin 32 and the first magnetic element 312, thereby reducing impact wear on the suspension pin 32 and the first magnetic element 312, and further extending their service life.

[0150] In this embodiment, four side stop blocks 33 are provided on the outer peripheral surface of the suspension pin 32, and are evenly arranged. The positions of the side stop blocks 33 are aligned with the first magnetic component 312.

[0151] Furthermore, a bottom stop block 34 is also used, which is set between the bottom end of the suspension pin 32 and the suspension base 31. Specifically, it is set between the bottom end of the suspension pin 32 and the bottom wall of the suspension cavity 311, which can prevent the bottom end of the suspension pin 32 from directly contacting the suspension base 31.

[0152] The side stop block 33 can be made of materials such as felt, silicone, and rubber, and has a certain cushioning capacity.

[0153] Regarding the shape of the suspension base 31 and the suspension pin 32, this embodiment provides an implementation method: along the direction from the opening inward, the cross-sectional area of ​​the suspension cavity 311 gradually decreases, and the cross-sectional area at the opening is the largest. Correspondingly, along the direction of entering the suspension cavity 311, the cross-sectional area of ​​the suspension pin 32 gradually decreases, and the suspension pin 32 has a shape that is larger at the top and smaller at the bottom, which facilitates entering and exiting the suspension cavity 311.

[0154] One design involves a circular cross-sectional area for the suspension pin 32; further, the suspension pin 32 can be frustum-shaped. The sidewalls of the suspension cavity 311 are conical.

[0155] An annular platform 322 is provided at the end of the suspension pin 32 facing the interior of the suspension cavity 311, that is, at the bottom edge of the suspension pin 32. A bottom stop block 34 is fitted onto the bottom of the suspension pin 32 and abuts against the annular platform 322. This reduces the diameter of the bottom stop block 34 and prevents interference with the relative movement between the suspension pin 32 and the suspension base 31.

[0156] Based on the above technical solution, the bottom wall of the suspension cavity 311 is provided with a series of limiting protrusions 313 extending toward the opening, and the limiting protrusions 313 can be cylindrical. Correspondingly, the end of the suspension pin 32 facing the interior of the suspension cavity 311 (the bottom end of the suspension pin 32) is provided with a series of limiting holes 321 for accommodating the series of limiting protrusions 313.

[0157] The primary limiting protrusion 313 is inserted into the primary limiting hole 321. During the process of the suspension base 31 and the suspension pin 32 moving relative to each other in the vertical direction, the primary limiting protrusion 313 will not come out of the primary limiting hole 321, and it restricts the suspension base 31 and the suspension pin 32 to only move relative to each other in the vertical direction.

[0158] Regarding the way the suspension base 31 and the wheelset are matched, a primary axle box positioning pin 314 can be set at the bottom of the suspension base 31. It can be inserted into the positioning hole at the top of the axle box to achieve vertical positioning and horizontal limiting, so as to avoid relative horizontal movement between the primary suspension device and the axle box.

[0159] Regarding the way the suspension pin 32 is engaged with the frame, a primary frame positioning pin 323 can be set at the top of the suspension pin 32. It can be inserted into the positioning hole of the frame to achieve vertical positioning and horizontal limiting, thereby preventing relative horizontal movement between the primary suspension device and the frame.

[0160] Based on the above technical solution, the bogie also includes a bogie cabin, specifically a bottom cabin device installed at the bottom of the bogie, which can protect the bogie from impacts by stones and solid objects on the rail surface, and also prevent mud and other dirt from adhering to the bogie.

[0161] like Figures 30 to 38 As shown, the bogie cabin assembly provided in this embodiment includes a cabin frame 61 and a cabin skin 62 connected to the cabin frame 61. The cabin frame 61 is connected to the bogie frame, and the cabin skin 62 is connected to the bottom of the cabin frame 61.

[0162] The bottom hold frame includes: bottom hold longitudinal beams 611, bottom hold short crossbeams 612, and bottom hold long crossbeams 613. The two bottom hold longitudinal beams 611 are parallel and spaced apart. The bottom hold long crossbeam 613 connects the middle of the two bottom hold longitudinal beams 611, and its end extends beyond the bottom hold longitudinal beams 611. The bottom hold short crossbeams 612 are located outside the bottom hold long crossbeams 613 and connect the two bottom hold longitudinal beams 611.

[0163] The bottom tank skin includes a skin body 621 and skin sides 622. The skin body 621 extends longitudinally and covers the bottom tank longitudinal beams 611 and the bottom tank short crossbeams 612. The skin sides 622 are located on both sides of the longitudinal center of the skin body 621 and cover the ends of the bottom tank long crossbeams 613.

[0164] The dimensions of the hull skin are larger than the area covered by the hull frame. The hull frame provides support and connection, while the hull skin provides protection and insulation.

[0165] The aforementioned lower frame serves as support and connection, while the lower skin acts as a barrier and protector, preventing stones and solid objects from the rail surface from impacting the bogie components. This protects the bogie, extends component lifespan, and improves driving safety. Additionally, skin side panels are located on both sides of the longitudinal center of the skin body. These side panels protrude from the skin body, bringing them closer to the side skirts of the rail vehicle body. This reduces the gap between the skirts and the lower skin, minimizing turbulent airflow in this area and thus reducing noise.

[0166] Based on the above technical solutions, this embodiment provides a specific implementation method for the bottom compartment device:

[0167] There are two long crossbeams 613 in the bottom hold, arranged side by side and spaced apart. The two ends of each long crossbeam 613 pass through the middle of the corresponding longitudinal beam 611 in the bottom hold and extend outwards from the outer side of the longitudinal beam 611. Specifically, the lengths of the two ends of the long crossbeam 613 extending outwards from the corresponding longitudinal beam 611 are equal.

[0168] The bottom hold long crossbeam 613 can be a channel beam or a U-shaped beam, and the bottom hold longitudinal beam 611 can be a channel beam. The openings of the two bottom hold longitudinal beams 611 are arranged facing each other, and the bottom hold long crossbeam 613 passes through the bottom of the channel of the bottom hold longitudinal beam 611 and is riveted to the side wall of the channel of the bottom hold longitudinal beam 611.

[0169] There are two short crossbeams 612 in the bottom compartment, located on the outside of the two long crossbeams 613 in the bottom compartment. The short crossbeams 612 can be channel beams or U-shaped beams. The two ends of the short crossbeams 612 are inserted into the grooves of the longitudinal beams 611 in the bottom compartment and are riveted to the side walls of the grooves of the longitudinal beams 611 in the bottom compartment by rivets.

[0170] Furthermore, a bottom end beam 614 is employed, connecting to the ends of the two bottom longitudinal beams 611. The bottom end beam 614 can be a channel beam or a U-shaped beam, with both ends of the bottom end beam 614 inserted into the grooves of the bottom longitudinal beams 611 and riveted to the sidewalls of the grooves of the bottom longitudinal beams 611. The bottom end beam 614 is used to support the ends of the bottom skin 62.

[0171] The aforementioned bottom hold long crossbeam 613, bottom hold short crossbeam 612 and bottom hold end beam 614 are arranged at intervals, with the bottom hold short crossbeam 612 located between the bottom hold end beam 614 and the bottom hold long crossbeam 613.

[0172] The skin body 621 is covered on the bottom of the bottom longitudinal beam 611, the bottom long cross beam 613, the bottom short cross beam 612 and the bottom end beam 614. The length of the skin body 621 is greater than the length of the bottom longitudinal beam 611, and the width of the skin body 621 is greater than the distance between the two bottom longitudinal beams 611.

[0173] The underbody skin 62 is made of aluminum, which is lightweight and helps reduce the vehicle's overall weight, thus achieving a lightweight design. Furthermore, the aluminum skin is robust and offers high reliability.

[0174] like Figure 34 and Figure 35 As shown, based on the above technical solution, this embodiment provides a bogie cabin, including the bottom cabin device 601, side cabin device 602, and flow guiding device 603, which cover the bogie.

[0175] The side cabin devices 602 are located on both sides of the bogie and connected to the bottom of the rail vehicle body, used to protect the bogie from the side. The side cabin devices 602 can be made in the same shape as the body skirt, eliminating the need for body skirts on the sides of the bogie; the side cabin devices 602 can be used directly as body skirts.

[0176] The airflow guiding device 603 is located at both ends of the bogie and connected to the bottom of the rail vehicle body. An airflow guiding channel is formed between the airflow guiding device 603 and the end of the bottom compartment device 601, so that air enters the interior of the bogie from the airflow guiding channel located at one end of the bogie and flows out from the other end of the bogie, forming an orderly flow inside the bogie, which is beneficial to accelerating the heat dissipation of the bogie.

[0177] The flow guide device 603 has an inwardly recessed, arc-shaped notch on its side facing the bottom tank device 601. Correspondingly, the middle of the bottom tank end beam 614 arches outward, and the longitudinal end edge of the skin body 621 is arc-shaped, consistent with the arc-shaped notch of the flow guide device 603. This ensures that the diameter of the flow guide channel remains uniform, making the flow more gentle and effectively reducing turbulence at the flow guide point, thus reducing wind noise at this location.

[0178] Furthermore, a bottom-level inclined beam 615 is used, connecting the end of the bottom-level long crossbeam 613 to the bottom-level longitudinal beam 611, forming a triangular structure with the bottom-level long crossbeam 613 and the bottom-level longitudinal beam 611, which helps to improve the strength of the two sides of the middle part of the bottom-level frame 61. The bottom-level inclined beam 615 can be a U-shaped beam or a channel-shaped beam, and is riveted to the bottom-level longitudinal beam 611 and the bottom-level long crossbeam 613 respectively by rivets.

[0179] The edge of the skin side 622 is an outwardly convex arc shape. The underbody skin 62 also includes an arc-shaped skin side panel 623, which is vertically connected to the edge of the skin side 622. The outwardly convex arc shape of the edge of the skin side 622 can reduce the gap between it and the vehicle body side skirt or side compartment device 602, thereby reducing wind resistance.

[0180] The aforementioned bottom tank longitudinal beams 611, bottom tank end crossbeams 612, bottom tank long crossbeams 613, bottom tank end beams 614, and bottom tank diagonal beams 615 can all be made of extruded aluminum profiles, and weight-reduction holes can be machined to achieve weight reduction. The bottom tank skin 62 is connected to the bottom tank frame 61 by a press-riveting process, which is simple and reliable and can further achieve lightweighting.

[0181] Regarding the connection between the bottom compartment assembly 601 and the bogie, this embodiment provides an implementation method: a boom assembly 63 is used to connect the bottom compartment assembly 601 to the bogie. Specifically, the bottom end of the boom assembly 63 is connected to the end of the bottom compartment long crossbeam 613, and the top end is connected to the bogie frame.

[0182] Specifically, such as Figure 36 As shown, the boom assembly 63 includes a boom body 631. The bottom end of the boom body 631 is fixed to the bottom hull long beam 613, and a first sealing gasket 632 is provided between the boom body 631 and the bottom hull long beam 613. The top end of the boom body 631 is connected to the frame, specifically by passing upward through the side beam 11 in the frame and then being fixed to the boom connecting nut 633. The boom connecting nut 633 is 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. The second sealing gasket 634 has a circumferential groove, and the bottom plate of the side beam is embedded in the groove. The boom assembly 63 significantly increases the hoisting rigidity of the bottom hull device 601, and the sealing gasket can reduce the relative movement and vibration between the bottom hull device and the frame.

[0183] Furthermore, such as Figure 37 As shown, wire rope vibration dampers 64 are used, installed between the bottom tank assembly 601 and the bogie, to reduce vibration between the two. Specifically, both ends of the bottom tank end beam 614 extend outward from the bottom tank longitudinal beam 611, and the wire rope vibration dampers 64 are installed at the ends of the bottom tank end beams, with their tops used to connect to the axle boxes of the bogie. Specifically, four wire rope vibration dampers 64 are used, each installed at the end of two bottom tank end beams 614, connecting the four axle boxes to the bottom tank end beams 614, to reduce vibration impact on the axle boxes and relative movement between the axle boxes and the bottom tank assembly.

[0184] Specifically, such as Figure 38 As shown, the bottom plate of the wire rope vibration damper 64 is bolted to the bottom end beam 614. The top plate of the wire rope vibration damper 64 is bolted to the axle box 23 and the vertical vibration damper 71 in sequence.

[0185] Based on the above technical solution, the area enclosed by the long crossbeam 613 and the short crossbeam 612 of the lower hold forms a maintenance area, and the main skin body has maintenance holes corresponding to the maintenance area. A maintenance door 651 is located within the maintenance area. One side of the maintenance door 651 is hinged to the longitudinal beam 611 of the lower hold via a hinge 652, allowing the maintenance door 651 to rotate relative to the longitudinal beam 611 via the hinge 652, opening downwards or closing upwards. The opposite side of the maintenance door 651 is connected to another longitudinal beam 611 of the lower hold via a locking member 653, used to lock the maintenance door when it is closed. The locking member 653 can be a rotary latch lock structure.

[0186] Furthermore, an anti-detachment safety lock is installed in the middle of the short crossbeam 612 in the lower compartment to further lock the maintenance door when it is closed, preventing the maintenance door from falling off accidentally.

[0187] Furthermore, brake disc clearance holes 625 are provided at the four corners of the skin body 621 to allow clearance for the brake discs on the bogie axles. Specifically, brake disc clearance holes 625 are provided on one side of the area between the bottom end beam 612 and the bottom end beam 614, corresponding to the position of the brake disc.

[0188] Furthermore, brake pad replacement windows 624 are provided at the four corners of the skin body 621. Through these windows, the brake pads on the brake calipers can be disassembled and assembled, enabling maintenance and replacement of the brake pads.

[0189] The aforementioned bottom compartment device 601 is equipped with two maintenance doors 651, which allow for maintenance and repair of the bogie from the bottom.

[0190] Based on the above technical solution, an air filtration device is installed on the frame, which can be installed on the crossbeam 12 or the side beam 11. For example... Figure 39 As shown, the air filtration device includes: a main filtration line 141, a first filtration branch line 142, a second filtration branch line 143, and a transmission mechanism. One end of the main filtration line 141 is connected to an auxiliary air chamber 177, and the other end is connected to the first filtration branch line 142 and the second filtration branch line 143. The first filtration branch line 142 is equipped with a drive impeller 144, which is connected to the drive end of the transmission mechanism. The second filtration branch line 143 is equipped with a compressor impeller 145, which is connected to the driven end of the transmission mechanism. The second filtration branch line 143 is connected to the auxiliary air chamber 177 via an air filter 146.

[0191] The high-pressure gas in the auxiliary gas chamber 177 enters the first water filtration branch 142 and the second water filtration branch 143 from the main water filtration line 141 (e.g., Figure 39(Single arrow in the image). Under the power of the high-pressure gas entering the first water filtration branch 142, the drive impeller 144 rotates, causing the drive end in the transmission mechanism to move, and in turn, the driven end to move, thereby driving the compression impeller 145 to rotate, so that the high-pressure gas entering the second water filtration branch 143 is further compressed, increasing the gas pressure (e.g., single arrow in the image). Figure 39 (Double arrows in the image). This portion of pressurized compressed gas passes through air filter 146, which separates the moisture from the compressed gas. The dried compressed gas then returns to the auxiliary gas chamber 177.

[0192] The air filtration device can dry the gas in the auxiliary air chamber 177 to remove moisture from the auxiliary air chamber 177, reduce the probability of corrosion of the box structure, thereby extending the service life of the frame, improving the reliability of the frame and secondary suspension system, and ensuring driving safety.

[0193] Based on the above technical solution, the transmission mechanism can adopt mechanisms such as sprockets and gears. 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 the number of teeth on the driven gear 1472, and the rotational speed of the driven gear 1472 is greater than the rotational speed of the driving gear 1471. The driven gear 1472 rotates faster, thereby driving the compression impeller 145 to rotate rapidly, further compressing and pressurizing the air.

[0194] Furthermore, a control component 148 is installed in the first water filtration branch 142 to control the start-up of the first water filtration branch 142. The control component 148 may specifically include: a controller, a relay, a solenoid valve, etc. The controller periodically controls the solenoid valve to open via the relay, allowing compressed air in the auxiliary air chamber 177 to enter the two water filtration branches through the main water filtration line 141 and perform drying according to the above scheme. For example, the solenoid valve is opened during the lower temperature period of the day for drying.

[0195] Furthermore, a humidity sensor 149 is used and installed inside the auxiliary air chamber 177. The humidity sensor 149 is electrically connected to the control component 148. The humidity sensor 149 detects the humidity inside the auxiliary air chamber 177. When the humidity is greater than a preset value, the control component 148 controls the solenoid valve to open for drying, so as to dry the auxiliary air chamber 177 according to the actual humidity conditions.

[0196] Furthermore, a one-way gas valve 1410 is provided in the second water filtration branch 143, specifically located between the air filter 146 and the auxiliary air chamber 177, so that the compressed gas dried by the air filter 146 can only flow to the auxiliary air chamber 177. This embodiment also provides a rail vehicle including the above-mentioned bogie. The bogie and rail vehicle provided in this embodiment have the same technical effects as the above-mentioned traction pin.

Claims

1. A side beam, characterized in that, include: Side beam upper cover plate, side beam lower cover plate, side beam inner vertical plate and side beam outer vertical plate, the side beam upper cover plate is connected to the top of the side beam inner vertical plate and the side beam outer vertical plate, and the side beam lower cover plate is connected to the bottom of the side beam inner vertical plate and the side beam outer vertical plate; The inner vertical plate of the side beam includes: the middle inner vertical plate, the end inner vertical plates, and the gearbox hanger assembly; The gearbox hanger assembly includes: a gearbox hanger upright plate and a gearbox hanger; the gearbox hanger upright plate is located between the middle inner upright plate and the end inner upright plate, and is connected to the middle inner upright plate and the end inner upright plate; the gearbox hanger is located on the surface of the gearbox hanger upright plate away from the outer upright plate of the side beam; The inner vertical plate of the side beam also includes: a motor hanger assembly; the motor hanger assembly includes: a motor hanger plate and a motor hanger; the motor hanger plate is located at the end of the middle inner vertical plate away from the gearbox hanger assembly and is connected to the middle inner vertical plate; the motor hanger is located on the surface of the motor hanger plate away from the outer vertical plate of the side beam; The gearbox hanger includes: a first gearbox hanger arm and a second gearbox hanger arm. The first gearbox hanger arm and the second gearbox hanger arm are arranged sequentially along the length of the side beam. Both the first gearbox hanger arm and the second gearbox hanger arm extend laterally. A space is left between the first gearbox hanger arm and the second gearbox hanger arm for connecting to the gearbox connector. It also includes: a spring mounting plate connected to the outer side beam plate; the upper side beam cover plate extending away from the inner side beam plate and connected to the top of the spring mounting plate; the lower side beam cover plate extending away from the inner side beam plate and connected to the bottom of the spring mounting plate; the spring mounting plate, the upper side beam cover plate, the lower side beam cover plate and the outer side beam plate together form a spring auxiliary chamber.

2. The side beam according to claim 1, characterized in that, The gearbox hanger and the gearbox hanger upright plate are integrally formed; the surface of the gearbox hanger upright plate is flush with the surface of the middle inner upright plate and the end inner upright plate.

3. The side beam according to claim 1, characterized in that, The motor hanger and the motor hanger upright plate are integrally formed; the surface of the gearbox hanger upright plate is flush with the surface of the inner upright plate in the middle.

4. The side beam according to claim 3, characterized in that, The motor mounting bracket includes: a motor arm that extends laterally and has an interface for connecting to a motor connector.

5. The side beam according to claim 1, characterized in that, One end of the motor hanger upright plate is connected to the middle inner upright plate, and the other end extends to the end of the side beam.

6. A bogie, characterized in that, include: The side beam as described in any one of claims 1-5.

7. A rail vehicle, characterized in that, include: The bogie as described in claim 6.

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