Straddle-type monorail bogie frame and straddle-type monorail vehicle

Abstract

The utility model provides a kind of straddle type monorail bogie frame and straddle type monorail vehicle, it is related to railway vehicle technical field, straddle type monorail bogie frame includes combined beam, lower bending beam, upper torsion bar seat, lower torsion bar seat and vertical damper seat;Combined beam, lower bending beam, upper torsion bar seat, lower torsion bar seat and vertical damper seat are integrally cast and become;Two lower bending beams are symmetrically arranged below combined beam along the direction of bogie advancement;Lower bending beam is welded on combined beam by ring weld joint;Two upper torsion bar seats and two lower torsion bar seats are symmetrically arranged on both sides of combined beam along the direction of bogie advancement;Two vertical damper seats are symmetrically arranged on two lower bending beams along the direction of bogie advancement.The utility model can improve the structural strength and reliability of straddle type monorail bogie frame.

Description

Technical Field

[0001] This utility model relates to the field of rail vehicle technology, and more specifically, to a straddle-type monorail bogie frame and a straddle-type monorail vehicle. Background Technology

[0002] The straddle-type monorail bogie frame, as the core load-bearing component of a straddle-type monorail train, bears the crucial function of supporting the weight of the car body and transmitting operational loads. Traditional frames are typically manufactured using steel plate welding, with the main structure, including crossbeams, side beams, and lower curved beams, all constructed from welded steel plate box-type structures. This manufacturing method has significant technical drawbacks: firstly, the welding process is lengthy, requiring multiple steps to complete frame assembly; secondly, deformation is prone to occur during welding, affecting the overall dimensional accuracy of the frame; and thirdly, weld quality control is difficult, making welding defects susceptible. Excessive welding steps negatively impact the structural strength and reliability of the frame. Utility Model Content

[0003] The purpose of this invention is to improve the structural strength and reliability of straddle-type monorail bogie frames.

[0004] To solve the above problems, this utility model provides a straddle-type monorail bogie frame and a straddle-type monorail vehicle.

[0005] In a first aspect, this utility model provides a straddle-type monorail bogie frame, including a composite beam, a lower curved beam, an upper torsion bar seat, a lower torsion bar seat, and a vertical shock absorber seat; the composite beam, lower curved beam, upper torsion bar seat, lower torsion bar seat, and vertical shock absorber seat are all integrally cast; two lower curved beams are symmetrically arranged below the composite beam along the bogie's forward direction; the lower curved beams are welded to the composite beam via circumferential welds; two upper torsion bar seats and two lower torsion bar seats are symmetrically arranged on both sides of the composite beam along the bogie's forward direction; two vertical shock absorber seats are symmetrically arranged on the two lower curved beams along the bogie's forward direction.

[0006] The beneficial effects of this straddle-type monorail bogie frame are: As the main load-bearing structure, the composite beam has a pre-installed reinforcing structure inside its cast cavity, eliminating the need for welding processes in traditional box-type structures. Two lower curved beams are symmetrically welded to the bottom of the composite beam, forming a stable triangular support system. The circumferential weld connection requires only a single welding process. Upper and lower torsion bar seats are symmetrically distributed on both sides of the composite beam, forming a bidirectional torsional anti-torsion structure. These can be integrally formed with the composite beam body during casting, avoiding the heat-affected zone caused by additional welding. Vertical damper seats are symmetrically arranged at specific positions on the lower curved beams, directly forming an installation reference surface during casting to ensure the alignment accuracy of the damper axis. The positioning of each functional seat structure is completed during the casting stage, requiring only circumferential welds during the final assembly stage, effectively controlling the amount of welding deformation. This utility model realizes modular casting production of the main frame structure, integrating multiple components that are scattered and welded in traditional processes into an integral casting unit. The welding process is reduced to circumferential weld connections in critical areas, significantly reducing the risk of welding deformation. The symmetrically arranged load transfer structure ensures uniform stress distribution and avoids local stress concentration. The continuous material distribution formed by the casting process improves the overall rigidity, effectively solves the problem of weld quality control in traditional welded frames, and improves the structural strength and reliability of straddle-type monorail bogie frames.

[0007] Optionally, the composite beam includes a motor beam, a traction beam, a low side beam, and an end beam; the motor beam, traction beam, low side beam, and end beam are connected sequentially to form a rectangular structure; two downward curved beams are welded to the motor beam and the low side beam, respectively.

[0008] Optionally, the motor beam includes a beam top cover plate, and spaced-apart inner and outer beam plates; the beam top cover plate is installed on top of the inner and outer beam plates; a motor mounting groove is provided on the upper surface of the beam top cover plate; a motor mounting seat is connected to the upper side wall of the inner beam plate away from the outer beam plate, and a transverse shock absorber mounting hole is provided below; a first upper torsion bar mounting seat is connected to the side wall of the outer beam plate away from the inner beam plate; and first horizontal wheel mounting seats are connected to the outer walls of both ends of the motor beam along the forward direction of the bogie.

[0009] Optionally, a vertical stiffening plate is provided between the inner side plate and the outer side plate of the machine beam; the outer wall of the vertical stiffening plate is connected to the upper cover plate of the machine beam, the inner side plate of the machine beam and the outer side plate of the machine beam respectively.

[0010] Optionally, the low side beam includes a side beam top cover plate, and side beam inner plates and side beam outer plates arranged at intervals; the side beam top cover plate is installed on the top of the side beam inner plate and side beam outer plate; a transverse shock absorber mounting hole is opened at the bottom of the side beam inner plate; a second upper torsion bar mounting seat is connected to the side wall of the side beam outer plate away from the side beam inner plate; and second horizontal wheel mounting seats are connected to the outer walls of both ends of the low side beam along the forward direction of the bogie.

[0011] Optionally, the lower curved beam includes an upper sealing plate, a lower curved beam stiffening plate, and two spaced lower curved beam side uprights; each lower curved beam side upright includes a horizontal section and a curved section; the upper and lower ends of the horizontal sections of the two lower curved beam side uprights are connected by an upper cover plate and a lower cover plate, respectively; the ends of the horizontal sections of the two lower curved beam side uprights are connected by an outer sealing plate; the upper and lower ends of the curved sections of the two lower curved beam side uprights are connected by curved uprights; the upper sealing plate and the upper cover plate are parallel to each other, and their lower surfaces are connected to the tops of the two curved uprights and the tops of the curved sections of the two lower curved beam side uprights, respectively; a spring seat plate is installed on the upper cover plate; one end of the lower curved beam stiffening plate is connected to the lower surface of the lower cover plate, and the other end is connected to a stabilizing wheel mounting block.

[0012] Optionally, the stiffening plate of the lower curved beam is a triangular stiffening plate.

[0013] Optionally, the upper cover plate of the lower curved beam and the lower cover plate of the lower curved beam are cast with wing structures on both sides; the wing structures are provided with mounting holes.

[0014] Optionally, the upper and lower ends of the vertical shock absorber seat are respectively bolted to the upper cover plate of the lower curved beam and the wing structure on the same side of the lower cover plate of the lower curved beam.

[0015] Secondly, this utility model provides a straddle-type monorail vehicle, including the straddle-type monorail bogie frame as described above. Attached Figure Description

[0016] Figure 1 This is a structural schematic diagram of the straddle-type monorail bogie frame according to an embodiment of the present utility model; Figure 2 This is a schematic diagram of the composite beam from one perspective in an embodiment of this utility model; Figure 3 This is a schematic diagram of the composite beam from another perspective in an embodiment of this utility model; Figure 4 This is a schematic diagram of the lower curved beam from one perspective in an embodiment of this utility model; Figure 5 This is a schematic diagram of the lower curved beam from another perspective in an embodiment of this utility model.

[0017] Explanation of reference numerals in the attached figures: 1. Composite beam; 11. Motor beam; 111. Motor mounting base; 112. Inner side plate of the machine beam; 113. First horizontal wheel mounting base; 114. First upper torsion bar mounting base; 115. First vertical stiffening plate; 116. Second vertical stiffening plate; 117. Third vertical stiffening plate; 12. Traction beam; 121. Traction rod mounting base; 13. Low side beam; 131. Second upper torsion bar mounting base; 132. Second horizontal wheel mounting base; 133. Fourth vertical stiffening plate; 134. 1. Fifth vertical stiffener plate; 135. Sixth vertical stiffener plate; 136. Inner side plate of side beam; 14. End beam; 141. Seventh vertical stiffener plate; 2. Lower curved beam; 21. Upper sealing plate of lower curved beam; 22. Air spring seat plate; 23. Upper cover plate of lower curved beam; 24. Lower cover plate of lower curved beam; 25. Side upright plate of lower curved beam; 26. Curved upright plate; 27. Curved stiffener plate of lower curved beam; 28. Outer sealing plate; 29. ​​Stabilizer wheel mounting block; 3. Upper torsion bar seat; 4. Lower torsion bar seat; 5. Vertical shock absorber seat. Detailed Implementation

[0018] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Although some embodiments of this utility model are shown in the drawings, it should be understood that this utility model can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this utility model. It should be understood that the drawings and embodiments of this utility model are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.

[0019] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0020] It should be noted that the terms "one" and "multiple" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0021] In related technologies, straddle-type monorail bogie frames are mostly manufactured using steel plate welding processes. The main structure is composed of crossbeams, side beams, and lower curved beams, spliced ​​together through multiple welds. In traditional processes, reinforcing ribs need to be welded inside the box-shaped structure to improve strength, resulting in complex welding procedures and long cycles. Deformation accumulation is prone to occur during welding, affecting dimensional accuracy and making weld quality control difficult. In complex track operation scenarios, when the frame is subjected to dynamic alternating loads, welding defects can easily cause stress concentration, affecting structural reliability.

[0022] To address the aforementioned problems, the inventors of this utility model discovered that the fundamental flaw of traditional welding processes lies in the excessive number of welds resulting from the splicing of multiple components. Analysis of the structural stress characteristics revealed that the symmetry of the load transfer path is crucial to structural stability. Based on this, an integrated casting process is proposed to replace traditional steel plate welding, integrally molding the composite beams, downward-curved beams, and functional seats. Simultaneously considering the adaptability of casting processes to complex structures, the framework is decomposed into modular casting units, connected by circumferential welds at key locations, thus preserving the integrity of the cast structure while meeting assembly precision requirements.

[0023] like Figure 1-5 As shown, an embodiment of the present invention provides a straddle-type monorail bogie frame comprising a composite beam 1, a lower curved beam 2, an upper torsion bar seat 3, a lower torsion bar seat 4, and a vertical shock absorber seat 5. The composite beam 1, lower curved beam 2, upper torsion bar seat 3, lower torsion bar seat 4, and vertical shock absorber seat 5 are all integrally cast. The two lower curved beams 2 are symmetrically arranged below the composite beam 1 along the bogie's forward direction. The lower curved beams 2 are welded to the composite beam 1 via circumferential welds. The two upper torsion bar seats 3 and the two lower torsion bar seats 4 are symmetrically arranged on both sides of the composite beam 1 along the bogie's forward direction. The two vertical shock absorber seats 5 are symmetrically arranged on the two lower curved beams 2 along the bogie's forward direction.

[0024] Among them, composite beam 1 refers to the core frame structure that bears the load of the vehicle body, which can be realized by casting a rectangular closed section, with optimized material distribution through an internal cavity structure. Lower curved beam 2 refers to the transition structure connecting composite beam 1 and the track-running mechanism, which can be realized by casting a part with a curved section, the curvature of which matches the track contact surface. Upper torsion bar seat 3 and lower torsion bar seat 4 refer to the support structures for installing anti-tilting torsion bars, which can be realized by casting bosses with mounting holes. Vertical shock absorber seat 5 refers to the connecting component for installing hydraulic shock absorbers.

[0025] Specifically, the composite beam 1, as the main load-bearing structure, has a pre-installed reinforcing structure inside its cast cavity, eliminating the need for welding processes in traditional box-type structures. Two lower curved beams 2 are symmetrically welded to the bottom of the composite beam 1, forming a stable triangular support system; the circumferential weld connection requires only a single welding step. Upper torsion bar seats 3 and lower torsion bar seats 4 are symmetrically distributed on both sides of the composite beam 1, forming a bidirectional torsional structure. These are integrally formed with the composite beam 1 body during casting, avoiding the heat-affected zone caused by additional welding. Vertical damper seats 5 are symmetrically arranged at specific positions on the lower curved beams 2, directly forming the installation reference surface during casting to ensure the alignment accuracy of the damper axis. Each functional seat structure is positioned during the casting stage, requiring only circumferential welds during the final assembly stage, effectively controlling welding deformation. This embodiment directly forms a modular component with an internal reinforcing structure through integrated casting. In existing technologies, the lower curved beam 2 and the crossbeam require multiple fillet welds for connection; this solution uses a single circumferential weld to achieve equal strength. Through the above technical solution, this embodiment realizes modular casting production of the main frame structure, integrating multiple components that were previously welded separately into a single casting unit. The welding process is reduced to circumferential welds at critical locations, significantly lowering the risk of welding deformation. The symmetrically arranged load-bearing structure ensures uniform stress distribution and avoids localized stress concentration. The continuous material distribution formed by the casting process enhances overall rigidity and effectively solves the problem of weld quality control in traditional welded frames.

[0026] Optionally, the composite beam 1 includes a motor beam 11, a traction beam 12, a low side beam 13, and an end beam 14; the motor beam 11, traction beam 12, low side beam 13, and end beam 14 are connected sequentially to form a rectangular structure; two downward curved beams 2 are respectively welded below the motor beam 11 and the low side beam 13.

[0027] The composite beam 1 is integrally cast and consists of a load-bearing frame composed of a motor beam 11, a traction beam 12, a lower side beam 13, and an end beam 14. It is an open cavity structure without a lower cover plate, which improves casting processability and reduces the overall weight of the frame without compromising structural strength. The motor beam 11 is the load-bearing component for mounting the drive motor, and can be a box-shaped casting structure with a motor mounting slot. Its bottom has a welded interface for connecting to the lower curved beam 2. The lower side beam 13 is the supporting component located at the bottom of the frame. The end beam 14 is the transverse component connecting the ends of the motor beam 11 and the lower side beam 13.

[0028] Specifically, the motor beam 11 and the lower side beam 13, as key load-bearing components, are symmetrically welded with lower curved beams 2 below, forming a double lower curved beam 2 support layout. The rectangular structure effectively disperses the multidimensional loads generated during bogie operation through a closed force transmission path; limiting the welding points of the lower curved beams 2 to specific positions on the motor beam 11 and the lower side beam 13 ensures the rationality of the stress on the welded joints and avoids setting welds in complex stress areas. The modularly cast composite beam 1 can significantly reduce the butt joint adjustment process during on-site assembly welding, controlling the amount of welding deformation from the source. When the traditional frame adopts a steel plate welded box structure, continuous welding operations are required on multiple planes, resulting in accumulated thermal deformation and fluctuations in weld quality. In this embodiment, by integrally casting the composite beam 1, welds are reduced, effectively solving the problems of process complexity and deformation control in traditional welded frames; the closed force transmission path of the rectangular frame improves the overall torsional stiffness; the symmetrical welding layout of the lower curved beams 2 avoids stress concentration and simplifies the welding tooling positioning process. The standardized production of the casting modules can also shorten the manufacturing cycle and improve the efficiency of mass production of the frame.

[0029] Optionally, the motor beam 11 includes a beam top cover plate, and inner beam plates 112 and outer beam plates arranged at intervals; the beam top cover plate is installed on the top of the inner beam plates 112 and the outer beam plates; a motor mounting groove is provided on the upper surface of the beam top cover plate; a motor mounting seat 111 is connected to the upper side wall of the inner beam plate 112 away from the outer beam plate, and a transverse shock absorber mounting hole is provided below; a first upper torsion bar mounting seat 114 is connected to the side wall of the outer beam plate away from the inner beam plate 112; and a first horizontal wheel mounting seat 113 is connected to the outer walls of both ends of the motor beam 11 along the forward direction of the bogie.

[0030] The upper cover plate of the machine beam refers to the plate-like structure covering the top of the motor beam 11, which can be integrally formed using a casting process. Its top plane provides a reference positioning surface for motor installation. The inner side plate 112 and the outer side plate of the machine beam refer to vertical plates that are spaced apart along the longitudinal direction of the motor beam 11. The motor mounting groove refers to the groove formed on the upper surface of the upper cover plate of the machine beam, which can be a semi-circular groove structure, used to embed the motor base and limit horizontal displacement. The transverse shock absorber mounting hole refers to the through hole formed on the bottom boss of the inner side plate 112 of the machine beam, which can be a circular hole or an oblong hole, used to fix the connecting shaft of the transverse shock absorber. The first upper torsion bar mounting seat 114 refers to the boss structure set on the side wall of the outer side plate of the machine beam, which can be a cast boss with bolt holes, directly assembled with the torsion bar connector. The horizontal wheel mounting seat refers to the mounting base surface set on the outer wall at both ends of the motor beam 11, which can be a cast platform with positioning pin holes to avoid deformation caused by welding brackets. The traction beam 12 mainly includes a traction rod mounting seat 121, which is a solid structure to increase its connection strength. The end beam 14 contains multiple seventh vertical stiffening plates 141, which are integrally cast with the upper cover plate, inner beam, and outer beam of the end beam 14 to strengthen local high-strength connections.

[0031] Specifically, the upper cover plate of the beam, along with the inner side plate 112 and the outer side plate, are cast to form a closed box-shaped section, ensuring uniform stress distribution in the motor beam 11 under vertical loads. The machining datum of the motor mounting slot coincides with the top surface of the box-shaped structure, ensuring that the flatness error of the motor mounting plane is controlled within the allowable range. The spaced arrangement of the inner side plate 112 and the outer side plate forms longitudinal reinforcing ribs, which disperse stress through shear action between the plates when the bogie is subjected to bending loads in the forward direction. The lateral damper mounting holes are directly opened at the bottom of the inner side plate 112, allowing the lateral force generated by the damper to be transferred to the main body of the box-shaped structure through the inner side plate, avoiding stress concentration at the welded joints. The first upper torsion bar mounting seat 114 and the horizontal wheel mounting seat are integrated at different positions on the motor beam 11, using the extension of the box-shaped structure to form the mounting interface, reducing the reliance on welding processes during assembly. This embodiment integrates the box-type main body and functional interfaces through one-piece casting, eliminating the impact of welds on structural strength. Key features such as the motor mounting plane and shock absorber mounting holes are directly cast, reducing subsequent machining. This solves the problem of low assembly accuracy caused by the complex welding process of motor beam 11. The overall rigidity is improved by casting the box-type structure, reducing the accuracy error of the motor mounting plane to within the process requirements. The load transfer path is changed from dispersed welded joints to a continuous casting structure, avoiding fatigue cracks caused by stress concentration. The functional mounting interfaces are directly integrated into the cast main body, reducing welding steps and improving assembly efficiency.

[0032] Optionally, a vertical stiffening plate is provided between the inner side plate 112 and the outer side plate of the machine beam; the outer wall of the vertical stiffening plate is connected to the upper cover plate of the machine beam, the inner side plate 112 and the outer side plate of the machine beam respectively.

[0033] The vertical stiffening plate refers to a reinforcing plate vertically installed between the inner side plate 112 and the outer side plate of the machine beam. Its two edges are welded or cast to the inner walls of the inner and outer side plates, respectively, and its top is welded or cast to the lower surface of the machine beam's upper cover plate, forming a three-way support structure. Please refer to... Figure 2 The inner side plate 112 and the outer side plate of the machine beam are provided with a first vertical stiffener plate 115, a second vertical stiffener plate 116 and a third vertical stiffener plate 117 at intervals to improve the structural strength.

[0034] Specifically, during the casting of the motor beam 11 module, the vertical stiffening plate is integrally formed with the inner side plate 112, outer side plate, and upper cover plate of the beam simultaneously, allowing the vertical stiffening plate to form rigid connections with adjacent structures in three dimensions. This connection method creates multiple closed triangular support units inside the motor beam 11. When the motor mounting base 111 bears a vertical load, the load is transferred to the vertical stiffening plate through the outer side plate of the beam, and then distributed to the inner side plate 112 and upper cover plate. During the casting cooling process, the three-dimensional connection of the vertical stiffening plate constrains the free contraction of the inner and outer side plates, reducing warping deformation caused by temperature gradients. This embodiment enhances the bending stiffness of the motor beam 11 under vertical loads, reduces the risk of torsional deformation caused by structural asymmetry during casting, and reduces assembly errors caused by module deformation in subsequent welding processes, resulting in higher dimensional stability of the composite beam 1 after overall assembly.

[0035] Optionally, the low side beam 13 includes a side beam top cover plate, and side beam inner side plates 136 and side beam outer side plates arranged at intervals; the side beam top cover plate is installed on the top of the machine beam inner side plate 112 and the machine beam outer side plate; a transverse shock absorber mounting hole is opened at the bottom of the side beam inner side plate 136; a second upper torsion bar mounting seat 131 is connected to the side wall of the side beam outer side plate away from the side beam inner side plate 136; and a second horizontal wheel mounting seat 132 is connected to the outer walls of both ends of the low side beam 13 along the forward direction of the bogie.

[0036] The side beam top cover plate refers to the plate-like structure covering the top of the lower side beam 13. Specifically, it can be integrally formed with the inner side plate 136 and the outer side plate of the side beam using a casting process to form a box-type support structure to enhance longitudinal bending stiffness. The inner side plate 136 refers to the vertical plate located inside the lower side beam 13. Specifically, transverse shock absorber mounting holes can be directly opened at its bottom, replacing traditional welded mounting seats with perforated plate material, reducing welding processes and avoiding the impact of thermal deformation on installation accuracy. The outer side plate refers to the vertical plate located outside the lower side beam 13. Specifically, it can be integrally formed with the second upper torsion bar mounting seat 131 using a casting process to ensure the structural strength of the torsion bar connection point. The horizontal wheel mounting seat refers to the connecting structure located on the outer wall of the end of the lower side beam 13. Specifically, it can be directly integrated into the end of the lower side beam 13 in an external form, avoiding the addition of extra welded components to the main structure. Please refer to... Figure 3 The inner side plate 112 and the outer side plate of the machine beam are provided with a fourth vertical stiffener plate 133, a fifth vertical stiffener plate 134 and a sixth vertical stiffener plate 135 at intervals to improve the structural strength.

[0037] Specifically, the upper cover plate of the side beam, the inner side plate 136 of the side beam, and the outer side plate of the side beam are formed into a closed box structure by casting, which reduces the number of welded joints while ensuring load-bearing capacity. The lateral shock absorber mounting holes at the bottom of the inner side plate 136 of the side beam are formed by direct cutting, eliminating the need for welding independent mounting seats, simplifying the assembly process and reducing the risk of welding deformation. The integrated design of the outer side plate of the side beam and the second upper torsion bar mounting seat 131 ensures the load transfer efficiency between the torsion bar connection point and the lower side beam 13. The horizontal wheel mounting seats on the outer walls at both ends of the lower side beam 13 are directly connected externally using the end space, avoiding the addition of welded components to the main structure and further controlling the amount of welding deformation. This embodiment, while ensuring the load-bearing capacity of the lower side beam 13, reduces welding procedures and deformation through structural integration and process optimization, while achieving efficient positioning and installation of the lateral shock absorber, upper torsion bar, and horizontal wheel. The opening design of the inner side plate 136 of the side beam avoids the influence of welding heat and improves the accuracy of the mounting hole position; the integral molding of the outer side plate of the side beam and the second upper torsion bar mounting seat 131 enhances the strength of the connection point; the external connection form of the horizontal wheel mounting seat avoids welding deformation of the main structure and improves the overall assembly efficiency.

[0038] Optionally, the lower curved beam 2 includes an upper sealing plate 21, a lower curved beam stiffening plate 27, and two spaced lower curved beam side uprights 25; the lower curved beam side uprights 25 include horizontal sections and curved sections; the upper and lower ends of the horizontal sections of the two lower curved beam side uprights 25 are connected by an upper cover plate 23 and a lower cover plate 24, respectively; the ends of the horizontal sections of the two lower curved beam side uprights 25 are connected by an outer sealing plate 28; the upper and lower ends of the curved sections of the two lower curved beam side uprights 25 are connected by curved uprights 26; the upper sealing plate 21 and the upper cover plate 23 are parallel to each other, and their lower surfaces are respectively connected to the tops of the two curved uprights 26 and the tops of the curved sections of the two lower curved beam side uprights 25; a spring seat plate 22 is installed on the upper cover plate 23; one end of the lower curved beam stiffening plate 27 is connected to the lower surface of the lower cover plate 24, and the other end is connected to a stabilizing wheel mounting block 29.

[0039] The horizontal section of the lower curved beam side upright plate 25 refers to a plate-like structure extending in a straight line, used to bear longitudinal loads and form a basic support structure. The curved section refers to a plate-like structure with an arc-shaped profile, which can be integrally molded using a mold, used to distribute torsional stress during bogie operation. The outer sealing plate 28 refers to a closed plate covering the ends of the two horizontal sections. The curved upright plate 26 refers to an arc-shaped connecting plate connecting the upper and lower ends of the curved section, used to maintain the geometry of the curved section and transfer loads. The lower curved beam stiffening plate 27 refers to a support structure connecting the lower cover plate and the stabilizer wheel mounting block 29, used to form a stable force transmission path.

[0040] Specifically, the side upright plate 25 of the lower curved beam is divided into a horizontal section and a curved section. The horizontal section forms a box-shaped cross-section through the upper and lower cover plates, while the curved section forms a continuous support surface through the curved upright plate 26. The outer sealing plate 28 closes the end of the horizontal section, ensuring that the load is evenly distributed along the box-shaped structure. The air spring seat plate 22 is directly installed on the surface of the upper cover plate, reducing the welding process of the auxiliary support structure. The lower curved beam stiffener plate 27 extends from the lower cover plate to the stabilizing wheel mounting block 29, forming a triangular support system. This allows the load of the stabilizing wheel to be transferred to the main structure of the lower curved beam 2 through the stiffener plate, avoiding stress concentration in the installation area. This embodiment solves the welding process control problem caused by the complex structure of the lower curved beam 2. Through integrated casting, the lower curved beam 2 has an optimized load transfer path, improving torsional performance and local stiffness. The integrated design of the air spring seat plate 22 and the stabilizing wheel mounting block 29 simplifies the assembly process, reducing welding processes and manual adjustment steps.

[0041] Optionally, the lower bending beam stiffening plate 27 is a triangular stiffening plate.

[0042] The triangular stiffener refers to a reinforcing structure using a triangular geometric shape, which can be integrally formed using a casting process. The top of the triangular stiffener connects to the lower cover plate 24 of the lower curved beam, and the bottom connects to the stabilizing wheel mounting block 29. The triangular stiffener enhances overall rigidity through geometric stability, reduces the number of welded joints, and lowers the risk of local stress concentration.

[0043] Optionally, the upper cover plate 23 and the lower cover plate 24 of the lower curved beam are cast with wing structures on both sides; the wing structures are provided with mounting holes.

[0044] The wing structure refers to an integrally formed plate-like structure extending outward from both sides of the cover plate. Specifically, it can be achieved by casting airfoil bosses simultaneously with the lower curved beam 2, with its extension direction parallel to the cover plate plane. This structure directly forms the connecting base through casting, replacing the traditional method of installing welded attachments. The mounting holes are through-holes penetrating the thickness of the wing structure, specifically achieved by pre-setting core holes in the casting mold. The hole axis is perpendicular to the wing structure surface. These holes directly form bolt connection channels, avoiding secondary drilling processes.

[0045] Specifically, the wing structure, as an extension of the lower curved beam 2 cover plate, is formed synchronously with the main structure during the casting stage, making the mounting base of the vertical damper seat 5 and the lower curved beam 2 form an integral load-bearing structure. The mounting holes are positioned using a mold during the casting process to form standard hole positions, allowing external components to be quickly aligned and installed using bolts. The integrated casting wing structure eliminates stress concentration in the welding heat-affected zone, and its continuous material distribution ensures that the load transfer path is uniformly diffused along the cover plate plane.

[0046] Optionally, the upper and lower ends of the vertical shock absorber seat 5 are respectively bolted to the wing structure on the same side of the upper cover plate 23 and the lower cover plate 24 of the lower curved beam.

[0047] Among them, same-side installation means that the upper and lower ends of the vertical shock absorber seat 5 are connected to the wing structure located on the same side of the upper cover plate 23 and the lower cover plate 24 of the lower curved beam, respectively. Specifically, it can be achieved through symmetrically arranged mounting holes, so that the vertical shock absorber seat 5 and the lower curved beam 2 form a symmetrical force-bearing structure.

[0048] Specifically, the vertical damper seat 5 is fixed to the mounting holes of the wing structure by bolts. As a cast integral reinforcing part, the positional accuracy of the mounting holes in the wing structure is directly controlled during the casting process, avoiding cumulative errors caused by multiple positioning during welding. The upper and lower ends of the vertical damper seat 5 are respectively connected to the wing structures on the same side of the upper cover plate 23 and the lower cover plate 24 of the lower curved beam, maintaining symmetry of the mounting surfaces and reducing stress concentration caused by misalignment. In some specific embodiments, the mounting holes of the wing structure can adopt a pre-embedded threaded sleeve structure, for example, embedding a metal sleeve with internal threads during the casting process to improve the threaded connection strength. This embodiment solves the problems of low assembly accuracy and poor stability caused by the complex installation structure of the vertical damper, realizing modular assembly of the installation structure, improving installation efficiency and positioning accuracy, and facilitating later maintenance and replacement.

[0049] Another embodiment of the present invention provides a straddle-type monorail vehicle including the straddle-type monorail bogie frame described above.

[0050] The beneficial effects of the straddle-type monorail vehicle in this embodiment compared to the prior art are the same as those of the straddle-type monorail bogie frame described above, and will not be repeated here.

[0051] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.

Claims

1. A straddle-type monorail bogie frame, characterized in that, The system includes a composite beam (1), a lower curved beam (2), an upper torsion bar seat (3), a lower torsion bar seat (4), and a vertical shock absorber seat (5). The composite beam (1), the lower curved beam (2), the upper torsion bar seat (3), the lower torsion bar seat (4), and the vertical shock absorber seat (5) are all integrally cast. The two lower curved beams (2) are symmetrically arranged below the composite beam (1) along the forward direction of the bogie. The lower curved beams (2) are welded to the composite beam (1) through a circumferential weld. The two upper torsion bar seats (3) and the two lower torsion bar seats (4) are symmetrically arranged on both sides of the composite beam (1) along the forward direction of the bogie. The two vertical shock absorber seats (5) are symmetrically arranged on the two lower curved beams (2) along the forward direction of the bogie.

2. The straddle-type monorail bogie frame according to claim 1, characterized in that, The composite beam (1) includes a motor beam (11), a traction beam (12), a low side beam (13), and an end beam (14); the motor beam (11), the traction beam (12), the low side beam (13), and the end beam (14) are connected in sequence to form a rectangular structure; the two lower curved beams (2) are respectively welded below the motor beam (11) and the low side beam (13).

3. The straddle-type monorail bogie frame according to claim 2, characterized in that, The motor beam (11) includes a beam top cover plate and an inner beam plate (112) and an outer beam plate arranged at intervals; the beam top cover plate is installed on the top of the inner beam plate (112) and the outer beam plate; a motor mounting groove is provided on the upper surface of the beam top cover plate; a motor mounting seat (111) is connected to the upper side wall of the inner beam plate (112) away from the outer beam plate, and a transverse shock absorber mounting hole is provided below; a first upper torsion bar mounting seat (114) is connected to the side wall of the outer beam plate away from the inner beam plate (112); a first horizontal wheel mounting seat (113) is connected to the outer walls of both ends of the motor beam (11) along the forward direction of the bogie.

4. The straddle-type monorail bogie frame according to claim 3, characterized in that, A vertical stiffening plate is provided between the inner side plate (112) of the machine beam and the outer side plate of the machine beam; the outer wall of the vertical stiffening plate is respectively connected to the upper cover plate of the machine beam, the inner side plate (112) of the machine beam and the outer side plate of the machine beam.

5. The straddle-type monorail bogie frame according to claim 2, characterized in that, The low side beam (13) includes a side beam cover plate and side beam inner plates (136) and side beam outer plates arranged at intervals; the side beam cover plate is installed on the top of the machine beam inner plate (112) and machine beam outer plate; the bottom of the side beam inner plate (136) is provided with a transverse shock absorber mounting hole; the side wall of the side beam outer plate away from the side beam inner plate (136) is connected to a second upper torsion bar mounting seat (131); the outer walls of the low side beam (13) at both ends along the bogie forward direction are connected to a second horizontal wheel mounting seat (132).

6. The straddle-type monorail bogie frame according to claim 2, characterized in that, The lower curved beam (2) includes an upper sealing plate (21), a lower curved beam bending stiffener plate (27), and two spaced lower curved beam side uprights (25); the lower curved beam side uprights (25) include a horizontal section and a curved section; the upper and lower ends of the horizontal sections of the two lower curved beam side uprights (25) are connected by an upper cover plate (23) and a lower cover plate (24) of the lower curved beam, respectively; the ends of the horizontal sections of the two lower curved beam side uprights (25) are connected by an outer sealing plate (28); the two lower curved beam side uprights (25) are curved Both ends of the segment are connected by bending plates (26); the upper sealing plate (21) of the lower bending beam is parallel to the upper cover plate (23) of the lower bending beam, and the lower surface is connected to the top of the two bending plates (26) and the top of the bending segment of the two side upright plates (25) of the lower bending beam respectively; a hollow spring seat plate (22) is installed on the upper cover plate (23) of the lower bending beam; one end of the bending stiffener plate (27) of the lower bending beam is connected to the lower surface of the lower cover plate (24) of the lower bending beam, and the other end is connected to the stabilizing wheel mounting block (29).

7. The straddle-type monorail bogie frame according to claim 6, characterized in that, The lower bending beam stiffening plate (27) is a triangular stiffening plate.

8. The straddle-type monorail bogie frame according to claim 6, characterized in that, The upper cover plate (23) and the lower cover plate (24) of the lower curved beam are cast with wing structures on both sides; the wing structures are provided with mounting holes.

9. The straddle-type monorail bogie frame according to claim 8, characterized in that, The vertical shock absorber seat (5) is bolted to the upper and lower ends of the upper cover plate (23) of the lower curved beam and the lower cover plate (24) of the lower curved beam on the same side of the wing structure.

10. A straddle-type monorail vehicle, characterized in that, Including the straddle-type monorail bogie frame as described in any one of claims 1 to 9.

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