Primary suspension structure, bogie and railway vehicle

Abstract

The utility model relates to the field of vehicle provides a primary suspension structure, bogie and railway vehicle. The primary suspension structure includes primary spring, along the axial direction of primary spring, is equipped with first mounting piece in the top of primary spring, is detachably equipped with second mounting piece in the bottom of primary spring, adjustment spare is detachably arranged in the clearance between the contact surface of the boss of the mandrel of primary spring and framework, under the state that first mounting piece is in the unscrewing, framework is suitable for adjustable position relative to axle bridge to form clearance, or, under the state that first mounting piece is in the unscrewing, framework is fixed relative to axle bridge position, primary spring is suitable for adjustable position relative to framework to form clearance. The primary suspension structure two kinds of adjustment mode all do not need to disassemble the associated components of framework and axle bridge, can form adjustment clearance only through mounting piece tightness and auxiliary tool, compared with the traditional mode that needs to disassemble all connections, greatly shortens the adjustment work time, reduces the operation complexity.

Description

Technical Field

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

[0002] In modern urban rail transit, low-floor bogies are widely used due to their lower vehicle floor height and excellent passability. The primary suspension system of this type of bogie is typically designed on the inside of the wheelset, bringing the vehicle closer to the track surface, thereby improving vehicle stability and running comfort. To ensure that the low-floor bogie meets the requirements for wheel load, axle load, and height, the primary suspension system usually employs multiple layers of conical rubber springs inverted between the axle bridge and the frame to provide excellent shock absorption. However, during the manufacture of new bogies or during maintenance, shims need to be added to the primary suspension for precise control of the vehicle's wheel load, axle load, and height, a process that presents numerous challenges.

[0003] First, existing shim adjustment methods require disassembling all components between the frame and axle bridge, and between the bogie and car body, before shim installation can be performed. This process is not only complex and cumbersome, but also extremely time-consuming, requiring significant manpower and material resources. In practice, the frequent disassembly and reinstallation of components increases the risk of accidental damage; simultaneously, the complex operation significantly prolongs the inspection and maintenance time of the bogie, impacting vehicle utilization efficiency. Utility Model Content

[0004] This utility model provides a primary suspension structure to solve the problem of cumbersome height adjustment in related technologies.

[0005] This utility model provides a bogie.

[0006] This utility model embodiment provides a rail vehicle.

[0007] The first aspect of this utility model provides a primary suspension structure, comprising: A primary spring, with a first mounting member passing through the top of the primary spring along the axial direction of the primary spring, and a second mounting member detachably passing through the bottom of the primary spring; An adjusting element is detachably disposed in the gap between the boss of the spindle of the primary spring and the contact surface of the frame; With the first mounting member in a loosened state, the frame is adapted to be adjustable relative to the axle bridge position to create the clearance. or, With the first mounting component in a loosened state, the frame is fixed relative to the axle bridge, and the spring is adapted to be adjustable relative to the frame to form the gap.

[0008] According to one embodiment of the present invention, a first positioning boss is provided at the end of the first mounting member away from the first spring, and a first gasket is provided between the first positioning boss and the frame.

[0009] According to one embodiment of the present invention, a second positioning boss is provided at the end of the second mounting member away from the first spring, and a second gasket is provided between the second positioning boss and the shaft bridge.

[0010] According to one embodiment of the present invention, when the first mounting member is in a loosened state, the frame is fixed relative to the axle bridge, and the spring is adapted to be adjustable relative to the frame to form the gap, a positioning member is provided between the frame and the axle bridge, the positioning member being used to fix the relative position of the frame and the axle bridge.

[0011] According to one embodiment of the present invention, the adjusting member has an opening, the size of which matches the size of the boss on the spindle of the primary spring, and the adjusting member is adapted to engage with the boss on the spindle of the primary spring through the opening.

[0012] According to one embodiment of the present invention, along the axial direction of the primary spring, a first stepped surface and a second stepped surface are formed on the shaft bridge, a first sealing element is provided between the primary spring and the side wall of the first stepped surface, and a second sealing element is provided between the primary spring and the side wall of the second stepped surface.

[0013] According to one embodiment of the present invention, along the axial direction of the spring series, the frame and the shaft bridge are adapted to be limited by a limiting structure.

[0014] According to one embodiment of the present invention, the limiting structure includes: A first limiting boss is formed in one of the frame and the axle bridge; A second limiting boss is formed in the other of the frame and the axle bridge. The first limiting boss and the second limiting boss are adapted to mutually limit and fit each other to define the relative positions of the frame and the axle bridge in the axial direction of the primary spring.

[0015] According to one embodiment of the present invention, an auxiliary lifting member is also included. When the first mounting member is loosened, the frame is adjustable relative to the axle bridge, and the second mounting member is tightened, the auxiliary lifting member is adapted to lift the frame to drive the frame to move relative to the axle bridge in the axial direction of the primary spring.

[0016] A second aspect of this utility model provides a bogie, including a frame on which a primary suspension structure as described above is provided.

[0017] A third aspect of this utility model provides a rail vehicle, including the primary suspension structure as described above; Or, as mentioned above, a bogie.

[0018] According to the primary suspension structure provided in the first aspect embodiment of this utility model, neither adjustment mode requires disassembling the related components of the frame and axle bridge. The adjustment gap can be formed simply by tightening and loosening the mounting parts and using auxiliary tools. Compared with the traditional method that requires disassembling all connections, this significantly shortens the adjustment time and reduces operational complexity. The adjustment parts can be quickly disassembled and assembled without axial sleeve installation; the detachable mounting parts and standardized adjustment parts reduce the types of spare parts and facilitate future replacement. The two adjustment modes are respectively adapted to scenarios where "the frame position needs to be dynamically adjusted" (such as initial assembly alignment) and "the frame position is fixed" (such as maintenance fine-tuning). By flexibly switching, it meets the adjustment needs throughout the entire life cycle of the bogie, including new manufacturing and maintenance, enhancing the structural versatility. In addition, the rigid connection between the first and second mounting parts ensures the positioning accuracy of the primary spring during vehicle operation, and the constraint design in both modes ensures that the structure does not loosen after adjustment, adapting to high-frequency vibration conditions.

[0019] According to the second aspect of the present invention, the bogie's primary suspension structure forms a stable force transmission path with the frame and axle bridge through rigid mounting components. The elastic characteristics of the springs buffer the impact of vertical loads, and the flat contact surface of the adjusting components ensures uniform load distribution, avoiding local stress concentration in the frame. The symmetrical structural design balances the longitudinal forces on the bogie, reducing additional bending moments during operation. Two adjustment modes adapt to different working conditions of the bogie: during new assembly, the wheel weight distribution is precisely calibrated through the adjusting components; during operation and maintenance, height deviations caused by component wear can be quickly compensated. Adjustment can be completed without disassembling the main frame structure, simplifying the operation process. The snap-fit ​​between the adjusting components and the spindle boss limits the radial displacement of the springs, preventing positioning deviations caused by spring swaying during vehicle operation; uniform wheel weight distribution reduces wheel wear, lowers wheel-rail contact stress, and extends the service life of the wheelsets and rails. The combined design of the rigid mounting components and springs improves the bogie's anti-roll performance, adapting to the requirements of curved track operation. Detachable mounting and adjusting components reduce the amount of disassembly required for maintenance, and the use of auxiliary tools reduces manual labor intensity. Standardized adjusting components reduce the types of spare parts and facilitate inventory management. The adjustment process requires no specialized equipment and can be completed on-site at the depot, shortening bogie offline maintenance time. The same frame can be adapted to different axle load requirements by replacing adjusting components of different thicknesses without modifying the main frame structure. The two adjustment modes are compatible with all lifecycle scenarios, including new construction, overhaul, and major repairs, enhancing the design versatility of the bogie.

[0020] According to the third aspect embodiment of the present invention, the integrated primary suspension structure, through precise adjustment of wheel and axle load distribution, avoids the risk of wheelset wear or derailment; the elastic buffering effect of the springs absorbs the impact of track irregularities, reduces vehicle vibration, and ensures stable operation of the vehicle under high-speed or complex track conditions. The rigid frame of the bogie works in conjunction with the suspension system to improve the vehicle's anti-roll and anti-overturning capabilities. The primary suspension structure effectively attenuates low-frequency vibrations transmitted from the track to the vehicle body, reduces the vertical acceleration of the vehicle body, and reduces passenger bumps; uniform wheel-rail contact reduces wheel-rail noise, and combined with the sound insulation design of the vehicle body, improves the acoustic environment inside the vehicle, enhancing the riding experience. The convenient adjustment function of the primary suspension structure reduces disassembly and assembly time during vehicle maintenance, and standardized adjustment parts reduce spare parts inventory costs; optimized wheel load distribution extends the service life of wheelsets, bearings, and tracks, reduces the frequency of replacement of vulnerable parts, and reduces operating and maintenance expenses. By replacing the adjusting parts with different thicknesses, the vehicle floor height or axle load parameters can be quickly adjusted to adapt to different platform heights (such as low-floor vehicles) or line load limitations. Both adjustment modes are compatible with scenarios such as new vehicle calibration and wear compensation during operation, without requiring large-scale modifications to the vehicle structure. The rigid installation combined with flexible buffer design of the primary suspension structure ensures that the connection remains secure even after long-term operation. The tight fit between the adjusting parts and the spindle boss reduces stress concentration, protecting critical components such as the frame and axle bridge, and extending the service life of the bogie and even the entire vehicle. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in this utility model 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 utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0022] Figure 1 This is a schematic cross-sectional view of the suspension structure provided by this utility model.

[0023] Figure 2 This is a schematic side view of a suspension structure provided by this utility model.

[0024] Figure label: 100. First spring; 102. First mounting component; 104. Second mounting component; 106. Adjusting component; 108. Frame; 110. Shaft bridge; 112. First positioning boss; 114. First gasket; 116. Second positioning boss; 118. Second gasket; 120. Positioning component; 122. First sealing component; 124. Second sealing component; 126. First limiting boss; 128. Second limiting boss; 130. Auxiliary lifting component. Detailed Implementation

[0025] The embodiments of this utility model 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 this utility model.

[0026] like Figures 1 to 2 As shown, a first aspect embodiment of the present invention provides a primary suspension structure, comprising: A primary spring 100 has a first mounting member 102 passing through its top along its axial direction, and a second mounting member 104 detachably passing through its bottom. Adjustment member 106 is detachably disposed in the gap between the boss of the spindle of the primary spring 100 and the contact surface of the frame 108. With the first mounting member 102 in a loosened state, the frame 108 is adapted to be positionally adjustable relative to the axle bridge 110 to create a clearance. or, With the first mounting component 102 in a loosened state, the frame 108 is fixed in position relative to the axle bridge 110, and the spring 100 is adapted to be adjustable in position relative to the frame 108 to form a gap.

[0027] According to the primary suspension structure provided in the first aspect embodiment of this utility model, neither adjustment mode requires disassembling the related components of the frame 108 and the axle bridge 110. The adjustment gap can be formed simply by tightening the mounting parts and using auxiliary tools. Compared with the traditional method that requires disassembling all connections, this significantly shortens the adjustment time and reduces the complexity of operation. The adjustment part 106 can be quickly disassembled and assembled without axial sleeve; the detachable mounting parts and standardized adjustment parts 106 reduce the types of spare parts and facilitate later replacement. The two adjustment modes are respectively adapted to the scenarios of "the position of the frame 108 needs to be dynamically adjusted" (such as the initial assembly alignment) and "the position of the frame 108 is fixed" (such as maintenance fine-tuning). By flexibly switching, it meets the adjustment needs of the entire life cycle of the bogie, such as new manufacturing and maintenance, and enhances the versatility of the structure. In addition, the rigid connection of the first mounting part 102 and the second mounting part 104 ensures the positioning accuracy of the primary spring 100 during vehicle operation. The constraint design in both modes ensures that the structure does not loosen after adjustment and is suitable for high-frequency vibration conditions.

[0028] Please continue reading Figure 1 and Figure 2 The primary suspension structure provided in the first aspect of this utility model, through modular installation and detachable adjustment design, enables precise control of the height and load of the bogie of a rail vehicle.

[0029] Specifically, the primary spring 100 uses a multi-layer conical rubber spring, which has elastic buffering capacity along the axial direction and is suitable for the compact layout of the low-floor bogie. A rigid spindle is inserted through the center of the spring, and an annular boss is formed on the top of the spindle. The top surface of the boss is a flat contact surface for mating with the bottom of the frame 108.

[0030] The first mounting component 102 is a high-strength bolt or pin, which passes axially through the top of the primary spring 100 and its top end passes through the mounting hole of the frame 108. The initial connection between the spring and the frame 108 is achieved through threads or interference fit. In its loosened state, the constraint on the top of the spring can be released, leaving space for adjusting the clearance.

[0031] The second mounting component 104 is adapted to the first mounting component 102 and is inserted through the bottom of the primary spring 100, with its bottom end fixedly connected to the shaft bridge 110. When tightened, the bottom of the spring is rigidly fixed to the shaft bridge 110; when loosened, the bottom constraint can be released, allowing for position adjustment in conjunction with the frame 108.

[0032] The adjusting component 106 is a metal shim or irregularly shaped block, and its thickness can be set in various specifications according to adjustment requirements. The adjusting component 106 has a U-shaped or rectangular opening that matches the size of the mandrel boss. It can be radially engaged with the mandrel boss through the opening to achieve a tight fit with the contact surface of the boss and the frame 108.

[0033] The first adjustment state: When the first mounting piece 102 is loosened (releasing the top constraint) and the second mounting piece 104 is tightened (fixing the bottom), the frame 108 is lifted by the auxiliary lifting piece 130 (such as a hydraulic jack), causing the frame 108 to move upward relative to the shaft bridge 110, naturally forming a gap between the mandrel boss and the frame 108. An adjusting piece 106 of corresponding thickness is selected according to the gap size, inserted into the adjusting piece 106, and the lifting piece is released. The frame 108 falls back and is supported by the adjusting piece 106, completing the height compensation.

[0034] The second adjustment state: When the first mounting piece 102 is loosened (releasing the top constraint) and the frame 108 is fixed in position with the shaft bridge 110 via the positioning piece 120, the second mounting piece 104 is tightened to apply a downward constraint to the primary spring 100, creating a gap. The primary spring 100 extends due to its own elasticity, creating a gap between the spindle boss and the frame 108. An adjusting piece 106 of corresponding thickness is selected according to the gap size, and then the positioning piece 120 is removed to complete the height compensation.

[0035] According to one embodiment of the present invention, a first positioning boss 112 is provided at one end of the first mounting member 102 away from the first spring 100, and a first gasket 114 is provided between the first positioning boss 112 and the frame 108.

[0036] In one embodiment of this utility model, the first mounting member 102 can be a bolt or pin passing through the top of the primary spring 100, and the end of the first mounting member 102 facing away from the primary spring 100 has an integrally formed first positioning boss 112. The first gasket 114 can be an annular metal gasket or an elastic gasket, with an inner diameter adapted to the first positioning boss 112 and an outer diameter larger than the first positioning boss 112. The first gasket 114 can be fixed between the first positioning boss 112 and the frame 108 by interference fit or adhesive, ensuring that the contact surfaces of the boss and the frame 108 are completely fitted.

[0037] The engagement between the first positioning boss 112 and the frame 108 restricts the radial offset of the first mounting member 102, ensuring that the centerline of the primary spring 100 does not skew under axial force, thus improving the stability of the suspension structure. The first shim 114 can distribute the pressure of the first positioning boss 112 on the frame 108, avoiding indentations or deformation on the surface of the frame 108 caused by rigid contact, especially protecting the lightweight material of the frame 108. By replacing the first shims 114 with different thicknesses, the relative height between the top of the primary spring 100 and the frame 108 can be adjusted within a small range, helping to optimize the wheel weight distribution accuracy.

[0038] According to one embodiment of the present invention, a second positioning boss 116 is provided at one end of the second mounting member 104 away from the primary spring 100, and a second gasket 118 is provided between the second positioning boss 116 and the shaft bridge 110.

[0039] In one embodiment of this utility model, the second mounting member 104 can be a bolt or pin passing through the bottom of the primary spring 100. The end of the second mounting member 104 away from the primary spring 100 is provided with a second positioning boss 116. The second gasket 118 can be a metal gasket with an inner diameter that matches the second positioning boss 116 and an outer diameter that covers the edge of the mounting hole of the shaft bridge 110. It is sandwiched between the second positioning boss 116 and the shaft bridge 110 and is fixed by the preload force of the second mounting member 104 during installation.

[0040] The second positioning boss 116 and the axle bridge 110 work together to ensure the precise mounting position of the primary spring 100 at the bottom, preventing additional wear caused by radial wobble during vehicle operation and extending the spring's service life. The second shim 118 buffers the vibration transmitted from the spring to the axle bridge 110, reducing noise generated by rigid contact between metal parts and improving vehicle ride comfort. The second shim 118 disperses the pressure of the second boss on the axle bridge 110, preventing cracks from forming around the mounting holes of the axle bridge 110 due to stress concentration, making it particularly suitable for high-frequency vibration conditions.

[0041] According to one embodiment of the present invention, when the first mounting member 102 is in a loosened state, the frame 108 is fixed in position relative to the shaft bridge 110, and the spring 100 is adapted to be adjustable in position relative to the frame 108 to form a gap, a positioning member 120 is provided between the frame 108 and the shaft bridge 110, and the positioning member 120 is used to fix the relative position of the frame 108 and the shaft bridge 110.

[0042] In one embodiment of this utility model, the positioning member 120 can be a positioning block or a wedge block. The first side of the positioning member 120 is in contact with the bottom surface of the frame 108, and the second side of the positioning member 120 is in contact with the top surface of the shaft bridge 110. The height of the positioning member 120 is higher than the gap between the frame 108 and the shaft bridge 110 in the compressed state of the primary spring 100, ensuring that there is no relative displacement between the frame 108 and the shaft bridge 110 after installation.

[0043] The positioning element 120 fixes the relative position of the frame 108 and the shaft bridge 110 during the installation of the adjusting element 106, preventing them from shifting due to spring force or external force, and ensuring the accurate insertion position of the adjusting element 106. Furthermore, there is no need to disassemble other connecting components of the frame 108 and the shaft bridge 110; the relative position can be maintained by the positioning element 120, reducing calibration steps during adjustment and improving operational efficiency. It also prevents the frame 108 from accidentally sinking or shifting during adjustment, avoiding hand injuries to the operator or the inability to install the adjusting element 106 due to positional deviation.

[0044] According to one embodiment of the present invention, an opening is formed on the adjusting member 106, the size of which matches the size of the boss on the spindle of the primary spring 100, and the adjusting member 106 is adapted to engage with the boss on the spindle of the primary spring 100 through the opening.

[0045] In one embodiment of this utility model, the adjusting member 106 is a metal shim or a shaped block with a U-shaped or rectangular opening. The adjusting member 106 is inserted radially into the boss of the mandrel through the opening. After being engaged, it is completely in contact with the boss of the mandrel and the contact surface of the frame 108 without any looseness.

[0046] The open design allows the adjusting component 106 to be radially inserted without disassembling the mandrel, avoiding the cumbersome steps of traditional axial fitting of the adjusting component 106 and shortening the adjustment time. The size matching between the adjusting component 106 and the boss ensures uniform force distribution, avoiding localized stress concentration due to insufficient contact area and protecting the contact surfaces of the mandrel and frame 108. The tight fit between the opening edge and the boss prevents the adjusting component 106 from falling off due to vibration during vehicle operation, ensuring long-term stability of the height adjustment effect.

[0047] According to one embodiment of the present invention, along the axial direction of the primary spring 100, a first step surface and a second step surface are formed on the shaft bridge 110. A first sealing member 122 is provided between the primary spring 100 and the side wall of the first step surface, and a second sealing member 124 is provided between the primary spring 100 and the side wall of the second step surface.

[0048] In one embodiment of this utility model, the top of the axle bridge 110 is formed with a first step surface and a second step surface in sequence along the axial direction. The first seal 122 can be an O-ring rubber ring, which is embedded between the side wall of the first step surface and the bottom outer ring of the spring and is interference-fitted with the spring and the step surface. The second seal 124 can be a lip seal ring, which is installed between the side wall of the second step surface and the middle of the spring, with the lip facing the outside of the spring and tightly attached to the sealing surface by the spring compression force.

[0049] The first seal 122 prevents dust and moisture from entering the inner side of the primary spring 100, while the second seal 124 prevents external impurities from intruding into the gap between the primary spring 100 and the axle bridge 110. Together, they protect the spring spindle and mounting components, reducing the risk of corrosion. The rubber-made first and second seals 122 absorb the impact force generated by the radial vibration of the spring, reducing rigid friction between the spring and the stepped surface of the axle bridge 110, and lowering the wear rate. The integrated design of the stepped surface and the seals eliminates the need for an additional sealing cover, saving space around the axle bridge 110 and adapting to the compact layout requirements of low-floor bogies.

[0050] According to one embodiment of the present invention, along the axial direction of the spring 100, the frame 108 and the bridge 110 are adapted to be limited by a limiting structure.

[0051] In one embodiment of the present invention, the limiting structure is evenly distributed circumferentially along a series of springs 100, including a limiting post disposed at the bottom of the frame 108 and a limiting sleeve disposed at the top of the shaft bridge 110, or a limiting baffle of the frame 108 and a limiting block of the shaft bridge 110.

[0052] When the primary spring 100 is excessively compressed due to overload or malfunction, the limiting structure contacts and bears the load, preventing the spring from exceeding its elastic limit and causing permanent deformation, thus protecting the core elastic component. During sharp turns or vibration conditions, the limiting structure can constrain the maximum relative displacement between the frame 108 and the axle 110, preventing the suspension system from colliding with or interfering with surrounding components. The mechanical limiting provides redundant protection, temporarily supporting the frame 108 even if the spring fails, avoiding the risk of derailment caused by sudden vehicle sag.

[0053] According to one embodiment of the present invention, the limiting structure includes: The first limiting boss 126 is formed in one of the frame 108 and the axle bridge 110; The second limiting boss 128 is formed in the other of the frame 108 and the shaft bridge 110. The first limiting boss 126 and the second limiting boss 128 are adapted to mutually limit and fit each other to limit the relative position of the frame 108 and the shaft bridge 110 in the axial direction of the primary spring 100.

[0054] In one embodiment of the present invention, the first limiting boss 126 can be integrally formed on the bottom of the frame 108; the second limiting boss 128 can be formed on the top of the axle bridge 110 and located inside the first limiting boss 126.

[0055] The axial clearance of the first limiting boss 126 and the second limiting boss 128 strictly controls the maximum proximity distance between the frame 108 and the axle bridge 110, ensuring that the primary spring 100 always operates within its safe stroke and avoiding excessive compression damage. The radial nesting fit of the bosses limits the relative sway between the frame 108 and the axle bridge 110, improving the lateral stability of the suspension system, especially suitable for curved track operation scenarios. The bosses are integrally formed with the frame 108 and the axle bridge 110, eliminating the need for additional limiting components, reducing the number of parts and assembly steps, and lowering maintenance costs.

[0056] According to one embodiment of the present invention, an auxiliary lifting member 130 is also included. When the first mounting member 102 is loosened, the frame 108 is adjustable relative to the axle bridge 110, and the second mounting member 104 is tightened, the auxiliary lifting member 130 is adapted to lift the frame 108 to drive the frame 108 to move relative to the axle bridge 110 in the axial direction of the spring 100.

[0057] In one embodiment of this utility model, the auxiliary lifting component 130 is a manual hydraulic jack or a screw jack, with a rated load matching the weight of the frame 108, and an anti-slip rubber pad on top. During lifting, the jack is placed between the support platform on top of the axle bridge 110 and the bottom of the frame 108, and a lifting force is applied by a manual pump or rotating the handle to slowly raise the frame 108 until a sufficient gap appears between the spindle boss of the primary spring 100 and the frame 108 to insert the adjusting component 106.

[0058] The auxiliary lifting component 130 replaces manual lifting of the frame 108, reducing the labor intensity of operators, and is especially suitable for height adjustment scenarios of heavy-duty frame 108. The slow lifting with jacks allows for precise control of the gap between the mandrel boss and the frame 108, ensuring smooth insertion of the adjusting component 106 without forced assembly stress. Stable lifting force prevents sudden drop of the frame 108, preventing accidental pinching injuries caused by spring force during adjustment and protecting operator safety.

[0059] A second aspect of this utility model provides a bogie, including a frame 108, on which a primary suspension structure as described above is provided.

[0060] The bogie provided in the second aspect of this utility model optimizes the load-bearing performance, adjustment convenience and operation stability of the bogie by integrating the above-mentioned primary suspension structure on the frame 108.

[0061] The frame 108 adopts a box-type welded structure, including side beams, cross beams, and connecting nodes. The side beams extend longitudinally along the bogie, and the cross beams connect the two side beams laterally to form a frame structure. A mounting seat is provided at the bottom of the frame 108 corresponding to the position of the wheelset axle 110. The bottom surface of the mounting seat is machined with a flat contact surface for mating with the spindle boss of the primary suspension structure.

[0062] The primary suspension structure is symmetrically arranged along the longitudinal direction of the frame 108, including a primary spring 100, a first mounting component 102, a second mounting component 104, and an adjusting component 106. The primary spring 100 is a conical rubber spring (or a metal helical spring), with its two axial ends connected to the mounting base of the frame 108 and the axle bridge 110, respectively; the first mounting component 102 is a high-strength bolt that passes through the top of the spring and is threadedly connected to the mounting base of the frame 108; the second mounting component 104 is a detachable bolt assembly that passes through the bottom of the spring and is fixed to the axle bridge 110; the adjusting component 106 is a metal washer with a U-shaped opening that is detachably engaged in the gap between the spindle boss and the mounting base of the frame 108.

[0063] The auxiliary components include a positioning component 120, a gap detection component, and an auxiliary lifting component 130, which work together with the primary suspension structure to complete the adjustment operation.

[0064] The primary suspension structure is positioned to avoid components such as the bogie's braking unit and wheelset bearing housing, ensuring no motion interference.

[0065] According to the second aspect of the present invention, the bogie's primary suspension structure forms a stable force transmission path with the frame 108 and axle bridge 110 through rigid mounting components. The elastic characteristics of the springs buffer the impact of vertical loads, and the flat contact surface of the adjusting component 106 ensures uniform load distribution, avoiding local stress concentration in the frame 108. The symmetrical structural design balances the longitudinal forces on the bogie, reducing additional bending moments during operation. Two adjustment modes adapt to different working conditions of the bogie: during new assembly, the wheel weight distribution is precisely calibrated through the adjusting component 106; during operation and maintenance, height deviations caused by component wear can be quickly compensated. Adjustment can be completed without disassembling the main structure of the frame 108, simplifying the operation process. The snap-fit ​​between the adjusting component 106 and the spindle boss restricts the radial displacement of the spring, avoiding positioning deviations caused by spring swaying during vehicle operation; uniform wheel weight distribution reduces wheel wear, lowers wheel-rail contact stress, and extends the service life of the wheelset and track. The combined design of the rigid mounting component and the spring improves the bogie's anti-roll performance, adapting to the requirements of curved track operation. The detachable mounting and adjusting components 106 reduce the amount of component disassembly during maintenance, and the use of auxiliary tools reduces manual labor intensity. Standardized adjusting components 106 reduce the types of spare parts, facilitating inventory management. The adjustment process requires no specialized equipment and can be completed on-site at the depot, shortening bogie offline maintenance time. The same frame 108 can be adapted to different axle load requirements by replacing adjusting components 106 of different thicknesses, without modifying the main structure of the frame 108. The two adjustment modes are compatible with all lifecycle scenarios, including new construction, overhaul, and major repairs, enhancing the design versatility of the bogie.

[0066] A third aspect of this utility model provides a rail vehicle, including the bogie as described above; Alternatively, a primary suspension structure as described above.

[0067] According to the third aspect embodiment of the present invention, the integrated primary suspension structure, through precise adjustment of wheel and axle load distribution, avoids the risk of wheelset wear or derailment; the elastic buffering effect of the springs absorbs the impact of track irregularities, reduces vehicle vibration, and ensures stable operation of the vehicle under high-speed or complex track conditions. The rigid frame of the bogie works in conjunction with the suspension system to improve the vehicle's anti-roll and anti-overturning capabilities. The primary suspension structure effectively attenuates low-frequency vibrations transmitted from the track to the vehicle body, reduces the vertical acceleration of the vehicle body, and reduces passenger bumps; uniform wheel-rail contact reduces wheel-rail noise, and combined with the sound insulation design of the vehicle body, improves the acoustic environment inside the vehicle, enhancing the riding experience. The convenient adjustment function of the primary suspension structure reduces disassembly and assembly time during vehicle maintenance, and the standardized adjustment parts 106 reduce spare parts inventory costs; the optimized wheel load distribution extends the service life of wheelsets, bearings, and tracks, reduces the frequency of replacement of vulnerable parts, and reduces operating and maintenance expenses. By replacing the adjusting parts 106 with different thicknesses, the vehicle floor height or axle load parameters can be quickly adjusted to adapt to different platform heights (such as low-floor vehicles) or line load limitations. Both adjustment modes are compatible with scenarios such as new vehicle calibration and wear compensation during operation, without requiring large-scale modifications to the vehicle structure. The rigid installation combined with flexible buffer design of the primary suspension structure ensures that the connection remains secure even after long-term operation. The tight fit between the adjusting part 106 and the spindle boss reduces stress concentration, protecting key components such as the frame 108 and axle bridge 110, and extending the service life of the bogie and even the entire vehicle.

[0068] The rail vehicle provided in the third aspect of this utility model optimizes overall operating performance, comfort, and ease of maintenance by integrating the aforementioned bogie or primary suspension structure.

[0069] The main body of a rail vehicle includes the car body, running gear, braking system, and control system. The car body is a compartmentalized structure that carries passengers or cargo and is supported by the running gear through a flexible suspension system. The core of the running gear is the bogie, which serves as a key component connecting the car body and the track, bearing the entire weight of the vehicle and providing guidance.

[0070] The bogie includes a frame, wheelsets, axle axles, and the aforementioned primary suspension structure. The frame is connected to the car body via a traction device, the wheelsets are mounted below the frame via the axle axles, and the primary suspension structure is symmetrically arranged along the axis of the wheelsets (at least two sets per axle), connecting the frame and the axle axles, and providing vertical elastic support and height adjustment.

[0071] If the vehicle adopts an independent integration method, the primary suspension structure is directly integrated. The primary suspension structure is connected to the frame 108 through the first mounting part 102 and to the axle bridge 110 through the second mounting part 104. The adjusting part 106 can be flexibly replaced according to the operating requirements to adapt to different load and height requirements.

[0072] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model 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. Such 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 this utility model.

Claims

1. A primary suspension structure, characterized in that, include: A primary spring (100) has a first mounting member (102) passing through its top along its axial direction, and a second mounting member (104) passing through its bottom detachably. Adjustment member (106) is detachably disposed in the gap between the boss of the spindle of the primary spring (100) and the contact surface of the frame (108); With the first mounting member (102) in a loosened state, the frame (108) is adapted to be positionally adjustable relative to the axle bridge (110) to form the gap. or, With the first mounting member (102) in a loosened state, the frame (108) is fixed in position relative to the axle bridge (110), and the first spring (100) is adapted to be adjustable in position relative to the frame (108) to form the gap.

2. The primary suspension structure according to claim 1, characterized in that, The first mounting component (102) is provided with a first positioning boss (112) at the end away from the first spring (100), and a first gasket (114) is provided between the first positioning boss (112) and the frame (108).

3. The primary suspension structure according to claim 1, characterized in that, The second mounting member (104) is provided with a second positioning boss (116) at the end away from the first spring (100), and a second gasket (118) is provided between the second positioning boss (116) and the shaft bridge (110).

4. The primary suspension structure according to claim 1, characterized in that, With the first mounting member (102) in a loosened state, the frame (108) is fixed in position relative to the shaft bridge (110), and the first spring (100) is adapted to be adjustable in position relative to the frame (108) to form the gap, a positioning member (120) is provided between the frame (108) and the shaft bridge (110), the positioning member (120) being used to fix the relative position of the frame (108) and the shaft bridge (110).

5. The primary suspension structure according to claim 1, characterized in that, An opening is formed on the adjusting member (106), the size of which matches the size of the boss on the spindle of the primary spring (100), and the adjusting member (106) is adapted to engage with the boss on the spindle of the primary spring (100) through the opening.

6. The primary suspension structure according to any one of claims 1 to 5, characterized in that, Along the axial direction of the primary spring (100), a first step surface and a second step surface are formed on the axle bridge (110). A first seal (122) is provided between the primary spring (100) and the side wall of the first step surface, and a second seal (124) is provided between the primary spring (100) and the side wall of the second step surface.

7. The primary suspension structure according to any one of claims 1 to 5, characterized in that, Along the axial direction of the primary spring (100), the frame (108) and the axle bridge (110) are adapted to be limited by a limiting structure.

8. The primary suspension structure according to claim 7, characterized in that, The limiting structure includes: A first limiting boss (126) is formed in one of the frame (108) and the axle bridge (110); A second limiting boss (128) is formed in the other of the frame (108) and the axle bridge (110), and the first limiting boss (126) and the second limiting boss (128) are adapted to mutually limit and adapt to define the relative positions of the frame (108) and the axle bridge (110) in the axial direction of the primary spring (100).

9. The primary suspension structure according to any one of claims 1 to 5, characterized in that, It also includes an auxiliary lifting member (130), which is adapted to lift the frame (108) to drive the frame (108) relative to the axle bridge (110) in the axial direction of the primary spring (100) when the first mounting member (102) is loose, the frame (108) is adjustable relative to the axle bridge (110) and the second mounting member (104) is tightened.

10. A bogie, characterized in that, The system includes a frame on which a primary suspension structure as described in any one of claims 1 to 9 is provided.

11. A rail vehicle, characterized in that, Includes a primary suspension structure as described in any one of claims 1 to 9; Alternatively, the bogie as described in claim 10.

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