Primary suspension positioning structure, bogies and rail vehicles

Abstract

This invention relates to the field of rail vehicles, providing a primary suspension positioning structure, a bogie, and a rail vehicle. The primary suspension positioning structure includes a pair of forks, each fork having a single-arm end and a double-arm end connected to the single-arm end. The single-arm end is connected to a bushing of the axle, and the double-arm end is connected to the bogie frame. The primary suspension is adapted to achieve longitudinal, radial, and vertical positioning with the frame via the pair of forks. A motor is also included, with one side mounted on the bushing and the other side connected to the frame. This primary suspension positioning structure achieves precise longitudinal, radial, and vertical positioning between the primary suspension system and the bogie frame through the connection of the pair of forks. This changes the method of positioning via axle boxes in related technologies, simplifying the structure and facilitating lightweight design by eliminating the need for axle boxes. It also simplifies the complexity of the primary suspension positioning structure, reduces the number of required components, and lowers the overall vehicle weight.

Description

Technical Field

[0001] This invention relates to the field of rail vehicles, and provides a primary suspension positioning structure, a bogie, and a rail vehicle. Background Technology

[0002] In related technologies, the positioning of the primary suspension is mostly achieved by connecting the axle box to the axle sleeve, the motor, and the motor to the frame. However, with the increasing demand for lightweight design in rail vehicles, this primary suspension positioning structure suffers from drawbacks such as structural complexity, cumbersome positioning, and low positioning accuracy. Summary of the Invention

[0003] This invention provides a primary suspension positioning structure to address the shortcomings of complex primary suspension positioning structures in related technologies.

[0004] This invention also provides a bogie.

[0005] This invention also provides a rail vehicle.

[0006] A first aspect of the present invention provides a primary suspension positioning structure, comprising:

[0007] A pair of wishbones, each wishbone including a single-arm end and a double-arm end connected to the single-arm end, the single-arm end being connected to a bushing of an axle, and the double-arm end being connected to a bogie frame; the primary suspension is adapted to achieve longitudinal, radial, and vertical positioning with respect to the frame via the pair of wishbones.

[0008] An electric motor, one side of which is mounted on the bushing, and the other side of which is connected to the frame.

[0009] According to one embodiment of the present invention, a mounting base is further included, the mounting base being disposed on the bushing, and the single arm end being connected to the mounting base.

[0010] According to one embodiment of the present invention, a first node shaft is provided on the end of the single arm, the first node shaft is provided in the mounting base, and deflection damping members are respectively provided at both ends of the first node shaft.

[0011] According to one embodiment of the present invention, the mounting base includes:

[0012] Seat body, the seat body being connected to the bushing;

[0013] A cover is installed on the base, and the cover engages with the base to form an installation space for installing the single arm end.

[0014] According to one embodiment of the present invention, a connecting seat is further included, the connecting seat being disposed on the frame, and the double arm ends being connected to the connecting seat.

[0015] According to one embodiment of the present invention, a second node shaft is provided on the end of the double arm, the second node shaft is provided in the connecting seat, and a stacked vibration damping member is provided at the position of the second node shaft corresponding to the end of the double arm.

[0016] According to one embodiment of the present invention, a stepped base is further included, the stepped base being disposed on the bushing, and one side of the motor being mounted on the stepped base.

[0017] According to one embodiment of the present invention, a vertical boom is further included, which is connected to the frame, and the other side of the motor is mounted on the vertical boom.

[0018] A second aspect of the present invention provides a bogie, comprising:

[0019] The crossbeam section is integrally formed from carbon fiber.

[0020] A leaf spring is connected to the crossbeam along the length of the vehicle;

[0021] As described above, in a primary suspension positioning structure, the ends of the double arms and the other side of the motor are connected to the crossbeam.

[0022] According to one embodiment of the present invention, a cavity is formed on the crossbeam portion, the leaf spring passes through the cavity, an anti-roll seat and an anti-spinning seat are provided on the outer side wall of the cavity, and the vertical hanger is provided on the top of the crossbeam portion.

[0023] According to one embodiment of the present invention, a spring seat is provided on the crossbeam, and a positioning guide post is provided on the spring seat. The spring body is adapted to be installed on the spring seat through the positioning guide post.

[0024] According to one embodiment of the present invention, a central hole is provided on the crossbeam portion, and a transverse stop seat is provided on the wall of the central hole.

[0025] A third aspect of the present invention provides a rail vehicle, including the primary suspension positioning structure as described above;

[0026] Or a bogie as described above.

[0027] According to the first aspect embodiment of the present invention, the primary suspension positioning structure provides positioning between the primary suspension system and the frame in the vehicle length and height directions through the connection of a single-arm end and a double-arm end. The connection of the double-arm end to the frame provides positioning between the primary suspension system and the frame in the vehicle width direction. That is, the primary suspension positioning structure provided by the embodiment of the present invention achieves precise longitudinal, radial, and vertical positioning between the primary suspension system and the bogie frame through only a pair of wishbone connections. This multi-directional positioning not only enhances the connection stability between the axle and the frame but also ensures smoothness and safety under different operating conditions. Longitudinal positioning ensures the stability of the axle in the forward direction, radial positioning prevents the axle from shifting in the horizontal direction, and vertical positioning ensures the perpendicularity between the axle and the ground, reducing vibration and noise. More importantly, by connecting a pair of wishbone connections, the positioning method achieved through the axle box in related technologies can be changed. Since the axle box is eliminated, the structure can be simplified, which is conducive to achieving lightweight design. Furthermore, the connection method between the double-arm ends and the frame, as well as the integrated installation of the motor with the bushings and frame, enhances the structural strength and durability of the entire suspension system. This design allows the system to withstand greater loads and impacts, extending its service life and reducing the failure rate. Directly mounting the motor to the bushings and connecting it to the frame not only simplifies the complexity of the primary suspension positioning structure and reduces the number of required components, but also lowers the overall vehicle weight. Through a rational layout design, this primary suspension positioning structure integrates multiple functions within a limited space, optimizing the overall vehicle layout and improving space utilization.

[0028] According to a second aspect of the present invention, the bogie significantly reduces its overall weight by employing a one-piece carbon fiber crossbeam. Carbon fiber, with its high strength, low density, and excellent corrosion resistance, is an ideal choice for lightweight design. The lightweight bogie not only improves vehicle energy efficiency but also reduces energy consumption during operation, while simultaneously enhancing acceleration and braking performance. The high strength of carbon fiber ensures the stability and reliability of the crossbeam under complex loads. This high-strength crossbeam, combined with the primary suspension positioning structure, effectively disperses and absorbs impact forces from the wheels and rails, protecting other vehicle components from damage and extending their service life. The leaf springs connected along the vehicle's length work in conjunction with the primary suspension positioning structure to provide excellent dynamic performance for the vehicle. The leaf springs absorb and disperse vibration energy, reducing bumps and noise during vehicle operation and improving ride comfort. Simultaneously, the precise multi-directional positioning of the primary suspension positioning structure ensures good contact between the wheels and rails, improving vehicle stability and safety.

[0029] According to the third aspect of the present invention, the rail vehicle, whether employing the aforementioned primary suspension positioning structure or the aforementioned bogie, can significantly improve the driving stability and safety of the rail vehicle. The primary suspension positioning structure, through precise multi-directional positioning, ensures good contact between the wheels and the track, reducing the risk of derailment caused by vibration and impact. The bogie, through its high-strength, lightweight design and optimized dynamic performance, further enhances the vehicle's stability and safety. The integrated primary suspension positioning structure or bogie can effectively absorb and disperse vibration energy from the wheels and track, reducing bumps and noise during vehicle operation, thereby significantly improving ride comfort. The rail vehicle provided by the embodiments of the present invention can adapt to diverse operating environments, including curves with different radii and road sections with different gradients. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0031] Figure 1 This is a schematic perspective view of a bogie at one angle provided by the present invention.

[0032] Figure 2 This is a schematic perspective view of the bogie provided by the present invention from another angle.

[0033] Figure 3 This is a schematic perspective view of the bogie with air springs and lateral stop dampers provided by the present invention.

[0034] Figure 4 This is a schematic perspective view of the bushing and wheelset provided by the present invention.

[0035] Figure 5 This is a schematic perspective view of the crossbeam and leaf spring provided by the present invention.

[0036] Figure 6 This is a schematic perspective view of the fork arm provided by the present invention.

[0037] Figure 7 This is a schematic cross-sectional view of the first node axis and the single arm end provided by the present invention.

[0038] Figure 8 This is a schematic cross-sectional view of the second node axis and the ends of the double arms provided by the present invention.

[0039] Figure label:

[0040] 100. Fork arm; 102. Single arm end; 104. Double arm end; 106. Bushing; 108. Frame; 110. Motor; 112. Mounting base; 114. First node shaft; 116. Deflection damper; 118. Seat body; 120. Cover; 122. Connecting seat; 124. Second node shaft; 126. Layered damper; 128. Stepped seat; 130. Vertical hanger; 132. Crossbeam; 134. Leaf spring; 136. Cavity; 138. Vertical hanger seat; 140. Anti-roll seat; 142. Anti-snag seat; 146. Positioning guide post; 148. Center hole; 150. Lateral stop seat. Detailed Implementation

[0041] The embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of the invention.

[0042] like Figures 1 to 8 As shown, a first aspect embodiment of the present invention provides a primary suspension positioning structure, comprising:

[0043] A pair of wishbone arms 100, each wishbone arm 100 including a single arm end 102 and a double arm end 104 connected to the single arm end 102. The single arm end 102 is connected to a bushing 106 of the axle, and the double arm end 104 is connected to a frame 108 of the bogie. The primary suspension is adapted to achieve longitudinal, radial and vertical positioning with the frame 108 through the pair of wishbone arms 100.

[0044] Motor 110, one side of motor 110 is mounted on bushing 106, and the other side of motor 110 is connected to frame 108.

[0045] According to the first aspect embodiment of the present invention, the primary suspension positioning structure provides positioning between the primary suspension system and the frame 108 in the vehicle length and height directions through the connection of the single arm end 102 and the double arm end 104. The connection between the double arm end 104 and the frame 108 provides positioning between the primary suspension system and the frame 108 in the vehicle width direction. That is, the primary suspension positioning structure provided by the embodiment of the present invention achieves precise longitudinal, radial, and vertical positioning between the primary suspension system and the bogie frame 108 through the connection of only a pair of wishbone arms 100. This multi-directional positioning not only enhances the connection stability between the axle and the frame 108, but also ensures smoothness and safety under different operating conditions. Longitudinal positioning ensures the stability of the axle in the forward direction, radial positioning prevents the axle from shifting in the horizontal direction, and vertical positioning ensures the perpendicularity between the axle and the ground, reducing vibration and noise. More importantly, by connecting a pair of wishbone arms 100, the positioning method achieved through axle box bodies in related technologies can be changed. Eliminating the need for axle box bodies simplifies the structure and facilitates lightweight design. Furthermore, the connection method between the double arm ends 104 and the frame 108, as well as the integrated installation of the motor 110 with the bushing 106 and frame 108, enhances the structural strength and durability of the entire suspension system. This design allows the system to withstand greater loads and impacts, extending its service life and reducing the failure rate. Directly mounting the motor 110 to the bushing 106 and connecting it to the frame 108 not only simplifies the complexity of this primary suspension positioning structure and reduces the number of required components, but also reduces the overall vehicle weight. Through a rational layout design, this primary suspension positioning structure integrates multiple functions within a limited space, optimizing the overall vehicle layout and improving space utilization.

[0046] Please continue reading Figures 1 to 8 The first aspect of the present invention provides a primary suspension positioning structure, which aims to enhance the connection stability between the axle and the bogie in a rail vehicle and the positioning accuracy of the primary suspension system.

[0047] The primary suspension positioning structure is mainly achieved by connecting a pair of wishbones 100 and a motor 110. Specifically, the wishbones 100 are the core components of this primary suspension positioning structure, and each wishbones 100 includes a single-arm end 102 and a double-arm end 104 connected to the single-arm end 102. The single-arm end 102 is directly connected to the axle sleeve 106, while the double-arm end 104 is designed to connect to the bogie frame 108. This design allows the primary suspension to precisely position the frame 108 in the longitudinal, radial, and vertical directions through the pair of wishbones 100, ensuring the stability and safety of the vehicle under different driving conditions.

[0048] Understandably, since the single-arm end 102 and the double-arm end 104 are connected to each other, with the single-arm end 102 connected to the bushing 106 and the double-arm end 104 connected to the frame 108, a right-angled triangular connection structure can be formed by the double-arm end 104 and the single-arm end 102. Because a triangle itself possesses high structural stability, the connection between the frame 108 and the bushing 106 via the fork arm 100 enables the positioning of the bushing 106 and the frame 108 in the vehicle length direction (longitudinal) and vehicle height direction (vertical). Similarly, since the double-arm end 104 has two connecting arms, and these two connecting arms are connected to the frame 108, the positioning of the bushing 106 and the frame 108 in the vehicle width direction (lateral) can also be achieved. Therefore, the positioning of the bushing 106 and the frame 108 in the longitudinal, vertical, and lateral directions can be achieved simultaneously using only the fork arm 100, eliminating the step of setting up an axle box body to achieve primary suspension positioning in related technologies. It is precisely because of the omission of the axle box body design that not only can the positioning complexity of the primary suspension positioning structure be reduced and the positioning accuracy of the primary suspension positioning structure be improved, but it is also conducive to the realization of lightweight vehicle design.

[0049] One side of the motor 110 is mounted on the bushing 106, and the other side of the motor 110 is connected to the bogie frame 108. This design not only simplifies the power transmission path, but also realizes the integrated design of the motor 110 and the bogie, reducing the number of parts and weight.

[0050] Through the design of a pair of wishbone arms 100, a stable and precise positioning is achieved between the primary suspension system and the bogie frame 108. This positioning accuracy not only ensures the installation positioning accuracy between the primary suspension and the frame 108, but also enhances the overall stability of the vehicle structure and improves the vehicle's shock resistance and vibration resistance under different driving conditions. The longitudinal, radial, and vertical positioning functions of the wishbone arms 100 ensure precise alignment between the axle and the bogie. This precise alignment reduces wear and vibration caused by misalignment, improving the vehicle's running smoothness and ride comfort.

[0051] According to one embodiment of the present invention, it further includes a mounting base 112, which is disposed on the bushing 106, and the single arm end 102 is connected to the mounting base 112.

[0052] See Figure 4 In one embodiment of the present invention, in addition to a pair of forks 100 and a motor 110, the primary suspension positioning structure also includes a mounting base 112.

[0053] Mounting bracket 112 is disposed on bushing 106 of axle, serving as a mounting component connecting fork arm 100 and bushing 106. Mounting bracket 112 is securely mounted on bushing 106 by fasteners or other connection methods, ensuring the stability of the connection between mounting bracket 112 and bushing 106.

[0054] The single arm end 102 of the fork arm 100 is directly connected to the aforementioned mounting base 112. This design makes the connection between the single arm end 102 and the bushing 106 more stable and reliable, and also facilitates installation and maintenance.

[0055] The addition of mounting base 112 further enhances the connection stability between the fork arm 100 and the bushing 106. As a mounting component between the single-arm end 102 and the bushing 106, mounting base 112 can distribute and bear the load from the fork arm 100, reducing the direct force on the bushing 106 and thus extending its service life. The design of mounting base 112 makes the force distribution on the fork arm 100 more uniform and reasonable. By adjusting the position and shape of mounting base 112, the force distribution on the fork arm 100 in the longitudinal, radial, and vertical directions can be optimized, reducing vibration and wear caused by uneven force distribution.

[0056] In addition, the design of the mounting base 112 makes the installation and maintenance of the fork arm 100 easier. When the fork arm 100 needs to be replaced or repaired, it can be disassembled and installed simply by loosening the fasteners connecting the mounting base 112 and the fork arm 100, without having to disassemble the entire bushing 106.

[0057] The tight fit between the mounting base 112 and the bushing 106, as well as the precise positioning of the mounting base 112 on the fork arm 100, ensures high-precision alignment between the axle and the bogie. This high-precision alignment reduces vibration and noise caused by deviations, improving the vehicle's running smoothness and ride comfort.

[0058] According to one embodiment of the present invention, a first node shaft 114 is provided on the single arm end 102, the first node shaft 114 is provided in the mounting base 112, and deflection damping members 116 are respectively provided at both ends of the first node shaft 114.

[0059] See Figure 6 and Figure 7 In one embodiment of the present invention, in order to improve the vibration reduction effect and deflection stability of the primary suspension positioning structure, a first node shaft 114 is provided on the single arm end 102. The first node shaft 114 is also installed in the mounting base 112. This design makes the connection between the single arm end 102 and the mounting base 112 more stable, and also provides a corresponding installation position for the deflection damping component 116.

[0060] Deflection dampers 116 are respectively provided at both ends of the first node shaft 114. The deflection dampers 116 can be made of elastic materials (such as rubber) and can absorb and disperse the vibration energy generated by the interaction between the wheels and the track during vehicle operation, thereby reducing the impact of vibration on the vehicle structure. At the same time, the deflection dampers 116 also allow the single arm end 102 to deflect within a certain range to adapt to the vertical rise and fall of the frame 108 during vehicle operation. More importantly, through the setting of the deflection dampers 116, even if the frame 108 deflects a certain amount in the horizontal plane, the deflection dampers 116 can compensate for the amount of deflection.

[0061] Therefore, the deflection damper 116 significantly improves the vibration reduction effect of the primary suspension positioning structure. The deflection damper 116 effectively absorbs and disperses vibration energy, reducing the impact of vibration on the vehicle structure, components, and passengers, thus improving ride comfort. The deflection damper 116 not only has a vibration reduction function but also allows the single arm end 102 to deflect within a certain range. This design enables the vehicle to better adapt to various complex road and track conditions during operation, maintaining good contact between the wheels and the track, and improving the vehicle's driving stability and safety. By reducing the impact of vibration and impact on the vehicle structure, the deflection damper 116 also helps extend the vehicle's service life. Especially for key components such as axles, bushings 106, and wishbone arms 100, reducing vibration and impact can significantly reduce the risk of wear and fatigue damage.

[0062] According to one embodiment of the present invention, the mounting base 112 includes:

[0063] Seat 118, seat 118 is connected to bushing 106;

[0064] The cover 120 is installed on the base 118, and the cover 120 and the base 118 are fastened together to form an installation space for installing the single arm end 102.

[0065] See Figure 4 In one embodiment of the present invention, the mounting base 112 is mainly composed of two parts: a base body 118 and a cover 120. The base body 118 and the cover 120 work together to provide a stable and easy-to-install mounting space for the single arm end 102.

[0066] Specifically, the seat 118 is the main part of the mounting base 112, and the seat 118 is directly connected to the bushing 106 of the axle. The seat 118 can be fastened to the bushing 106 by fasteners (such as bolts, nuts, etc.) or by welding, integral molding, etc., to ensure the stability of its connection with the bushing 106.

[0067] The cover 120 is another part of the mounting base 112. The cover 120 is installed on the base 118 and snaps into the base 118, thereby forming a semi-enclosed mounting space. The mounting space is used to accommodate and fix the single arm end 102 of the fork arm 100 and the first node shaft 114 on the single arm end 102, ensuring that the single arm end 102 and the first node shaft 114 on the single arm end 102 can be securely connected to the mounting base 112.

[0068] By dividing the mounting base 112 into two parts, the base body 118 and the cover 120, the installation process of the single arm end 102 of the fork arm 100 becomes more convenient. During installation, the single arm end 102 can be connected to the first node shaft 114 first, then the entire assembly can be placed into the installation space formed by the base body 118 and the cover 120. Finally, the installation is completed by fastening the cover 120. This design greatly simplifies the installation steps and improves installation efficiency. When maintenance or replacement of the fork arm 100 is required, simply loosening the cover 120 opens the installation space for the corresponding operation. This design makes maintenance work simpler and faster, reducing maintenance costs and time.

[0069] Furthermore, the tight fit between the cover 120 and the base 118 helps improve the sealing of the installation space, preventing dust, moisture, and other impurities from entering and damaging components such as the fork arm 100 and the first node shaft 114. This sealing design extends the service life of components and improves the overall performance of the vehicle.

[0070] According to one embodiment of the present invention, it further includes a connecting seat 122, which is disposed in the frame 108, and the double arm ends 104 are connected to the connecting seat 122.

[0071] See Figure 1 , Figure 2 and Figure 5 In one embodiment of the present invention, a connecting seat 122 is introduced to further improve the connection stability and maintenance convenience of the primary suspension positioning structure. The connecting seat 122 is disposed on the bogie frame 108, and the double arm ends 104 of the wishbone 100 are directly connected to this connecting seat 122.

[0072] The connecting seat 122 is a connection structure designed to meet the connection requirements of the double arm end 104 of the fork arm 100. The connecting seat 122 is firmly installed on the frame 108 of the bogie and can be securely connected to the frame 108 by welding, bolting or other reliable fixing methods.

[0073] In other embodiments, the connecting seat 122 may also have a certain adjustment function to meet the connection requirements of different vehicles or different working conditions. For example, the connection relationship between the double arm end 104 and the frame 108 can be optimized by adjusting the position or angle of the connecting seat 122, thereby improving the overall stability and performance.

[0074] The introduction of the connecting seat 122 further enhances the connection stability between the fork arm 100 and the frame 108. Through the robust connecting seat 122 and its docking design with the double arm ends 104, it ensures that the double arm ends 104 remain stable and do not detach under various loads and vibrations, improving the reliability and safety of the entire primary suspension positioning structure. The design of the connecting seat 122 makes the installation and maintenance of the fork arm 100 more convenient. During installation, simply align and secure the double arm ends 104 with the connecting seat 122; during maintenance, simply loosen the connector to easily disassemble and replace components such as the fork arm 100 or the connecting seat 122, reducing maintenance costs and time.

[0075] According to one embodiment of the present invention, a second node shaft 124 is provided on the double arm end 104, the second node shaft 124 is provided in the connecting seat 122, and a stacked vibration damping member 126 is provided at the position of the second node shaft 124 corresponding to the double arm end 104.

[0076] See Figure 6 and Figure 8 In one embodiment of the present invention, in order to further improve the vibration reduction effect of the primary suspension positioning structure, a second node shaft 124 is provided on the double arm end 104, and a corresponding stacked vibration damping member 126 is provided at the position of the second node shaft 124 corresponding to the double arm end 104.

[0077] Specifically, a second node shaft 124 is provided on the double arm end 104. The second node shaft 124 not only serves to connect the double arm end 104 and the connecting seat 122, but also provides an installation position for the stacked vibration damping component 126.

[0078] The second node shaft 124 passes through the connecting seat 122 and matches the corresponding structure (such as holes, slots, etc.) in the connecting seat 122 to ensure the stability and accuracy of the connection.

[0079] At the position corresponding to the second node shaft 124 and the double arm end 104, that is, at the part where the second node shaft 124 passes through the double arm end 104 and extends into the connecting seat 122, a laminated vibration damping element 126 is provided. The laminated vibration damping element 126 is usually composed of multiple layers of materials with different materials and hardness. When these materials are subjected to vibration, they can generate relative motion, thereby consuming vibration energy and achieving the purpose of vibration reduction.

[0080] The introduction of the laminated damper 126 provides excellent vibration damping performance at the connection between the double-arm end 104 and the connecting seat 122. When the vehicle is subjected to external excitation, the laminated damper 126 can quickly respond and absorb vibration energy, thereby reducing the impact of vibration on the vehicle structure, components, and passengers, and improving ride comfort and vehicle stability. By reducing the impact and fatigue damage of vibration on the connecting structure, the laminated damper 126 also helps to extend the service life of components such as the double-arm end 104, the second node shaft 124, and the connecting seat 122, which not only reduces vehicle maintenance costs but also improves the overall performance and reliability of the vehicle.

[0081] According to one embodiment of the present invention, a stepped seat 128 is also included, which is disposed in the bushing 106, and one side of the motor 110 is mounted on the stepped seat 128.

[0082] See Figure 4 In one embodiment of the present invention, in order to optimize the installation position of the motor 110 and improve the integration of the entire suspension system, a stepped seat 128 is also provided on the bushing 106.

[0083] The stepped base 128 can be connected to the bushing 106 by welding, bolting, or other methods. One side of the motor 110 is mounted on the stepped base 128. This mounting method not only makes the position of the motor 110 more stable, but also helps to reduce the impact of motor 110 vibration on other components of the suspension system. In addition, the stepped base 128 can also perform the positioning function of the motor 110 and the bushing 106, thereby ensuring the connection accuracy between the motor 110 and the bushing 106.

[0084] It should be noted that, in this embodiment of the invention, one motor 110 can be mounted on two stepped seats 128.

[0085] In other words, the step mount 128 allows for a more precise installation position of the motor 110, effectively reducing the impact of motor 110 vibration on other components of the suspension system and improving the overall system stability and reliability. Furthermore, by adjusting the height of the step mount 128, different motor 110 installation positions and heights can be matched to adapt to different vehicle layouts and suspension system requirements.

[0086] According to one embodiment of the present invention, a vertical boom 130 is also included, which is connected to the frame 108, and the other side of the motor 110 is mounted on the vertical boom 130.

[0087] See Figure 2 The vertical hanger 130 is connected to the bogie frame 108 and is used to connect the motor 110 and the frame 108. Its main function is to provide vertical support and constraint for the installation of the motor 110.

[0088] The vertical hanger 130 provides stable support to the other side of the motor 110, making the installation of the motor 110 more stable. This stability helps reduce the impact of motor 110 vibration on other components of the suspension system, improving the reliability and service life of the entire system. The vertical hanger 130 and the two stepped seats 128 together form a three-point suspension for the motor 110. This suspension method helps optimize the stress state of the motor 110, reducing torque and stress concentration caused by single-point suspension, thereby improving the operating efficiency and stability of the motor 110.

[0089] Of course, in other embodiments, the motor 110 can also be connected to the frame using other connection methods. As mentioned above, since the fork arm 100 has achieved three-way positioning of the primary suspension system in the lateral, vertical and axial directions, the connection method between the motor 110 and the frame can be flexibly selected based on actual needs.

[0090] A second aspect of the present invention provides a bogie, comprising:

[0091] Crossbeam 132 is integrally formed from carbon fiber.

[0092] Leaf spring 134 is connected to crossbeam 132 along the length of the vehicle;

[0093] As described above, in the primary suspension positioning structure, the double arm end 104 and the other side of the motor 110 are connected to the crossbeam 132.

[0094] According to a second aspect embodiment of the present invention, the bogie significantly reduces its overall weight by employing a one-piece carbon fiber crossbeam 132. Carbon fiber material, with its high strength, low density, and excellent corrosion resistance, is an ideal choice for achieving lightweight design. The lightweight bogie not only improves vehicle energy efficiency but also reduces energy consumption during vehicle operation, while simultaneously enhancing acceleration and braking performance. The high strength of carbon fiber material ensures the stability and reliability of the crossbeam 132 under complex loads. This high-strength crossbeam 132, combined with the primary suspension positioning structure, effectively disperses and absorbs impact forces from the wheels and rails, protecting other vehicle components from damage and extending their service life. The leaf springs 134, connected along the vehicle's length, work in conjunction with the primary suspension positioning structure to provide excellent dynamic performance for the vehicle. The leaf springs 134 absorb and disperse vibration energy, reducing bumps and noise during vehicle operation and improving ride comfort. Simultaneously, the precise multi-directional positioning of the primary suspension positioning structure ensures good contact between the wheels and rails, improving vehicle stability and safety.

[0095] See Figures 1 to 3 as well as Figure 5A second aspect of the present invention provides a bogie that integrates a carbon fiber integrally formed crossbeam 132, a leaf spring 134 connected along the vehicle length direction, and a primary suspension positioning structure described in detail above.

[0096] Specifically, the crossbeam 132, as a key load-bearing and connecting component of the bogie, utilizes carbon fiber monolithic molding technology. Carbon fiber material possesses high strength, lightweight properties, and excellent fatigue resistance. The monolithic molding process results in the crossbeam 132 being not only compact and lightweight but also possessing strong load-bearing capacity and durability. This manufacturing process allows the bogie to reduce weight without sacrificing its structural strength and stability.

[0097] Leaf spring 134, as an important elastic element in the secondary suspension system, is connected to crossbeam 132 along the vehicle length. This layout helps to disperse and absorb vibrations and shocks generated during vehicle operation, improving ride comfort and driving stability. The connection between leaf spring 134 and crossbeam 132 can be achieved using a corresponding positioning seat. The bogie also integrates the primary suspension positioning structure described in the above embodiment, which ensures the stability and reliability of motor 110 and other suspension components during vehicle operation. The design of the double-arm end 104 in wishbone 100 provides additional support and limiting functions, helping to reduce vibration and displacement of motor 110. The other side of motor 110 is connected to crossbeam 132 via vertical hanger 130 to ensure that the position of motor 110 in the suspension system is stable and not easily shaken.

[0098] According to one embodiment of the present invention, a cavity 136 is formed on the crossbeam portion 132, a leaf spring 134 passes through the cavity 136, an anti-roll seat 140 and an anti-snake seat 142 are provided on the outer side wall of the cavity 136, and a vertical hanger 138 is provided on the top of the crossbeam portion 132.

[0099] See Figure 5 In an advanced embodiment of the present invention, a cavity 136 is formed on the crossbeam portion 132, a leaf spring 134 is inserted in the cavity 136, an anti-roll seat 140 and an anti-snake seat 142 are also provided on the outer side wall of the cavity 136, and a vertical hanger 138 is also provided on the top of the measuring element.

[0100] Specifically, the cavity 136 formed on the crossbeam 132 is designed specifically to accommodate the leaf spring 134. This not only saves space but also makes the installation and positioning of the leaf spring 134 more accurate and stable. As an elastic element in the suspension system, the leaf spring 134 can effectively absorb and disperse vibrations and impacts generated during vehicle operation.

[0101] To further enhance the bogie's anti-roll and anti-hunting capabilities, an anti-roll seat 140 and an anti-hunting seat 142 are also provided on the outer wall of the cavity 136. The anti-roll seat 140 and the anti-hunting seat 142 are used to install the anti-roll torsion bar and the anti-hunting damper, respectively.

[0102] In this embodiment of the invention, the anti-roll seat 140 can be bolted to the frame 108. The anti-roll seat 140 protrudes outward from the side wall of the frame 108. Installing an anti-roll torsion bar on the anti-roll seat 140 can ensure that the vehicle provides additional support force when it rolls, reduce the roll amplitude, and improve the lateral stability of the vehicle. The anti-sway seat 142 can effectively suppress the swaying motion (i.e., the left and right swaying of the vehicle body) that may occur when the vehicle is traveling at high speed, ensuring the straight-line stability and safety of the vehicle.

[0103] A vertical hanger 138 is also provided at the top of the crossbeam 132 for mounting and supporting the vertical hanger 130. As mentioned above, the vertical hanger 130 is used to transfer the weight of the motor 110 and the vertical load of the motor 110 to the frame 108.

[0104] Through structural designs such as cavity 136, leaf spring 134, anti-roll seat 140, anti-snagging seat 142, and vertical hanger 138, the stability of the vehicle during driving is optimized, which can effectively reduce safety hazards and discomfort caused by vibration, tilting and snagging.

[0105] According to one embodiment of the present invention, a spring seat is provided on the crossbeam portion 132, and a positioning guide post 146 is provided on the spring seat. The spring body is adapted to be installed on the spring seat through the positioning guide post 146.

[0106] See Figure 3 and Figure 5 In order to further improve the performance of the secondary suspension system, a spring seat and a positioning guide post 146 connected to the spring seat are added to the crossbeam 132.

[0107] The air spring seats are carefully positioned at both ends of the crossbeam 132 to support and secure the air spring body. Positioning guide posts 146 are provided on the air spring seats; their main function is to guide and fix the installation position of the air spring body. That is, the air spring body can be installed onto the air spring seat via the positioning guide posts 146. During installation, the mounting holes of the air spring body align with and tightly engage with the positioning guide posts 146 to secure the air spring body to the air spring seat.

[0108] This installation method not only ensures the stability and reliability of the air spring body in the suspension system, but also helps improve the overall shock absorption performance and ride comfort of the suspension system. By mounting the air spring body on the crossbeam 132 and precisely positioning and fixing it with the help of the positioning guide post 146, the shock absorption effect of the secondary suspension system can be further improved, reducing bumps and vibrations during vehicle operation. The positioning guide post 146 ensures the accuracy and stability of the air spring body installation, thereby reducing shaking and noise problems caused by improper installation, and helping to improve the overall stability and driving safety of the vehicle.

[0109] According to one embodiment of the present invention, a central hole 148 is provided on the crossbeam portion 132, and a transverse stop seat 150 is provided on the hole wall of the central hole 148.

[0110] See Figure 5 In one embodiment of the invention, a central hole 148 is formed in the crossbeam portion 132, and a transverse stop 150 is provided on the wall of the central hole 148. This design is intended to provide additional support and limiting functions.

[0111] The central hole 148 on the crossbeam 132 is a circular or square hole that passes through the crossbeam. The size and shape of the central hole 148 can be set according to the specific application scenario and the requirements of the secondary suspension system.

[0112] A transverse stop 150 is provided on the wall of the central hole 148. The transverse stop 150 can be connected to the crossbeam 132 by welding or bolting.

[0113] The main function of the lateral stop seat 150 is to provide lateral limiting and support. When the secondary suspension system is subjected to lateral forces (such as when the vehicle is turning or in crosswinds), the lateral stop seat 150 can limit the lateral displacement of the vehicle body and prevent it from exceeding the design range.

[0114] By creating a central hole 148 and installing a lateral stop 150 on the crossbeam 132, additional support and limiting functions can be provided without reducing the overall structural strength of the crossbeam, which helps to improve the overall structural strength and stability of the secondary suspension system. The lateral stop 150 can precisely limit the lateral displacement range of the vehicle body, preventing excessive displacement when subjected to lateral forces, and helping to reduce safety hazards caused by excessive lateral displacement of the vehicle body.

[0115] A third aspect of the present invention provides a rail vehicle, including the primary suspension positioning structure as described above;

[0116] Or a bogie as described above.

[0117] According to the third aspect of the present invention, the rail vehicle, whether employing the aforementioned primary suspension positioning structure or the aforementioned bogie, can significantly improve the driving stability and safety of the rail vehicle. The primary suspension positioning structure, through precise multi-directional positioning, ensures good contact between the wheels and the track, reducing the risk of derailment caused by vibration and impact. The bogie, through its high-strength, lightweight design and optimized dynamic performance, further enhances the vehicle's stability and safety. The integrated primary suspension positioning structure or bogie can effectively absorb and disperse vibration energy from the wheels and track, reducing bumps and noise during vehicle operation, thereby significantly improving ride comfort. The rail vehicle provided by the embodiments of the present invention can adapt to diverse operating environments, including curves with different radii and road sections with different gradients.

[0118] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A primary suspension positioning structure, characterized in that, include: A pair of wishbones, each wishbone including a single-arm end and a double-arm end connected to the single-arm end, the single-arm end being connected to a bushing of an axle, and the double-arm end being connected to a bogie frame; the primary suspension is adapted to achieve longitudinal, radial, and vertical positioning with respect to the frame via the pair of wishbones. An electric motor, one side of which is mounted on the bushing and the other side of which is connected to the frame; Mounting base, the mounting base is disposed on the bushing, and the single arm end is connected to the mounting base; A first node shaft is provided on the end of the single arm, and the first node shaft is provided on the mounting base. Deflection damping components are respectively provided at both ends of the first node shaft.

2. The primary suspension positioning structure according to claim 1, characterized in that, The mounting base includes: Seat body, the seat body being connected to the bushing; A cover is installed on the base, and the cover engages with the base to form an installation space for installing the single arm end.

3. The primary suspension positioning structure according to claim 1, characterized in that, It also includes a connecting seat, which is disposed on the frame, and the ends of the two arms are connected to the connecting seat.

4. The primary suspension positioning structure according to claim 3, characterized in that, A second node shaft is provided on the upper end of the double arm, and the second node shaft is provided in the connecting seat. A stacked vibration damping component is provided at the position of the second node shaft corresponding to the upper end of the double arm.

5. The primary suspension positioning structure according to any one of claims 1 to 4, characterized in that, It also includes a stepped base, which is disposed on the bushing, and one side of the motor is mounted on the stepped base.

6. The primary suspension positioning structure according to any one of claims 1 to 4, characterized in that, It also includes a vertical boom connected to the frame, and the other side of the motor is mounted on the vertical boom.

7. A bogie, characterized in that, include: The crossbeam section is integrally formed from carbon fiber. A leaf spring is connected to the crossbeam along the length of the vehicle; In any one of claims 1 to 6, the first-stage suspension positioning structure, the ends of the double arms and the other side of the motor are connected to the crossbeam portion.

8. The bogie according to claim 7, characterized in that, A cavity is formed on the crossbeam, the leaf spring passes through the cavity, and an anti-roll seat and an anti-spinning seat are provided on the outer wall of the cavity. A vertical hanger is provided on the top of the crossbeam.

9. The bogie according to claim 7, characterized in that, A spring seat is provided on the crossbeam, and a positioning guide post is provided on the spring seat. The spring body is adapted to be installed on the spring seat through the positioning guide post.

10. The bogie according to any one of claims 7 to 9, characterized in that, A central hole is provided on the crossbeam, and a transverse stop seat is provided on the wall of the central hole.

11. A rail vehicle, characterized in that, Includes a primary suspension positioning structure as described in any one of claims 1 to 6; Or the bogie as described in any one of claims 7 to 10.

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