Integral framework rotating arm type positioning truck bogie

Abstract

The invention relates to the technical field of truck bogies, in particular to an integral framework rotating arm type positioning truck bogie which comprises a framework, two sets of wheel set assemblies, a foundation braking mechanism and a sleeper beam. The framework is formed by welding side beams, end beams and cross beams. The wheel pair is connected with the side beam through a rotating arm type axle box positioning device, and the device comprises a positioning rotating arm, an axle box body and an elastic suspension system. The sleeper beam and the framework are connected through an anti-side-rolling torsion bar mechanism, a traction mechanism and a transverse hydraulic shock absorber. The inner spring load sharing proportion is improved by optimizing the parameters of the spring set; a conical stop piece is arranged in the spring set and is prevented from being abraded with the inner spring, and a vulcanized rubber pad is arranged at the bottom of the spring, so that additional transverse rigidity is reduced. The basic braking mechanism adopts symmetrical double braking beams, and efficient braking is achieved through an optimized pull rod hinging system. The problems that axle box springs are prone to breakage, stopping pieces are prone to abrasion, braking response is slow and the like are solved, the reliability of key components of the bogie is improved, and the fatigue life of the key components is prolonged.

Description

Technical Field

[0001] This invention relates to the field of freight car bogie technology, and in particular to an integral frame swing arm type positioning freight car bogie. Background Technology

[0002] As a core running gear of rail vehicles, the performance of freight car bogies directly affects the train's operational safety, stability, curve-crossing ability, and the service life of key components. However, with the increasing speed of freight transport, the development of heavy-load freight, and the increasing complexity of track conditions, existing technologies have gradually revealed several reliability issues that urgently need to be addressed in practical applications.

[0003] First, the durability of the primary suspension system faces challenges. As a core component for absorbing wheel-rail impact, the double-coil steel spring assembly is prone to fatigue fracture under long-term complex loads, especially with the outer spring failing before the inner spring. Furthermore, the traditional elastic stop, installed inside the spring assembly for vertical limiting under extreme conditions, often rubs against the inner spring, leading to cracking of the stop's rubber body and loss of its protective function. Additionally, traditional braking mechanisms are complex in structure and have many transmission links, resulting in problems such as slow braking response and uneven brake shoe wear.

[0004] Therefore, there is an urgent need to develop a bogie with a reasonable structure, reasonable load distribution of the core suspension components, and high basic braking efficiency, which is an integral frame swing arm positioning freight car bogie to extend the life of the primary suspension core components. Summary of the Invention

[0005] The purpose of this invention is to provide an integral frame swing arm type positioning freight car bogie to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides an integral frame swing arm positioning freight car bogie, including a frame and two sets of wheelsets mounted on the frame, a basic braking mechanism and a bolster beam. The frame includes two oppositely arranged side beams, a front beam and a rear beam connected to the ends of the two side beams, and two parallel tubular crossbeams arranged between the two side beams. Each set of wheelsets is connected to the ends of the two corresponding side beams through two swing arm axle box positioning devices. Both ends of the side beams are provided with axle box spring mounting seats, vertical damper mounting seats and swing arm hinge seats. The swing arm type axle box positioning device includes a positioning swing arm, an axle box body, an elastic suspension system, a vertical hydraulic damper, and a wheelset bearing installed inside the axle box body. The axle box body is formed by the positioning swing arm and a clamping hoop. The positioning swing arm is provided with a spring support and a vertical damper support. The elastic suspension system is installed between the axle box spring mounting seat and the spring support. The positioning swing arm is connected to the swing arm hinge seat through a rubber hinge joint. The vertical hydraulic damper is installed between the vertical damper mounting seat and the vertical damper support. The two ends of the bolster beam are connected to the frame through an anti-roll torsion bar mechanism, a traction mechanism, and a lateral hydraulic damper.

[0007] Preferably, a central disc is provided in the middle of the upper surface of the bolster beam, and side bearing boxes are provided on both sides of the upper surface. Torsion bar mounting seats and transverse damper mounting seats are provided on both sides of the bottom of the bolster beam, and torsion bar supports and transverse damper supports are also provided on the outer side wall of the side beam. One end of the anti-roll torsion bar mechanism is connected to the torsion bar mounting base, and the other end is connected to the torsion bar support. One end of the lateral hydraulic damper is connected to the lateral damper support, and the other end is connected to the lateral damper mounting base.

[0008] Preferably, the basic braking mechanism includes a brake cylinder, a symmetrically arranged front brake and a rear brake, the front brake and the rear brake are connected by a connecting beam, the front brake includes a front brake frame, a first front brake beam and a second front brake beam, one end of the front brake frame is fixedly connected to the front beam and the other end is fixedly connected to a crossbeam, both ends of the first front brake beam are connected to brake shoe supports, each brake shoe support is hinged to the front beam through a first hanger, the first front brake beam is also hinged to the front beam through a connecting rod, and the first hanger and the brake shoe support connection hole are connected by a limiting rod; Both ends of the second front brake beam are connected to second front brake shoe supports. Each second front brake shoe support is hinged to the side beam via a second hanger. The second front brake beam is also hinged to the front beam via a connecting rod. The second hanger is connected to the bottom of the brake shoe support via a limiting rod. The front brake frame includes a first pull rod, a second pull rod, a first brake pull rod, and a second brake pull rod. One end of the first pull rod is hinged to the front brake frame, and the other end is fixedly connected to the middle of the first brake pull rod. The bottom of the first brake pull rod is hinged to the first front brake beam, and the first brake pull rod is connected to the output end of the brake cylinder. One end of the second lever is fixedly connected to the front brake frame, and the other end is hinged to the middle of the second brake lever. The bottom of the second brake lever is hinged to the second front brake beam. The first brake lever and the second brake lever are connected by a connecting rod.

[0009] Preferably, the rear brake includes a rear brake frame, a first rear brake beam, and a second rear brake beam. One end of the rear brake frame is fixedly connected to the rear brake beam, and the other end is fixedly connected to the crossbeam. Both ends of the first rear brake beam are connected to first rear brake shoe supports. Each first rear brake shoe support is hinged to the rear brake beam via a first hanger rod. The first rear brake beam is also hinged to the rear brake beam via a connecting rod. The connection hole between the first hanger rod and the first rear brake shoe support is connected by a limiting rod. Both ends of the second rear brake beam are connected to brake shoe supports. Each brake shoe support is hinged to the side beam via a second hanger. The second rear brake beam is also hinged to the rear beam via a connecting rod. The second hanger is connected to the bottom of the brake shoe support via a limiting rod. The rear brake frame includes a first pull rod, a second pull rod, a first brake pull rod, and a second brake pull rod. One end of the first pull rod is hinged to the rear brake frame, and the other end is fixedly connected to the middle of the first brake pull rod. The bottom of the first brake pull rod is hinged to the first rear brake beam. One end of the second lever is fixedly connected to the rear brake frame, and the other end is hinged to the middle of the second brake lever. The bottom of the second brake lever is hinged to the second rear brake beam. The first brake lever and the second brake lever are connected by a connecting rod. A brake shoe is fixedly installed on the first front brake shoe support, the second front brake shoe support, and the second rear brake shoe support.

[0010] Preferably, the anti-roll torsion bar mechanism includes a transmission rod and curved rods and vertical rods disposed on both sides of the transmission rod. The two ends of the transmission rod are rotatably connected to the bolster beam, one end of the vertical rod is connected to the torsion bar support, and the other end is connected to the transmission rod through the curved rod.

[0011] Preferably, the middle part of the side beam is concave, and a rubber stack mounting seat is provided at the concave surface of the middle part. Several sets of rubber stacks are provided between the two ends of the pillow beam and the concave surface of the side beam. One end of the rubber stack is connected to the side beam, and the other end is connected to the pillow beam.

[0012] Preferably, the elastic suspension system includes a spring assembly, a rubber pad, a lower spring clamp, an upper spring clamp, and a stopper disposed inside the spring assembly. The spring assembly includes an inner spring and an outer spring. The inner spring is disposed inside the outer spring. The rubber pad is fixed to the lower spring clamp by vulcanization. The outer spring and the inner spring are connected to the axle box spring mounting seat and the spring support respectively through the lower spring clamp and the upper spring clamp. The outer spring has a wire diameter of 48mm, a median diameter of 235mm, 4.5 coils, and a spring stiffness of 903N / mm. The inner spring has a wire diameter of 30mm, a median diameter of 140mm, 6.2 coils, and a spring stiffness of 467N / mm.

[0013] Preferably, the stop component includes a base and a rubber body. The base is fixed on the spring support platform. The top of the rubber body is provided with an upper limit cover, and the bottom of the rubber body is provided with a base plate. The rubber body is fixed on the base through the base plate. The rubber body is formed by vulcanizing rubber and metal partition. The rubber body has a conical structure with an outer diameter of 65mm at the top and an outer diameter of 80mm at the bottom.

[0014] Preferably, the traction mechanism is located at the center of the bottom of the bolster beam. The traction mechanism includes a support platform and a traction connecting seat. The support platform and the support connecting seat are connected by a traction center pin. The two sides of the support connecting seat are respectively connected to two crossbeams by a first traction rod and a second traction rod.

[0015] Therefore, the present invention provides an integral frame swing arm type positioning freight car bogie, which has the following beneficial effects: by optimizing the spring stiffness of the inner spring and the outer spring, the load sharing ratio of the inner spring is improved, the compressive stress and maximum working stress of the outer spring are reduced, the stress distribution of the spring assembly is more reasonable, the risk of the outer spring fatigue fracture first is reduced, and the service life of the spring assembly is extended.

[0016] A rubber pad is placed at the bottom of the spring assembly and vulcanized with the lower spring plate as a whole. This effectively releases the lateral displacement of the rubber pad, reduces the additional lateral stiffness of the primary suspension system, thereby reducing the bending stress borne by the steel spring and further improving the fatigue condition of the spring.

[0017] A tapered elastic stop is integrated inside the spring assembly. The stop adopts a tapered design that is smaller at the top and larger at the bottom to avoid friction with the inner spring. The rubber body is made of rubber and metal partition vulcanized together. It uses high-performance rubber material with high tear resistance and has an optimized structure to reduce the risk of resonance cracking of the stop, providing reliable and durable protection under extreme conditions.

[0018] The basic braking mechanism of this invention employs symmetrically arranged front and rear brakes, achieving synchronous operation through connecting beams. This simplifies the transmission links of traditional braking structures and reduces force transmission losses. Both the front and rear brakes utilize a double brake beam design, coupled with multiple sets of tie rods and a hinged and fixed connection structure for the brake tie rods, forming a stable force transmission path and improving braking efficiency. The first suspension rod and the brake shoe support, as well as the second suspension rod and the bottom of the brake shoe support, are connected by limiting rods, restricting the lateral displacement of the brake shoe support and ensuring the contact between the brake shoe and the wheel tread surface during braking. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of an integral frame swing arm positioning freight car bogie according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the basic braking mechanism in an embodiment of the present invention; Figure 3 for Figure 2 A magnified view of a section at point A in the middle; Figure 4 This is a front view of an integral frame swing arm positioning freight car bogie according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of the swing arm type axle box positioning device in an embodiment of the present invention; Figure 6 This is a top view of an integral frame swing arm positioning freight car bogie according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the elastic suspension system in an embodiment of the present invention; Figure 8 This is a schematic diagram of the stop component in an embodiment of the present invention; Figure 9 This is a stress diagram of the metal component of the stop member in an embodiment of the present invention; Figure Labels 1. Frame; 101. Side beam; 102. Front beam; 103. Rear beam; 104. Crossbeam; 2. Wheelset assembly; 3. Swivel-arm type axle box positioning device; 31. Positioning swing arm; 32. Axle box body; 33. Elastic suspension system; 331. Outer spring; 332. Inner spring; 333. Rubber pad; 334. Lower spring clamp; 335. Upper spring clamp; 336. Stop; 337. Base; 338. Rubber body; 3381. 339. Partition plate; 310. Upper limit cover; 311. Base plate; 312. Vertical hydraulic vibration damper; 313. Clamping hoop; 314. Spring bearing platform; 315. Vertical vibration damper support; 316. Rubber hinge joint; 4. Axle box spring mounting seat; 5. Vertical vibration damper mounting seat; 6. Swing arm hinge seat; 7. Pillar beam; 71. Center plate; 72. Side bearing box; 73. Torsion bar mounting seat; 74. Lateral vibration damper mounting seat; 8. Anti-roll torsion bar machine Structure; 9. Traction mechanism; 91. Support platform; 92. Traction connecting seat; 93. First traction rod; 94. Second traction rod; 10. Lateral hydraulic shock absorber; 11. Torsion bar support; 12. Lateral shock absorber support; 13. Rubber stack; 14. Brake cylinder; 15. Front brake; 151. Front brake frame; 152. First tie rod; 153. Second tie rod; 154. First brake tie rod; 155. Second brake tie rod; 156. 157. First front brake beam; 158. Second front brake beam; 159. First boom; 150. Second boom; 17. Rear brake; 171. Rear brake frame; 172. First rear brake beam; 173. Second rear brake beam; 18. Limiting rod; 19. Connecting rod; 20. First front brake shoe support; 21. Second front brake shoe support; 22. First rear brake shoe support; 23. First rear brake shoe support; 24. Brake shoe; 25. Connecting rod; 26. Connecting beam. Detailed Implementation

[0020] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of this invention is usually placed when in use. They are only for the convenience of describing this 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 limiting this invention.

[0021] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," and "connect" 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0022] The following detailed description of some embodiments of the present invention is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0023] Example like Figure 1-8 As shown, this embodiment provides an integral frame swing arm positioning freight car bogie suitable for a 25t axle load. In view of the problems of easy breakage of steel springs in the primary suspension system and easy wear and cracking of the stop components in the prior art, the bogie's operational reliability and fatigue life are improved by optimizing the structure and adjusting the parameters of the spring assembly and the stop components.

[0024] The freight car bogie of this invention includes a frame 1, two sets of wheelsets 2 mounted on the frame 1, a basic braking mechanism, and a bolster beam 7. The two ends of the bolster beam 7 are connected to the frame 1 via an anti-roll torsion bar mechanism 8, a traction mechanism 9, and a lateral hydraulic damper 10. The frame 1 is welded together from two opposing side beams 101, a front beam 102 and a rear beam 103 connecting the ends of the two side beams 101, and two parallel tubular crossbeams 104 positioned between the two side beams 101. This forms a high-rigidity, high-strength frame capable of withstanding and transmitting loads from the car body and tracks in all directions.

[0025] Each wheelset assembly 2 is connected to the ends of two corresponding side beams 101 via two swing arm type axle box positioning devices 3. Both ends of the side beams 101 are provided with axle box spring mounting seats 4, vertical damper mounting seats 5 and swing arm hinge seats 6 for mounting related components.

[0026] The swing arm type axle box positioning device 3 includes a positioning swing arm 31, an axle box body 32, an elastic suspension system 33, a vertical hydraulic damper 311, and wheelset bearings installed inside the axle box body 32. The axle box body 32 is formed by the positioning swing arm 31 and the clamping hoop 312. The positioning swing arm 31 is provided with a spring support 313 and a vertical damper support 314. The elastic suspension system 33 is installed between the axle box spring mounting seat 4 and the spring support 313, mainly providing vertical elastic support and buffering the impact between the wheel and rail. The positioning swing arm 31 is connected to the swing arm hinge seat 6 through a rubber hinge node 315. The rubber hinge node 315 can provide flexible positioning in the longitudinal and lateral directions, allowing the wheelset to have a certain elastic displacement relative to the frame 1, thereby improving the curve passing performance and wheel and rail wear. The vertical hydraulic damper 311 is installed between the vertical damper mounting seat 5 and the vertical damper support 314 to attenuate the vertical vibration of the bogie and improve the running stability.

[0027] A central plate 71 is provided in the middle of the upper surface of the pillow beam 7, and side bearing boxes 72 are provided on both sides of its upper surface. Torsion bar mounting seats 73 and transverse damper mounting seats 74 are provided on both sides of the bottom of the pillow beam 7. Torsion bar supports 11 and transverse damper supports 12 are also provided on the outer side wall of the side beam 101.

[0028] One end of the anti-roll torsion bar mechanism 8 is connected to the torsion bar mounting base 73, and the other end is connected to the torsion bar support 11. One end of the lateral hydraulic damper 10 is connected to the lateral damper support 12, and the other end is connected to the lateral damper mounting base 74.

[0029] The basic braking mechanism includes a brake cylinder 14, a symmetrically arranged front brake 15 and a rear brake 17. The front brake 15 and the rear brake 17 are connected by a connecting beam 26. The front brake 15 includes a front brake frame 151, a first front brake beam 156 and a second front brake beam 157. One end of the front brake frame 151 is fixedly connected to the front beam 102 and the other end is fixedly connected to the crossbeam 104. Both ends of the first front brake beam 156 are connected to brake shoe supports. Each brake shoe support is hinged to the front beam 102 through a first hanger 158. The first front brake beam 156 is also hinged to the front beam 102 through a connecting rod 19. The first hanger 158 and the first front brake shoe support 20 are connected by a limiting rod 18.

[0030] Both ends of the second front brake beam 157 are connected to the second front brake shoe support 21. Each second front brake shoe support 21 is hinged to the side beam 101 via the second hanger 159. The second front brake beam 157 is also hinged to the front beam 102 via the connecting rod 19. The second hanger 159 is connected to the bottom of the second front brake shoe support 21 via the limiting rod 18.

[0031] The front brake frame 151 includes a first pull rod 152, a second pull rod 153, a first brake pull rod 154, and a second brake pull rod 155. One end of the first pull rod 152 is hinged to the front brake frame 151, and the other end is fixedly connected to the middle of the first brake pull rod 154. The bottom of the first brake pull rod 154 is hinged to the first front brake beam 156, and the first brake pull rod 154 is connected to the output end of the brake cylinder 14.

[0032] One end of the second lever 153 is fixedly connected to the front brake frame 151, and the other end is hinged to the middle of the second brake lever 155. The bottom of the second brake lever 155 is hinged to the second front brake beam 157. The first brake lever 154 and the second brake lever 155 are connected by a connecting rod 25.

[0033] The rear brake 17 includes a rear brake frame 171, a first rear brake beam, and a second rear brake beam. One end of the rear brake frame 171 is fixedly connected to the rear beam 103, and the other end is fixedly connected to the crossbeam 104. Both ends of the first rear brake beam are connected to first rear brake shoe supports 22. Each first rear brake shoe support 22 is hinged to the rear beam 103 through a first hanger 158. The first rear brake beam is also hinged to the rear beam 103 through a connecting rod 19. The connecting holes of the first hanger 158 and the first rear brake shoe support 22 are connected through a limiting rod 18.

[0034] The second rear brake beam is connected to the second rear brake shoe support 23 at both ends. The second rear brake shoe support 23 is hinged to the side beam 101 through the second hanger 159. The second rear brake beam is also hinged to the rear beam 103 through the connecting rod 19. The second hanger 159 is connected to the bottom of the first rear brake shoe support 22 through the limiting rod 18.

[0035] The rear brake frame 171 includes a first pull rod 152, a second pull rod 153, a first brake pull rod 154, and a second brake pull rod 155. One end of the first pull rod 152 is hinged to the rear brake frame 171, and the other end is fixedly connected to the middle of the first brake pull rod 154. The bottom of the first brake pull rod 154 is hinged to the first rear brake beam.

[0036] One end of the second pull rod 153 is fixedly connected to the rear brake frame 171, and the other end is hinged to the middle of the second brake pull rod 155. The bottom of the second brake pull rod 155 is hinged to the second rear brake beam. The first brake pull rod 154 and the second brake pull rod 155 are connected by a connecting rod 25. Through the optimized pull rod and brake beam hinge system, the force transmitted from the brake cylinder 14 can be effectively and evenly distributed to each brake shoe, ensuring braking efficiency and stability.

[0037] When the vehicle issues a braking command, compressed air is filled into the brake cylinder 14, and the piston rod extends forward to output a linear thrust, pushing the first brake lever 154 to rotate around the hinge point between the first lever 152 and the front brake frame 151; the bottom of the first brake lever 154 drives the first front brake beam 156 to move in the direction of the wheel set tread, so that the brake shoe 24 on the first front brake shoe holder 20 presses against the front tread of the front wheel set, completing the front braking action of the front wheel set.

[0038] Simultaneously, the first brake lever 154 transmits the braking force synchronously to the second brake lever 155 through the connecting rod 25, causing the second brake lever 155 to rotate synchronously around the hinge point between the second lever 153 and the front brake frame 151. The bottom of the second brake lever 155 drives the second front brake beam 157 to move in the direction of the wheelset tread, so that the brake shoe 24 on the second front brake shoe support 21 presses against the rear tread of the front wheelset, forming a two-way clamping brake on the front wheelset with the first front brake beam 156, avoiding uneven wheel load and uneven brake shoe wear caused by unidirectional braking.

[0039] The braking action of the front brake 15 is simultaneously transmitted to the rear brake 17 through the connecting beam 26 without delay. This causes the first brake lever 154 and the second brake lever 155 of the rear brake 17 to rotate synchronously, which in turn drives the first rear brake beam 172 and the second rear brake beam 173 to move synchronously. This causes the brake shoes 24 to press against the front and rear treads of the rear wheelset, thus completing the synchronous clamping braking of the rear wheelset. This achieves synchronous braking of two sets of front and rear wheelsets, four brake beams, and eight brake shoes driven by a single brake cylinder, greatly simplifying the transmission process.

[0040] The anti-roll torsion bar mechanism 8 includes a transmission rod and curved rods and vertical rods disposed on both sides of the transmission rod. The two ends of the transmission rod are rotatably connected to the bolster beam 7. One end of the vertical rod is connected to the torsion bar support 11, and the other end is connected to the transmission rod through the curved rod. When the two side beams 101 undergo reverse vertical displacement (i.e., roll tendency), the curved rod and vertical rod drive the transmission rod to twist and deform, generating a counter-torque to resist the roll.

[0041] The middle part of the side beam 101 is concave, and a rubber stack 13 mounting seat is provided on the concave surface of the middle part. Several sets of rubber stacks 13 are provided between the two ends of the pillow beam 7 and the concave surface of the side beam 101.

[0042] One end of the rubber stack 13 is connected to the side beam 101, and the other end is connected to the pillow beam 7.

[0043] The traction mechanism 9 is located at the bottom center of the bolster beam 7. The traction mechanism 9 includes a support platform 91 and a traction connecting seat 92. The support platform 91 and the support connecting seat are connected by a traction center pin. The two sides of the support connecting seat are connected to the two crossbeams 104 by a first traction rod 93 and a second traction rod 94, respectively.

[0044] The elastic suspension system 33 includes a spring assembly, a rubber pad 333, a lower spring clamp 334, an upper spring clamp 335, and a stop 336 disposed inside the spring assembly. The spring assembly consists of an outer spring 331 and an inner spring 332 arranged coaxially. The inner spring 332 is disposed inside the outer spring 331. The rubber pad 333 is fixed to the lower spring clamp 334 by vulcanization. The outer spring 331 and the inner spring 332 are connected to the axle box spring mounting seat 4 and the spring support 313 respectively through the lower spring clamp 334 and the upper spring clamp 335.

[0045] In traditional freight car bogies, the primary suspension system uses a swing arm-type positioning double coiled helical steel spring. During operation, the outer coil spring is prone to breakage. In rare cases, both the inner and outer coil springs break simultaneously (this is caused by the deterioration of the load-bearing conditions of the inner coil after the outer coil breaks). This results in an imbalance in the load-bearing ratio between the inner and outer coils, with excessive load on the outer coil leading to stress concentration.

[0046] In this embodiment, the outer spring 331 has a wire diameter of 48mm, a mean diameter of 235mm, and 4.5 coils, with a spring stiffness of 903 N / mm. The inner spring 332 has a wire diameter of 30mm, a mean diameter of 140mm, and 6.2 coils, with a spring stiffness of 467 N / mm. Calculations show that the total stiffness of the spring assembly is 1370 N / mm, with the inner spring 332 accounting for approximately 34.1% of the total stiffness. Traditionally, the outer spring 331 often fails due to fatigue before the inner spring 332 because it bears an excessively high load. This embodiment increases the stiffness proportion of the inner spring 332, allowing it to share more of the load, thereby reducing the actual working stress level of the outer spring 331 and improving the overall fatigue life of the spring assembly.

[0047] The relevant parameters of the spring assembly were adjusted, and the results are shown in Table 1. Table 1. Parameters of the spring assembly before and after adjustment

[0048] The compressive stress and maximum working stress of the spring assembly were calculated before and after the relevant parameters were adjusted, and the results are shown in Table 2: Table 2. Stress Comparison of Spring Assembly Before and After Adjustment

[0049] Under the same load conditions, the maximum working shear stress of conventional bogie springs is approximately 250 MPa for the outer spring 331 and 298 MPa for the inner spring 332; the compressive and shear stress of the outer spring 331 is approximately 375 MPa and that of the inner spring 332 is approximately 447 MPa. This invention, by optimizing the spring parameters and stiffness ratio, reduces the maximum working shear stress of the outer spring 331 to approximately 187 MPa and that of the inner spring 332 to approximately 240 MPa; the compressive and shear stress of the outer spring 331 is reduced to approximately 281 MPa and that of the inner spring 332 to approximately 359 MPa. This invention increases the overall stiffness while reducing spring stress, thereby improving the fatigue life and operational reliability of the springs.

[0050] Traditional freight car bogie stop components 336 are installed inside the spring assembly, which are prone to friction under 1.3 times the rated load. In this embodiment, the stop component 336 includes a base 337 and a rubber body 338. The base 337 is fixed on the spring support 313. The top of the rubber body 338 is provided with a lightweight upper limit cover 339, and the bottom is provided with a base plate 310. The rubber body 338 is fixed to the base 337 through the base plate 310. The rubber body 338 is vulcanized from high tear-resistant rubber material and three layers of metal partitions 3381. The rubber body 338 has a conical structure with an outer diameter of 65mm at the top and an outer diameter of 80mm at the bottom. The conical structure ensures that the outer wall of the stop component 336 will not contact the inner wall of the inner spring 332 under any compression condition, reducing the risk of friction during operation. The high tear-resistant rubber material, combined with the optimized internal metal partition 3381 layout, enables it to withstand severe deformation under extreme vertical loads without cracking, providing reliable safety protection for the bogie.

[0051] like Figure 9 According to the TB / T2843-2015 standard, the strength of the metal components of the stop 336 in this embodiment was checked under a maximum vertical load of 74.8 kN. The results are shown in Table 3. Table 3 Strength Check of Metal Components of Stoppers

[0052] Stiffness and ultimate bearing capacity tests were conducted on the stop component in this embodiment, and the test results all met the technical specifications. Within the vertical loading range of 0-6.5kN, the vertical stiffness of the stop meets the requirement of 812N / mm±10%; when a vertical load of 74.8kN is applied for 60s, no cracks appear in the stop.

[0053] Therefore, the integral frame swing arm positioning freight car bogie provided in this embodiment solves problems such as easy breakage of primary suspension springs, joint cracking of stop parts, and slow braking response by means of integral welded frame, swing arm axle box positioning, stiffness-optimized spring group, conical anti-friction stop, vulcanized rubber pad and symmetrically arranged basic braking mechanism, etc., reducing the stress level of key components and improving fatigue life and operational reliability.

[0054] 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 preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the technical solutions of the present invention, and these modifications or equivalent substitutions cannot cause the modified technical solutions to deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. A monolithic frame swing arm type positioning freight car bogie, characterized in that: The system includes a frame and two sets of wheelsets mounted on the frame, a basic braking mechanism, and a sleeper beam. The frame includes two oppositely arranged side beams, a front beam and a rear beam connected to the ends of the two side beams, and two parallel tubular crossbeams arranged between the two side beams. Each set of wheelsets is connected to the ends of the two corresponding side beams through two swing arm type axle box positioning devices. Both ends of the side beams are provided with axle box spring mounting seats, vertical damper mounting seats, and swing arm hinge seats. The swing arm type axle box positioning device includes a positioning swing arm, an axle box body, an elastic suspension system, a vertical hydraulic damper, and a wheelset bearing installed inside the axle box body. The axle box body is formed by the positioning swing arm and a clamping hoop. The positioning swing arm is provided with a spring support and a vertical damper support. The elastic suspension system is installed between the axle box spring mounting seat and the spring support. The positioning swing arm is connected to the swing arm hinge seat through a rubber hinge joint. The vertical hydraulic damper is installed between the vertical damper mounting seat and the vertical damper support. The two ends of the bolster beam are connected to the frame through an anti-roll torsion bar mechanism, a traction mechanism, and a lateral hydraulic damper.

2. The integral frame swing arm type positioning freight car bogie according to claim 1, characterized in that: A central disc is provided in the middle of the upper surface of the bolster beam, and side bearing boxes are provided on both sides of the upper surface. Torsion bar mounting seats and transverse damper mounting seats are provided on both sides of the bottom of the bolster beam. Torsion bar supports and transverse damper supports are also provided on the outer side wall of the side beam. One end of the anti-roll torsion bar mechanism is connected to the torsion bar mounting base, and the other end is connected to the torsion bar support. One end of the lateral hydraulic damper is connected to the lateral damper support, and the other end is connected to the lateral damper mounting base.

3. The integral frame swing arm type positioning freight car bogie according to claim 1, characterized in that: The basic braking mechanism includes a brake cylinder, a symmetrically arranged front brake and a rear brake, which are connected by a connecting beam. The front brake includes a front brake frame, a first front brake beam, and a second front brake beam. One end of the front brake frame is fixedly connected to the front beam, and the other end is fixedly connected to a crossbeam. Both ends of the first front brake beam are connected to a first front brake shoe. Each first front brake shoe is hinged to the front beam via a first hanger. The first front brake beam is also hinged to the front beam via a connecting rod. The connecting hole between the first hanger and the first front brake shoe is connected by a limiting rod. Both ends of the second front brake beam are connected to the second front brake shoe support. Each second front brake shoe support is hinged to the side beam via a second hanger. The second front brake beam is also hinged to the front beam via a connecting rod. The second hanger is connected to the bottom of the second front brake shoe support via a limiting rod. The front brake frame includes a first pull rod, a second pull rod, a first brake pull rod, and a second brake pull rod. One end of the first pull rod is hinged to the front brake frame, and the other end is fixedly connected to the middle of the first brake pull rod. The bottom of the first brake pull rod is hinged to the first front brake beam, and the first brake pull rod is connected to the output end of the brake cylinder. One end of the second lever is fixedly connected to the front brake frame, and the other end is hinged to the middle of the second brake lever. The bottom of the second brake lever is hinged to the second front brake beam. The first brake lever and the second brake lever are connected by a connecting rod.

4. The integral frame swing arm type positioning freight car bogie according to claim 2, characterized in that: The rear brake includes a rear brake frame, a first rear brake beam, and a second rear brake beam. One end of the rear brake frame is fixedly connected to the rear beam, and the other end is fixedly connected to the crossbeam. Both ends of the first rear brake beam are connected to first rear brake shoe supports. Each first rear brake shoe support is hinged to the rear beam via a first hanger rod. The first rear brake beam is also hinged to the rear beam via a connecting rod. The connection hole between the first hanger rod and the first rear brake shoe support is connected by a limiting rod. The second rear brake beam is connected to the second rear brake shoe support at both ends. Each second rear brake shoe support is hinged to the side beam via a second hanger. The second rear brake beam is also hinged to the rear end beam via a connecting rod. The second hanger is connected to the bottom of the second rear brake shoe support via a limiting rod. The rear brake frame includes a first pull rod, a second pull rod, a first brake pull rod, and a second brake pull rod. One end of the first pull rod is hinged to the rear brake frame, and the other end is fixedly connected to the middle of the first brake pull rod. The bottom of the first brake pull rod is hinged to the first rear brake beam. One end of the second lever is fixedly connected to the rear brake frame, and the other end is hinged to the middle of the second brake lever. The bottom of the second brake lever is hinged to the second rear brake beam. The first brake lever and the second brake lever are connected by a connecting rod. A brake shoe is fixedly installed on the first front brake shoe support, the second front brake shoe support, and the second rear brake shoe support.

5. The integral frame swing arm type positioning freight car bogie according to claim 4, characterized in that: The anti-roll torsion bar mechanism includes a transmission rod and curved rods and vertical rods arranged on both sides of the transmission rod. The two ends of the transmission rod are rotatably connected to the bolster beam. One end of the vertical rod is connected to the torsion bar support, and the other end is connected to the transmission rod through the curved rod.

6. The integral frame swing arm type positioning freight car bogie according to claim 5, characterized in that: The middle part of the side beam is concave, and a rubber stack mounting seat is provided at the concave surface of the middle part. Several sets of rubber stacks are provided between the two ends of the pillow beam and the concave surface of the side beam. One end of the rubber stack is connected to the side beam, and the other end is connected to the pillow beam.

7. The integral frame swing arm type positioning freight car bogie according to claim 6, characterized in that: The elastic suspension system includes a spring assembly, a rubber pad, a lower spring clamp, an upper spring clamp, and a stopper set inside the spring assembly. The spring assembly includes an inner spring and an outer spring. The inner spring is set inside the outer spring. The rubber pad is fixed to the lower spring clamp by vulcanization. The outer spring and the inner spring are connected to the axle box spring mounting seat and the spring support respectively through the lower spring clamp and the upper spring clamp. The outer spring has a wire diameter of 48mm, a median diameter of 235mm, 4.5 coils, and a spring stiffness of 903N / mm. The inner spring has a wire diameter of 30mm, a median diameter of 140mm, 6.2 coils, and a spring stiffness of 467N / mm.

8. The integral frame swing arm type positioning freight car bogie according to claim 7, characterized in that: The stop component includes a base and a rubber body. The base is fixed on a spring support platform. The top of the rubber body is provided with an upper limit cover, and the bottom is provided with a base plate. The rubber body is fixed on the base through the base plate. The rubber body is made of rubber and metal partition vulcanized. The rubber body has a conical structure with an outer diameter of 65mm at the top and an outer diameter of 80mm at the bottom.

9. The integral frame swing arm type positioning freight car bogie according to claim 7, characterized in that: The traction mechanism is located at the bottom center of the bolster beam. The traction mechanism includes a support platform and a traction connecting seat. The support platform and the traction connecting seat are connected by a traction center pin. The two sides of the traction connecting seat are connected to two crossbeams by a first traction rod and a second traction rod, respectively.

Images