EMU bogies and rail vehicles

Abstract

This invention relates to the field of rail vehicle technology, providing a train bogie and a rail vehicle. The train bogie includes a frame and a wheel drive system. The frame includes a load-bearing body and two leaf springs. A center pin channel is formed in the middle of the load-bearing body, and two mounting channels are formed along the longitudinal direction of the frame. The two leaf springs are respectively mounted in the two mounting channels. The wheel drive system includes a shaft core, a bushing, and two wheels. The shaft core is rotatably mounted inside the bushing. A gearbox is constructed on the bushing, and a driving gear is provided inside the gearbox. A driven gear is sleeved on the shaft core, and the driving gear and the driven gear mesh externally. The two wheels are respectively mounted on both ends of the bushing via bearings, and the two wheels are respectively connected to both ends of the shaft core via flexible plates. Each leaf spring has a pad at both ends, and the pad is connected to the bushing. The load-bearing body and leaf springs replace the original crossbeam and side beam structure, resulting in a significant weight reduction effect on the frame.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and more particularly to a train bogie and a rail vehicle. Background Technology

[0002] Rail vehicles are widely used in daily travel, and lightweight design is a key research direction for rail vehicles. The current bogie frame adopts the structure of crossbeams and side beams. This structure has reached its limit in terms of weight optimization. Therefore, there is an urgent need for a new bogie structure to further reduce the weight of rail vehicles. Summary of the Invention

[0003] This invention provides a train bogie to solve the technical problem that it is difficult to optimize the weight of train bogies in the prior art, thereby achieving lightweight design of rail vehicles.

[0004] The present invention also provides a rail vehicle.

[0005] This invention provides a high-speed train bogie, comprising:

[0006] The frame includes a load-bearing body and two leaf springs. A central pin channel is formed in the middle of the load-bearing body. Two mounting channels are formed along the longitudinal direction of the frame, and the two leaf springs are respectively mounted in the two mounting channels.

[0007] A wheel drive system includes a shaft core, a bushing, and two wheels. The shaft core is rotatably mounted inside the bushing. A gearbox is constructed on the bushing, and a driving gear is provided inside the gearbox. A driven gear is sleeved on the shaft core, and the driving gear meshes with the driven gear. The two wheels are respectively mounted on both ends of the bushing via bearings, and the two wheels are respectively connected to both ends of the shaft core via flexible plates.

[0008] Each of the leaf springs has a pad at both ends, and the pad is connected to the bushing.

[0009] According to the present invention, a train bogie is provided, wherein the load-bearing body comprises:

[0010] Two C-shaped beams arranged opposite each other and two wing beams arranged opposite each other between the two C-shaped beams, the two wing beams are respectively constructed with installation channels, and the two C-shaped beams and the two wing beams together enclose the central pin channel;

[0011] The two C-shaped beams and the two airfoil beams are integrally cast, and the two C-shaped beams and the two airfoil beams are suitable for welding together; or the load-bearing body is integrally cast.

[0012] According to the present invention, a train bogie is provided, wherein the airfoil includes:

[0013] The bottom beam is welded to the ends of the two C-shaped beams at both ends, and a support extends from the middle of the bottom beam in the direction away from the central pin channel.

[0014] The top beam is located between the two C-shaped beams. One end of the top beam is bent downward to form a bend, which is welded to the support. The other end of the top beam extends laterally along the load-bearing body and is welded to both ends of the bottom beam through two connecting beams.

[0015] The bottom beam, the top beam, and the bent portion together form the installation channel.

[0016] According to a train bogie provided by the present invention, each of the C-shaped beams is provided with a roll load transfer beam below it, and the two ends of each roll load transfer beam are respectively connected to the two ends of the C-shaped beam or the two bottom beams.

[0017] The lower surface of the bottom beam and the lower surface of the anti-roll load transfer beam are integrally cast with load transfer ribs. Each load transfer rib is distributed along the length direction of the bottom beam and the anti-roll load transfer beam, and each load transfer rib is connected to the bottom beam and the anti-roll load transfer beam in a T-shape.

[0018] Each of the top beams has a reinforcing rib integrally cast on its upper surface. Each of the reinforcing ribs is distributed along the length of the top beam and is connected to the top beam in a T-shape.

[0019] According to the present invention, a train bogie is provided, wherein the load-bearing body comprises:

[0020] Two box girders are spaced apart and arranged in parallel, and each box girder is hollow inside and forms an installation channel;

[0021] Two load-bearing beams are respectively located on one side of the two box beams facing each other;

[0022] Two inner vertical plates are disposed between the two box beams. The two inner vertical plates are bent in a direction away from each other, and each inner vertical plate is welded to the two load-bearing beams to form a central pin channel.

[0023] Two outer vertical panels are disposed between the two box beams, and the two sides of each outer vertical panel are welded to the two box beams respectively;

[0024] Two load-bearing base plates are disposed between the two box beams, and each load-bearing base plate is welded to the two box beams, the inner vertical plate and the outer vertical plate respectively;

[0025] A load-bearing top plate is located above the load-bearing top plate. Each of the box beams has an opening at the top. The load-bearing top plate extends above the box beams and is welded to them to close the top openings. Furthermore, the load-bearing top plate is also welded to the load-bearing beams, the inner vertical plate, and the outer vertical plate.

[0026] According to the present invention, a bogie for a high-speed train is provided, wherein two air spring mounting seats are provided at intervals on the upper surface of the frame, and the two air spring mounting seats are respectively located above the two mounting channels;

[0027] The air spring mounting base is provided with a mounting protrusion that protrudes outward in the direction opposite to the mounting channel, and the distance between the two air spring mounting bases is adapted to the distance between the two leaf springs.

[0028] According to a train bogie provided by the present invention, a leaf spring positioning part is formed in the mounting channel, a connecting block is provided on the upper surface of the leaf spring, one of the leaf spring positioning part and the connecting block is constructed with a concave mounting groove, and the other of the leaf spring positioning part and the connecting block is constructed with an outward protrusion, the protrusion being adapted to engage with the mounting groove, and the protrusion and the mounting groove are respectively configured as matching cross shapes.

[0029] According to the present invention, a bogie for a high-speed train includes leaf springs comprising:

[0030] A carbon fiber top plate extends longitudinally along the frame, and the carbon fiber top plate is configured as an arc shape;

[0031] A carbon fiber base plate extends longitudinally along the frame. The carbon fiber base plate is arc-shaped and located below the carbon fiber top plate. The bending directions of the carbon fiber base plate and the carbon fiber top plate are on the same side. The arc of the carbon fiber base plate is greater than that of the carbon fiber top plate, and the thickness of the carbon fiber base plate is less than that of the carbon fiber top plate.

[0032] Multiple carbon fiber vertical plates are arranged vertically and side by side between the carbon fiber top plate and the carbon fiber bottom plate, and the multiple carbon fiber vertical plates are sequentially attached to each other;

[0033] The carbon fiber top plate and the carbon fiber bottom plate are arranged unidirectionally along the longitudinal direction, while the carbon fiber vertical plate is arranged bidirectionally and crosswise. The angle between the direction of the carbon fiber vertical plate and the horizontal plane is 45 degrees.

[0034] According to the present invention, a bogie for a high-speed train is provided, wherein a motor is connected to the bushing, one end of the motor is connected to the drive gear transmission, and the other end of the motor is provided with a braking mechanism;

[0035] The braking mechanism includes:

[0036] The housing has guide ribs on its inner surface along the direction of the motor output shaft;

[0037] A rotating component is rotatably disposed within the housing and is connected to the output shaft of the motor. The outer surface of the rotating component is provided with limiting ribs along the direction of the motor output shaft.

[0038] A moving plate and a stationary plate are disposed inside the housing. The moving plate and the stationary plate are sleeved on the rotating component at intervals. The inner circumferential surface of the moving plate is provided with a limiting groove, which is engaged with the limiting rib. The outer circumferential surface of the stationary plate is provided with a positioning groove, which is engaged with the guide rib.

[0039] A driving element is disposed within the housing. The driving element is adapted to be connected to the stationary disc and is adapted to drive the stationary disc to slide along the guide rib so that the stationary disc and the moving disc fit together to form a brake.

[0040] According to the present invention, one side of the housing is fixed to the motor by fasteners, and the other side of the housing is provided with a cover. At least two brake grooves distributed circumferentially are formed on the cover. The drive member is adapted to be installed in the brake groove. Each pair of adjacent brake grooves are interconnected. One of the brake grooves is provided with an oil hole for hydraulically driving the drive member.

[0041] According to the present invention, a train bogie is provided in which transition members are respectively interference-fitted to both ends of the axle core, the flexible plate is adapted to be installed on the outside of the transition members by fasteners, the wheel is an elastic wheel, and the wheel is adapted to be connected to the flexible plate by fasteners.

[0042] According to a train bogie provided by the present invention, the bushing is adapted to be connected to the load-bearing body via a fin plate, and the width of the fin plate gradually decreases and the thickness of the fin plate gradually increases along the direction from the bushing to the load-bearing body.

[0043] The present invention also provides a rail vehicle, including a center pin, a car body, and a bogie as described above, wherein the bogie is connected to the car body via a spring, and the center pin passes through the center pin channel and is connected to the car body via a traction rod.

[0044] The train bogie provided in this embodiment of the invention replaces the original crossbeam and side beam structure with a load-bearing main body and leaf springs. The structure of the load-bearing main body is simple, and the structure of the leaf springs makes the weight of the leaf springs much less than that of the traditional side beams, resulting in a significant lightweight effect. The wheel drive system is used to realize driving and braking, and the wheel drive system can be directly integrated into the axle sleeve, saving layout space. Compared with the original brake caliper braking, the weight of the braking mechanism can be greatly reduced, which is conducive to the lightweight development of rail vehicles.

[0045] The rail vehicle provided in this invention has a bogie connected to the car body via air springs. A center pin passes through a center pin channel and is connected to the car body via a traction rod. The original crossbeam and side beam structure is replaced by a load-bearing main body and leaf springs. The structure of the load-bearing main body is simple, and the structure of the leaf springs makes their weight much less than that of traditional side beams, resulting in a significant lightweight effect. The wheel drive system is used to achieve driving and braking, and the wheel drive system can be directly integrated into the axle sleeve, saving layout space. Compared with the original brake caliper braking, the weight of the braking mechanism can be greatly reduced, which is conducive to the lightweight development of rail vehicles. Attached Figure Description

[0046] 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.

[0047] Figure 1 This is one of the three-dimensional structural schematic diagrams of the train bogie provided by the present invention;

[0048] Figure 2 This is the second three-dimensional structural schematic diagram of the train bogie provided by the present invention;

[0049] Figure 3 This is one of the three-dimensional structural schematic diagrams of the framework provided by the present invention;

[0050] Figure 4 This is the second three-dimensional structural schematic diagram of the framework provided by the present invention;

[0051] Figure 5 This is the third three-dimensional structural schematic diagram of the framework provided by the present invention;

[0052] Figure 6 This is a partial structural schematic diagram of the framework provided by the present invention;

[0053] Figure 7 This is the fourth three-dimensional structural schematic diagram of the framework provided by the present invention;

[0054] Figure 8 This is the fifth three-dimensional structural schematic diagram of the framework provided by the present invention;

[0055] Figure 9 This is a three-dimensional structural schematic diagram of the leaf spring provided by the present invention;

[0056] Figure 10 This is a cross-sectional view of the wheel drive system provided by the present invention;

[0057] Figure 11 This is an exploded structural diagram of the braking mechanism provided by the present invention;

[0058] Figure 12 This is a three-dimensional structural diagram of the fish fin plate provided by the present invention.

[0059] Figure label:

[0060] 100. Frame; 200. Load-bearing main body; 210. Center pin channel; 220. Installation channel; 230. C-beam; 240. Wing beam; 2410. Bottom beam; 2420. Support; 2430. Top beam; 2440. Bending section; 2450. Connecting beam; 2460. Roll load transfer beam; 2470. Load transfer reinforcement; 2480. Reinforcing rib; 2510. Box girder; 2520. Load-bearing beam; 2530. Inner vertical plate; 2540. Outer vertical plate; 2550. Load-bearing bottom plate; 2560. Load-bearing top plate; 300. Leaf spring; 310. Pad; 320. Connecting block; 330. Mounting groove; 340. Carbon fiber top plate; 350. Carbon fiber base plate; 360, carbon fiber upright plate; 400, wheel drive system; 410, shaft core; 420, bushing; 430, wheel; 440, gearbox; 450, driven gear; 460, flexible plate; 500, air spring mounting seat; 510, mounting protrusion; 600, leaf spring positioning part; 610, protrusion; 700, motor; 800, braking mechanism; 810, housing; 820, rotating part; 830, moving disc; 840, stationary disc; 850, driving part; 860, guide rib; 870, limiting rib; 880, limiting slot; 890, positioning slot; 8100, shell cover; 8110, brake slot; 8120, transition part; 8130, fin plate. Detailed Implementation

[0061] 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.

[0062] In the description of the embodiments of the present invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of the present invention. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0063] In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of the present invention based on the specific circumstances.

[0064] In embodiments of the present invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0065] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0066] The following is combined Figures 1-12 Embodiments of the present invention are described.

[0067] This embodiment provides a train bogie, including a frame 100 and a wheel drive system 400. The frame 100 includes a load-bearing body 200 and two leaf springs 300. A center pin channel 210 is formed in the middle of the load-bearing body 200, and two mounting channels 220 are formed along the longitudinal direction of the load-bearing body 100. The two leaf springs 300 are respectively mounted in the two mounting channels 220. The wheel drive system 400 includes a shaft core 410, a bushing 420, and two wheels 430. The shaft core 410 is rotatably mounted in the bushing 420. A gearbox 440 is constructed on the bushing 420. The gearbox 440 has a driving gear. The shaft core 410 is sleeved with a driven gear 450. The driving gear and the driven gear 450 mesh externally. The two wheels 430 are respectively mounted on both ends of the bushing 420 through bearings, and the two wheels 430 are respectively connected to both ends of the shaft core 410 through flexible plates 460. Each leaf spring 300 has a pad 310 at both ends, and the pad 310 is connected to the bushing 420.

[0068] In this embodiment, the original crossbeam and side beam structure is replaced by the load-bearing body 200 and leaf spring 300. The structure of the load-bearing body 200 is simple, and the structure of the leaf spring 300 also makes the weight of the leaf spring 300 much less than that of the traditional side beam, which makes the frame 100 significantly lighter. The drive system 400 is used to realize driving and braking. The drive system 400 can be directly integrated into the bushing 420, saving layout space. Compared with the original brake caliper braking, the weight of the braking mechanism 800 can be greatly reduced, which is conducive to the lightweight development of rail vehicles.

[0069] During the driving process, the driving gear of the gearbox 440 rotates, thereby driving the driven gear 450 to rotate. The rotation of the driven gear 450 drives the shaft core 410 to rotate, thus causing the wheel 430 to rotate via the transmission of the flexible plate 460, achieving driving. During the braking process, the output shaft of the motor 700 is suppressed by the braking mechanism 800, thereby braking the driving gear, and braking the wheel 430 via the transmission of the shaft core 410 and the flexible plate 460.

[0070] like Figures 3-6 As shown, the load-bearing body 200 includes two opposing C-shaped beams 230 and two opposing wing-shaped beams 240 disposed between the two C-shaped beams 230. Each of the two wing-shaped beams 240 has an installation channel 220. The two C-shaped beams 230 and the two wing-shaped beams 240 together form a central pin channel 210. The two C-shaped beams 230 and the two wing-shaped beams 240 are integrally cast and can be welded together; or the load-bearing body 200 can be integrally cast.

[0071] In this embodiment, the original crossbeam and side beam structure is replaced by a load-bearing body 200 and leaf springs 300. The load-bearing body 200 is integrally cast from high-strength casting material, enabling rapid molding and achieving a high strength-to-weight ratio, while also avoiding welding defects in the frame 100. The load-bearing body 200 has a simple structure, and the structural form of the leaf springs 300 makes their weight significantly less than that of traditional side beams, resulting in a significant weight reduction effect for the frame 100.

[0072] The structure of C-beam 230 and airfoil 240 can be designed based on the load transfer of the frame 100. The structure of C-beam 230 and airfoil 240 can be topologically optimized based on the load-bearing conditions at each location, so that C-beam 230 and airfoil 240 not only have good load-bearing performance, but also have the advantages of simple structure and less material consumption, so as to achieve the lightweight design of frame 100.

[0073] The vertical load on the frame 100 is mainly borne by the two leaf springs 300, while the lateral and longitudinal loads are borne and transmitted through the load-bearing body 200.

[0074] The airfoil beam 240 includes a bottom beam 2410 and a top beam 2430. The two ends of the bottom beam 2410 are welded to the ends of two C-shaped beams 230, respectively. A support 2420 extends from the middle of the bottom beam 2410 away from the central pin channel 210. The top beam 2430 is located between the two C-shaped beams 230. One end of the top beam 2430 is bent downwards to form a bend 2440, which is welded to the support 2420. The other end of the top beam 2430 extends laterally along the load-bearing body 200 and is welded to both ends of the bottom beam 2410 via two connecting beams 2450. The bottom beam 2410, top beam 2430, and bend 2440 together form an installation channel 220.

[0075] The bottom beam 2410 is located below the top beam 2430. The bottom beam 2410 is arranged longitudinally along the load-bearing body 200, and the top beam 2430 is arranged transversely along the load-bearing body 200, meaning that the top beam 2430 and the bottom beam 2410 are spatially perpendicular to each other. One end of the top beam 2430 is bent vertically downwards to form a bend 2440, and the bend is connected by an arc-shaped transition. The bend 2440 is connected to the support 2420 in the middle of the bottom beam 2410, so that one end of the top beam 2430 is connected to the middle of the bottom beam 2410 to form a whole. The other end of the top beam 2430 is connected to both ends of the bottom beam 2410 through two connecting beams 2450, so that the other end of the top beam 2430 is connected to both ends of the bottom beam 2410 to form a whole.

[0076] Along the direction from the end of the top beam 2430 away from the bend 2440 to the end of the bottom beam 2410, the thickness of the connector gradually increases to meet the load-bearing requirements. The connector is roughly arc-shaped, and along the direction from the end of the top beam 2430 away from the bend 2440 to the end of the bottom beam 2410, the connector is slightly bent toward the center pin channel 210.

[0077] After the connector connects the ends of the top beam 2430 and the bottom beam 2410, the L-shaped top beam 2430 and the middle of the bottom beam 2410 can enclose the aforementioned mounting channel 220, which is used to connect the leaf spring 300. The height of the mounting channel 220 is exactly matched with the maximum height of the leaf spring 300, thereby fixing the middle of the leaf spring 300 in the mounting channel 220. The width of the mounting channel 220 is matched with the width of the leaf spring 300, so that the leaf spring 300 can be inserted into the mounting channel 220.

[0078] One end of each bottom beam 2410 extends away from the C-beam 230 to form a wing plate, and the end of the wing plate is equipped with an anti-roll torsion bar seat. The anti-roll torsion bar seat is used to install an anti-roll torsion bar to achieve anti-roll of the frame 100. The wing plate arrangement allows the anti-roll torsion bar seat to meet the required installation position.

[0079] Both anti-roll load transfer beams 2460 are bent. The anti-roll load transfer beam 2460 closer to the flange bends towards the C-shaped beam 230, while the anti-roll load transfer beam 2460 farther from the flange bends away from the C-shaped beam 230, so that each anti-roll load transfer beam 2460 can meet its own load transfer requirements.

[0080] Below each C-shaped beam 230, a roll load transfer beam 2460 is provided. Both ends of each roll load transfer beam 2460 are connected to either the two ends of the C-shaped beam 230 or the two bottom beams 2410. Load transfer ribs 2470 are integrally cast on the lower surfaces of both the bottom beams 2410 and the roll load transfer beams 2460. These ribs are distributed along the length of the bottom beams 2410 and the roll load transfer beams 2460, and are T-shaped connections to both. Reinforcing ribs 2480 are integrally cast on the upper surface of each top beam 2430. These reinforcing ribs are distributed along the length of the top beam 2430 and are T-shaped connections to it.

[0081] The load transfer ribs 2470 assist the bottom beam 2410 and the anti-roll load transfer beam 2460 in transferring loads, thereby improving the structural strength and fatigue strength of the bottom beam 2410 and the anti-roll load transfer beam 2460, and further ensuring that the bottom beam 2410 and the anti-roll load transfer beam 2460 meet the load transfer requirements. Each load transfer rib 2470 is connected to the bottom beam 2410 and the anti-roll load transfer beam 2460 in a T-shape, making the structure formed by the load transfer ribs 2470, the bottom beam 2410, and the anti-roll load transfer beam 2460 more stable, while also meeting the lightweight design requirements.

[0082] The stiffeners 2480 assist the top beam 2430 in transferring loads, improving its structural and fatigue strength and ensuring it meets load transfer requirements. Each stiffener 2480 is connected to the top beam 2430 in a T-shape, making the structure formed by the stiffeners 2480 and the top beam 2430 more stable and meeting lightweight design requirements.

[0083] In another embodiment, such as Figure 7 and Figure 8 As shown, the load-bearing body 200 includes two box beams 2510, two load-bearing beams 2520, two inner vertical plates 2530, two outer vertical plates 2540, two load-bearing bottom plates 2550, and a load-bearing top plate 2560. The two box beams 2510 are spaced apart and parallel to each other, each box beam 2510 being hollow and forming an installation channel 220. The two load-bearing beams 2520 are respectively located on one side of each box beam 2510 facing each other. The two inner vertical plates 2530 are located between the two box beams 2510, each inner vertical plate 2530 bending away from each other, and each inner vertical plate 2530 is welded to one of the two load-bearing beams 2520 to form a central pin channel 210. The two outer vertical plates 2540 are located between the two box beams 2510, and each outer vertical plate 2540 is welded to one of the two box beams 2510 on both sides. Two load-bearing base plates 2550 are disposed between two box girders 2510, and each load-bearing base plate 2550 is welded to the two box girders 2510, the inner vertical plate 2530, and the outer vertical plate 2540, respectively. A load-bearing top plate 2560 is located above the load-bearing top plate 2560. Each box girder 2510 has an opening at the top, and the load-bearing top plate 2560 extends above the box girders 2510 and is welded to them to close the top opening. Furthermore, the load-bearing top plate 2560 is also welded to the load-bearing beam 2520, the inner vertical plate 2530, and the outer vertical plate 2540.

[0084] The main load-bearing structure is composed of box girder 2510, load-bearing beam 2520, inner vertical plate 2530, outer vertical plate 2540, load-bearing bottom plate 2550 and load-bearing top plate 2560. The main load-bearing structure and leaf spring 300 replace the original crossbeams and side beams. The main load-bearing structure is welded and has the characteristics of simple structure, high strength and convenient forming. The structural form of leaf spring 300 also makes the weight of leaf spring 300 much less than that of traditional side beams, so that the frame 100 has a significant weight reduction effect.

[0085] The box girder 2510, load-bearing beam 2520, inner vertical plate 2530, outer vertical plate 2540, load-bearing bottom plate 2550, and load-bearing top plate 2560 are welded together, allowing for independent processing and structural design of their shapes. This enables the rational planning of plate thickness and beam width based on their respective load-bearing requirements, ensuring both lightweight design and strength requirements are met. After the box girder 2510, load-bearing beam 2520, inner vertical plate 2530, outer vertical plate 2540, load-bearing bottom plate 2550, and load-bearing top plate 2560 are individually processed, they are then welded together by a welding mechanism to form the main load-bearing structure.

[0086] The box girder 2510 has a hollow internal structure. An installation channel 220 is provided longitudinally inside the box girder 2510, allowing the leaf spring 300 to be installed within the installation channel 220 and arranged longitudinally along the box girder 2510. This allows the leaf spring 300 to replace the original side beam structure. The leaf spring 300 is made of carbon fiber, which has advantages such as high strength, light weight, and ease of processing, thus meeting the lightweight design requirements of the frame 100.

[0087] Each load-bearing beam 2520 comprises two beams arranged in a V-shape, positioned close to each other along the direction from the box girder 2510 to the central pin channel 210. The inner and outer vertical plates 2530 and 2540 are respectively positioned on the inner and outer sides, ensuring that the inner and outer sides of the load-bearing bottom plate 2550 and load-bearing top plate 2560 are closed, while also providing load-bearing capacity. Both the inner and outer vertical plates 2530 and 2540 are arranged in an arc shape, with the inner plates 2530 curving away from each other and the outer plates 2540 curving away from the inner plates 2530. This shape design of the inner and outer vertical plates 2530 achieves lightweight design while making the frame 100 more aesthetically pleasing and meeting load-bearing requirements.

[0088] The upper surface of the frame 100 is provided with two spring mounting seats 500 at intervals, and the two spring mounting seats 500 are respectively located above the two mounting channels 220. Among them, the spring mounting seats 500 are provided with mounting protrusions 510 protruding outward in the direction opposite to the mounting channel 220, and the distance between the two spring mounting seats 500 is adapted to the distance between the two leaf springs 300.

[0089] The air spring mounting base 500 is used to connect the air spring. The air spring mounting base 500 has a mounting protrusion 510 protruding outwards from the direction opposite to the leaf spring 300. The air spring has a groove corresponding to the mounting protrusion 510. When installing the air spring, aligning the groove of the air spring with the mounting protrusion 510 achieves proper positioning and installation. Compared to the traditional method of inserting the air spring into the mounting base, this method prevents the air spring from being inserted into the mounting channel 220, thus preventing damage to the leaf spring 300 within the mounting channel 220.

[0090] The spacing between the two air spring mounting seats 500 is adapted to the spacing between the two leaf springs 300. Specifically, the spacing between the two air spring mounting seats 500 is the same as the spacing between the two leaf springs 300 to avoid generating additional torque on the leaf springs 300.

[0091] A leaf spring 300 positioning part is formed in the mounting channel 220. A connecting block 320 is provided on the upper surface of the leaf spring 300. One of the leaf spring 300 positioning part and the connecting block 320 is constructed with a concave mounting groove 330. The other of the leaf spring 300 positioning part and the connecting block 320 is constructed with an outward protrusion 610. The protrusion 610 is adapted to be engaged with the mounting groove 330. The protrusion 610 and the mounting groove 330 are respectively configured as matching cross shapes.

[0092] The mounting groove 330 on the leaf spring 300 mounting part and the protrusion 610 cooperate with each other to achieve the positioning and installation of the leaf spring 300. The protrusion 610 and the mounting groove 330 are respectively set as matching cross shapes to achieve the longitudinal and lateral limiting functions of the leaf spring 300. Specifically, the leaf spring 300 mounting part is constructed with a cross-shaped protrusion 610, and the connecting block 320 is constructed with a cross-shaped mounting groove 330.

[0093] like Figure 9As shown, the leaf spring 300 includes a carbon fiber top plate 340, a carbon fiber bottom plate 350, and multiple carbon fiber vertical plates 360. The carbon fiber top plate 340 extends longitudinally along the frame 100 and is arc-shaped. The carbon fiber bottom plate 350 also extends longitudinally along the frame 100 and is arc-shaped. The bottom plate 350 is located below the top plate 340, and the bending directions of the bottom plate 350 and the top plate 340 are towards the same side. The curvature of the bottom plate 350 is greater than that of the top plate 340, and the thickness of the bottom plate 350 is less than that of the top plate 340. Multiple carbon fiber vertical plates 360 are arranged vertically and side-by-side between the top plate 340 and the bottom plate 350, and are sequentially attached to each other. Among them, the carbon fiber top plate 340 and carbon fiber bottom plate 350 are arranged in a longitudinal direction in one direction, while the carbon fiber vertical plate 360 ​​is arranged in a bidirectional cross direction, and the carbon fiber direction of the carbon fiber vertical plate 360 ​​is at an angle of 45 degrees with the horizontal plane.

[0094] The carbon fiber top plate 340, carbon fiber bottom plate 350, and multiple carbon fiber vertical plates 360 constitute the carbon fiber leaf spring 300, thereby reducing the weight of the leaf spring 300 and contributing to the lightweight design of the frame 100. The curved carbon fiber top plate 340 and the curved carbon fiber bottom plate 350 both enhance the load-bearing capacity of the leaf spring 300. The bending directions of the carbon fiber bottom plate 350 and the carbon fiber top plate 340 are aligned to the same side, and the curvature of the carbon fiber bottom plate 350 is greater than that of the carbon fiber top plate 340, so that both the upper carbon fiber top plate 340 and the lower carbon fiber bottom plate 350 can withstand compression.

[0095] The thickness of the carbon fiber base plate 350 is less than that of the carbon fiber top plate 340, so that the upper carbon fiber top plate 340 and the lower carbon fiber base plate 350 can withstand pressure.

[0096] Multiple carbon fiber vertical plates 360 are vertically and side-by-side between the carbon fiber top plate 340 and the carbon fiber bottom plate 350, with the plates sequentially attached to each other. The number of carbon fiber vertical plates 360 can be selected based on actual stiffness requirements. In this embodiment, 10 carbon fiber vertical plates 360 are used.

[0097] In this design, the carbon fiber top plate 340 and carbon fiber bottom plate 350 have carbon fibers arranged unidirectionally along the longitudinal direction, while the carbon fiber vertical plate 360 ​​has carbon fibers arranged in a bidirectional, crisscross pattern. Furthermore, the angle between the direction of the carbon fiber in the vertical plate 360 ​​and the horizontal plane is 45 degrees. This unique carbon fiber arrangement ensures both the strength and lightweight design of the leaf spring 300.

[0098] The upper surface of the pad 310 is adapted to the lower surface of the carbon fiber base plate 350. Each pad 310 has hooks extending upwards on both sides. The hooks are suitable for hanging on the upper surface of the carbon fiber top plate 340. The pad 310 is fixed by hooking, which does not restrict the longitudinal and lateral forces of the pad 310. Specifically, the pad 310 is a rubber block.

[0099] like Figure 10 and Figure 11 As shown. A motor 700 is connected to a bushing 420. One end of the motor 700 is connected to a drive gear transmission, and the other end of the motor 700 is equipped with a braking mechanism 800. The braking mechanism 800 includes a housing 810, a rotating component 820, a moving disc 830, a stationary disc 840, and a driving component 850. The inner surface of the housing 810 is provided with guide ribs 860 along the direction of the output shaft of the motor 700. The rotating component 820 is rotatably disposed within the housing 810 and is connected to the output shaft of the motor 700. The outer surface of the rotating component 820 is provided with limiting ribs 870 along the direction of the output shaft of the motor 700. A movable disc 830 and a stationary disc 840 are disposed within a housing 810. The movable disc 830 and the stationary disc 840 are spaced apart and sleeved on a rotating component 820. The inner circumferential surface of the movable disc 830 is provided with a limiting groove 880, which engages with a limiting rib 870. The outer circumferential surface of the stationary disc 840 is provided with a positioning groove 890, which engages with a guide rib 860. A driving component 850 is disposed within the housing 810. The driving component 850 is adapted to connect with the stationary disc 840 and is adapted to drive the stationary disc 840 to slide along the guide rib 860 so that the stationary disc 840 and the movable disc 830 are in contact with each other to form a brake.

[0100] During the driving process, the motor 700 drives the driving gear to rotate, which in turn drives the driven gear 450 to rotate. The rotation of the driven gear 450 drives the shaft core 410 to rotate, causing the wheel 430 to rotate via the flexible plate 460, thus achieving driving. Furthermore, during the driving process, the stationary disc 840 remains stationary under the limiting effect of the positioning groove 890 and the guide rib 860, while the moving disc 830 rotates with the output shaft of the motor 700 under the limiting effect of the limiting groove 880 and the limiting rib 870, without affecting the driving process.

[0101] During braking, the drive component 850 pushes the moving disc 830 and the stationary disc 840 closer together. The stationary disc 840 slides axially under the limiting action of the positioning groove 890 and the guide rib 860, while the moving disc 830 slides axially under the limiting action of the limiting groove 880 and the limiting rib 870. The axial sliding of the moving disc 830 and the stationary disc 840 will cause them to press tightly against each other, thereby generating a braking force on the moving disc 830 to stop its rotation. As the moving disc 830 gradually stops rotating, it can drive the output shaft of the motor 700 to stop rotating, and brake the wheel 430 through the transmission action of the drive gear, driven gear 450, shaft core 410, and flexible plate 460.

[0102] One side of the housing 810 is fixed to the motor 700 by fasteners, and the other side of the housing 810 is provided with a cover 8100. At least two brake grooves 8110 are formed on the cover 8100, which are distributed circumferentially. The drive member 850 is adapted to be installed in the brake groove 8110. Each pair of adjacent brake grooves 8110 are interconnected. One of the brake grooves 8110 is provided with an oil hole for hydraulically driving the drive member 850 to move.

[0103] The drive component 850 is specifically a hydraulic drive mechanism. The drive component 850 is installed in the brake groove 8110, and an oil hole is opened in one of the brake grooves 8110 to connect to the oil pressure pipeline to control the action of the drive component 850. Multiple brake grooves 8110 will correspond to multiple brake components, which can ensure the balance and stability during the braking process, and can also ensure successful braking by driving from multiple points.

[0104] Both ends of the shaft core 410 are interference-fitted with transition pieces 8120. A flexible plate 460 is adapted to be mounted on the outside of the transition piece 8120 by fasteners. The wheel 430 is an elastic wheel, adapted to be connected to the flexible plate 460 by fasteners. The elastic wheel 430 is connected to the flexible plate 460 by fasteners, and the flexible plate 460 is connected to the transition pieces 8120 connected to both ends of the shaft core 410 by fasteners, so as to realize the transmission between the shaft core 410 and the wheel 430.

[0105] like Figure 10 and Figure 12As shown, the bushing 420 is adapted to be connected to the bearing body 200 via the fin plate 8130. Along the direction from the bushing 420 to the bearing body 200, the width of the fin plate 8130 gradually decreases, while its thickness gradually increases. The fin plate 8130 replaces the original primary tie rod for positioning. One end of the fin plate 8130 has three positioning screw holes for connection to the bushing 420, and the other end has two screw holes for supporting the bearing body 200. The structure of the fin plate 8130 allows for the balance of large torques. The fin plate 8130 closest to the bearing body 200 can be connected to the bearing body 200 via two bolts, achieving positioning while also bearing lateral force input, ultimately achieving the goal of low vertical stiffness and high lateral stiffness in one integrated unit.

[0106] On the other hand, the present invention also provides a rail vehicle, including a center pin, a car body and a bogie as described in the foregoing embodiment, wherein the bogie is connected to the car body by a spring, and the center pin passes through a center pin channel 210 and is connected to the car body by a traction rod.

[0107] In this embodiment, the bogie is connected to the car body via a hollow spring. The center pin passes through the center pin channel 210 and is connected to the car body via a traction rod. The original crossbeam and side beam structure is replaced by the load-bearing body 200 and leaf spring 300. The structure of the load-bearing body 200 is simple, and the structure of the leaf spring 300 also makes the weight of the leaf spring 300 much less than that of the traditional side beam, resulting in a significant weight reduction effect of the frame 100. The drive system 400 is used to realize drive and braking. The drive system 400 can be directly integrated into the bushing 420, saving layout space. Compared with the original brake caliper braking, the weight of the braking mechanism 800 can be greatly reduced, which is conducive to the lightweight development of rail vehicles.

[0108] 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 type of high-speed train bogie, characterized in that, include: The frame includes a load-bearing body and two leaf springs. A central pin channel is formed in the middle of the load-bearing body. Two mounting channels are formed along the longitudinal direction of the frame, and the two leaf springs are respectively mounted in the two mounting channels. A wheel drive system includes a shaft core, a bushing, and two wheels. The shaft core is rotatably mounted inside the bushing. A gearbox is constructed on the bushing, and a driving gear is provided inside the gearbox. A driven gear is sleeved on the shaft core, and the driving gear meshes with the driven gear. The two wheels are respectively mounted on both ends of the bushing via bearings, and the two wheels are respectively connected to both ends of the shaft core via flexible plates. Each of the leaf springs has a pad at both ends, and the pad is connected to the bushing. The load-bearing body includes: two C-shaped beams arranged opposite each other and two air-shaped beams arranged opposite each other between the two C-shaped beams; The airfoil includes: The bottom beam is welded to the ends of the two C-shaped beams at both ends, and a support extends from the middle of the bottom beam in the direction away from the central pin channel. The top beam is located between the two C-shaped beams. One end of the top beam is bent downward to form a bend, which is welded to the support. The other end of the top beam extends laterally along the load-bearing body and is welded to both ends of the bottom beam through two connecting beams. The bottom beam, the top beam, and the bent portion together form the installation channel.

2. The train bogie according to claim 1, characterized in that, The two airfoil beams are each configured with the mounting channel, and the two C-beams and the two airfoil beams together enclose the center pin channel; The two C-shaped beams and the two airfoil beams are integrally cast, and the two C-shaped beams and the two airfoil beams are suitable for welding together; or the load-bearing body is integrally cast.

3. The train bogie according to claim 1, characterized in that, Each of the C-shaped beams is provided with a roll load transfer beam below it, and the two ends of each roll load transfer beam are connected to the two ends of the C-shaped beam or the two bottom beams respectively. The lower surface of the bottom beam and the lower surface of the anti-roll load transfer beam are integrally cast with load transfer ribs. Each load transfer rib is distributed along the length direction of the bottom beam and the anti-roll load transfer beam, and each load transfer rib is connected to the bottom beam and the anti-roll load transfer beam in a T-shape. Each of the top beams has a reinforcing rib integrally cast on its upper surface. Each of the reinforcing ribs is distributed along the length of the top beam and is connected to the top beam in a T-shape.

4. The train bogie according to any one of claims 1-3, characterized in that, The upper surface of the frame is provided with two air spring mounting seats spaced apart, and the two air spring mounting seats are respectively located above the two mounting channels; The air spring mounting base is provided with a mounting protrusion that protrudes outward in the direction opposite to the mounting channel, and the distance between the two air spring mounting bases is adapted to the distance between the two leaf springs.

5. The train bogie according to any one of claims 1-3, characterized in that, A leaf spring positioning part is formed in the mounting channel. A connecting block is provided on the upper surface of the leaf spring. One of the leaf spring positioning part and the connecting block is constructed with a concave mounting groove. The other of the leaf spring positioning part and the connecting block is constructed with an outward protrusion. The protrusion is adapted to be engaged with the mounting groove. The protrusion and the mounting groove are respectively configured as matching cross shapes.

6. The train bogie according to any one of claims 1-3, characterized in that, The leaf spring includes: A carbon fiber top plate extends longitudinally along the frame, and the carbon fiber top plate is configured as an arc shape; A carbon fiber base plate extends longitudinally along the frame. The carbon fiber base plate is arc-shaped and located below the carbon fiber top plate. The bending directions of the carbon fiber base plate and the carbon fiber top plate are on the same side. The arc of the carbon fiber base plate is greater than that of the carbon fiber top plate, and the thickness of the carbon fiber base plate is less than that of the carbon fiber top plate. Multiple carbon fiber vertical plates are arranged vertically and side by side between the carbon fiber top plate and the carbon fiber bottom plate, and the multiple carbon fiber vertical plates are sequentially attached to each other; The carbon fiber top plate and the carbon fiber bottom plate are arranged unidirectionally along the longitudinal direction, while the carbon fiber vertical plate is arranged bidirectionally and crosswise. The angle between the direction of the carbon fiber vertical plate and the horizontal plane is 45 degrees.

7. The train bogie according to any one of claims 1-3, characterized in that, A motor is connected to the bushing, one end of the motor is connected to the active gear transmission, and the other end of the motor is provided with a braking mechanism; The braking mechanism includes: The housing has guide ribs on its inner surface along the direction of the motor output shaft; A rotating component is rotatably disposed within the housing and is connected to the output shaft of the motor. The outer surface of the rotating component is provided with limiting ribs along the direction of the motor output shaft. A moving plate and a stationary plate are disposed inside the housing. The moving plate and the stationary plate are sleeved on the rotating component at intervals. The inner circumferential surface of the moving plate is provided with a limiting groove, which is engaged with the limiting rib. The outer circumferential surface of the stationary plate is provided with a positioning groove, which is engaged with the guide rib. A driving element is disposed within the housing. The driving element is adapted to be connected to the stationary disc and is adapted to drive the stationary disc to slide along the guide rib so that the stationary disc and the moving disc fit together to form a brake.

8. The train bogie according to claim 7, characterized in that, One side of the housing is fixed to the motor by fasteners, and the other side of the housing is provided with a cover. At least two circumferentially distributed brake grooves are formed on the cover. The drive member is adapted to be installed in the brake groove. Each pair of adjacent brake grooves are interconnected. One of the brake grooves is provided with an oil hole for hydraulically driving the drive member.

9. The train bogie according to claim 7, characterized in that, Both ends of the shaft are respectively interference-fitted with transition members, the flexible plate is adapted to be installed on the outside of the transition members by fasteners, the wheel is an elastic wheel, and the wheel is adapted to be connected to the flexible plate by fasteners.

10. The train bogie according to claim 7, characterized in that, The bushing is adapted to be connected to the bearing body via a fin plate. Along the direction from the bushing to the bearing body, the width of the fin plate gradually decreases and the thickness of the fin plate gradually increases.

11. A rail vehicle, characterized in that, It includes a center pin, a car body, and a bogie as described in any one of claims 1-10, wherein the bogie is connected to the car body via an air spring, and the center pin passes through the center pin channel and is connected to the car body via a traction rod.

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