CN110143212B

CN110143212B - Suspension system of bogie assembly, bogie assembly and railway vehicle

Info

Publication number: CN110143212B
Application number: CN201810921612.2A
Authority: CN
Inventors: 李开凡; 奉起华; 刘辉跃; 朱小磊
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2018-08-14
Filing date: 2018-08-14
Publication date: 2020-05-22
Anticipated expiration: 2038-08-14
Also published as: CN110143212A

Abstract

The invention discloses a suspension system of a bogie assembly, the bogie assembly and a railway vehicle, wherein the suspension system of the bogie assembly comprises: an air spring adapted to be mounted to a frame of the truck assembly; the air suspension air chamber is connected with the air spring and used for adjusting the pressure of the air spring, and the air suspension air chamber is suitable for being connected with a vehicle body; a height adjustment mechanism, the height adjustment mechanism comprising: the air suspension device comprises a height control valve, a swing rod and an adjusting rod, wherein a first port of the height control valve is connected with the air suspension air chamber, a first end of the swing rod is connected with a valve core of the height control valve, a first end of the adjusting rod is pivotally connected with a second end of the swing rod, and a second end of the adjusting rod is used for being pivotally connected with a framework. The suspension system of the bogie assembly can change the rigidity of the air spring by adjusting air pressure, so that the suspension system adapts to the bearing state of a vehicle body.

Description

Suspension system of bogie assembly, bogie assembly and railway vehicle

Technical Field

The invention relates to the technical field of railway vehicle manufacturing, in particular to a suspension system of a bogie assembly, the bogie assembly with the suspension system and a railway vehicle with the bogie assembly.

Background

The laying cost of the straddle type rail transit system is far lower than that of an underground railway transit system, and the application range of the straddle type rail transit system is wider. The suspension system between the vehicle body and the bogie frame is an important bearing part of the straddle type monorail vehicle, and the performance of the suspension system directly influences the stability, riding comfort and the like of the straddle type monorail vehicle. In the related art, the rigidity of the suspension system is not adjustable, and when the load of the vehicle body changes, the rigidity of the suspension system cannot meet the requirement of the load state of the vehicle body, so that the difference exists between the actual working height and the safe working height of the vehicle body, the comfort and the stability of the vehicle body are poor, and an improved space exists.

Disclosure of Invention

The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention aims to provide a suspension system of a bogie assembly, wherein the rigidity of an air spring of the suspension system is adjustable, and the suspension system is favorable for meeting the rigidity requirement of a vehicle body under different load states.

A suspension system for a bogie assembly according to one embodiment of the present invention comprises: an air spring adapted to be mounted to a frame of the truck assembly; the air suspension air chamber is connected with the air spring and used for adjusting the pressure of the air spring, and the air suspension air chamber is suitable for being connected with a vehicle body; a height adjustment mechanism, the height adjustment mechanism comprising: the air suspension device comprises a height control valve, a swing rod and an adjusting rod, wherein a first port of the height control valve is connected with the air suspension air chamber, a first end of the swing rod is connected with a valve core of the height control valve, a first end of the adjusting rod is pivotally connected with a second end of the swing rod, and a second end of the adjusting rod is used for being pivotally connected with a framework.

According to the suspension system of the bogie assembly, the air suspension air chamber is connected with the vehicle body, the air suspension air chamber and the air spring are integrated in the framework, the air spring can play a good role in supporting and buffering the vehicle body, when the load of the vehicle body changes, the rigidity of the air spring can be changed by adjusting the air pressure of the air suspension air chamber, so that the air spring adapts to the bearing state of the vehicle body, and the suspension system is simple in structure and compact in installation.

A suspension system for a bogie assembly according to one embodiment of the present invention further comprises: and a first end of the safety sling is connected with the air suspension air chamber, and a second end of the safety sling is suitable for being connected with the framework.

A suspension system for a bogie assembly according to one embodiment of the present invention further comprises: and two ports of the differential pressure valve are respectively connected with the two air suspension air chambers.

According to a suspension system of a bogie assembly of one embodiment of the present invention, the air suspension plenum comprises: the air chamber comprises an air chamber body with two open ends, wherein the air chamber body is provided with an adjusting hole, and a first end of the air chamber body is provided with a flanging; the first cover plate is connected with the flanging to seal the first end of the air chamber body and is used for being connected with a vehicle body; the second cover plate is connected with the second end of the air chamber body, the first cover plate, the air chamber body and the second cover plate limit an air outlet chamber, the second cover plate is provided with a first through hole communicated with the air chamber, and the air chamber is communicated with the air spring through the first through hole.

According to a suspension system of a bogie assembly of one embodiment of the present invention, the air suspension plenum further comprises: and the sealing element is clamped between the first cover plate and the flanging.

According to a suspension system of a bogie assembly of one embodiment of the present invention, the air suspension plenum further comprises: and the air spring is provided with a joint, and the connecting sleeve is sleeved outside the joint so as to connect the air chamber with the air spring.

According to the suspension system of the bogie assembly, the first cover plate is provided with a first positioning pin for positioning with a vehicle body; one of the second cover plate and the air spring is provided with a second positioning pin, the other one of the second cover plate and the air spring is provided with a second positioning pin hole, and the second positioning pin is inserted into the second positioning pin hole; and a third positioning pin for positioning the framework is arranged at one end of the air spring, which is far away from the air suspension air chamber.

According to the suspension system of the bogie assembly, one end of the air spring, which is close to the air suspension air chamber, is provided with a lug extending outwards in the radial direction, and the lug is connected with the second cover plate.

According to the suspension system of the bogie assembly, the adjusting rod comprises a first rod body and a second rod body, the end part of the first rod body is provided with an internal threaded hole, and the second rod body comprises an external threaded section which is in threaded connection with the internal threaded hole.

According to the suspension system of the bogie assembly, the two ends of the first rod body are provided with the internal threaded holes, the two second rod bodies comprise two second rod bodies, the external threaded sections of the two second rod bodies are respectively in threaded connection with the two internal threaded holes, and the rotation directions of the two internal threaded holes of the first rod body are opposite.

A suspension system for a bogie assembly according to one embodiment of the present invention further comprises: the first damper extends vertically, a first end of the first damper is connected with the air chamber, and a second end of the first damper is connected with the framework; and the second damper extends along the transverse direction, the first end of the second damper is connected with the air chamber, and the second end of the second damper is connected with the framework.

The invention also provides a bogie assembly.

A bogie assembly according to an embodiment of the invention comprises: and the suspension system of the bogie assembly according to any one of the embodiments, wherein the air spring and the height adjusting mechanism are connected with the frame.

The invention further provides the railway vehicle.

According to the embodiment of the invention, the railway vehicle is provided with the bogie assembly.

The bogie assembly, the railway vehicle and the anti-roll mechanism have the same advantages compared with the prior art, and are not described in detail herein.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

FIGS. 1-4 are schematic structural views of a bogie assembly according to an embodiment of the invention;

FIG. 5 is a schematic structural diagram of an anti-roll mechanism according to an embodiment of the present invention;

6-10 are schematic structural views of a suspension system according to an embodiment of the present invention;

FIG. 11 is an assembly view of the height adjustment structure, air suspension plenum and air spring according to an embodiment of the present invention;

FIG. 12 is a schematic structural diagram of a height adjustment structure according to an embodiment of the present invention;

FIG. 13 is a schematic structural diagram of a second spherical hinge according to an embodiment of the present invention;

FIG. 14 is a schematic view of a first rod according to an embodiment of the present invention;

FIG. 15 is a perspective view of an air suspension plenum according to an embodiment of the present invention;

FIG. 16 is a cross-sectional view of an air suspension plenum according to an embodiment of the present invention;

FIG. 17 is a side view of an air suspension plenum according to an embodiment of the present invention;

FIG. 18 is another side view of an air suspension plenum according to an embodiment of the present invention.

Reference numerals:

the bogie assembly 1000 is provided with a bogie frame,

a framework 1, a torsion bar mounting seat 11, an avoiding groove 12, a stop plate 13,

air spring 2, joint 21, second locating pin 22, third locating pin 23, lug 24,

the air suspension air chamber 3, the air chamber body 31, the first mounting bracket 311, the second mounting bracket 312, the third mounting bracket 313, the limiting groove 314, the flange 315, the adjusting hole 316, the first cover plate 32, the first positioning pin 321, the limiting boss 322, the second cover plate 33, the first through hole 331, the air chamber 34, the sealing element 35, the sealing groove 36, the connecting sleeve 37,

the anti-rolling mechanism 4, the torsion bar body 41, the torsion bar swing arm 42, the main rod body 421, the spline housing 422, the sleeve 423, the tension/compression bar 43, the bearing seat 44, the first spherical hinge 45, the first spherical seat 451, the first spherical head 452, the second spherical hinge 46, the second spherical seat 461, the second spherical head 462, the connecting pin 463,

a height adjusting mechanism 5, a height control valve 51, a swing link 52, an adjusting lever 53, a first lever 531, an internal threaded hole 5311, a second lever 532, a first knuckle bearing 54, a first pin 541, a first bearing inner ring 542, a first bearing outer ring 543, a second knuckle bearing 55, a second pin 551, a second bearing inner ring 552, a second bearing outer ring 553,

the vibration of the first damper 61, the second damper 62,

a safety sling 7, a differential pressure valve 8,

the walking wheel assembly 1001, the stabilizing wheel assembly 1002 and the guide wheel assembly 1003.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.

Referring to fig. 1 to 18, a bogie assembly 1000 according to an embodiment of the invention is described, in which the bogie assembly 1000 can adjust the stiffness of its own air spring 2 according to different load-bearing states of a vehicle body, so that the vehicle body is kept in a stable operation state, the comfort and the stability of the whole vehicle are improved, and the bogie assembly 1000 has a compact overall structure and occupies a small installation space.

Wherein, the longitudinal direction of the application, namely the X direction, refers to the front and back direction of the rail vehicle; the transverse direction is the Y direction and refers to the left and right directions of the railway vehicle; the vertical direction, i.e., the Z direction, refers to the up-down direction of the rail vehicle.

In the rail transit provided by the invention, the rail vehicle is straddled on the rail beam, and it can be understood that the straddling is to limit the rail vehicle, namely, the vehicle body of the rail vehicle rides on the rail beam, and the relative position of the horizontal wheel in the bogie and the rail beam is not specially limited. For example, the horizontal wheels may be freely fitted to the outer or inner side walls of the track beam to accommodate different sized track beam structures. In other words, in the rail transit system provided by the invention, the rail vehicle straddles on the rail beam, namely the rail beam structure is wrapped by the vehicle body, and the width dimension of the vehicle body is larger than that of the rail beam.

As shown in fig. 1 to 18, a bogie assembly 1000 according to an embodiment of the present invention includes: a frame 1, a suspension system and an anti-roll mechanism 4.

The suspension system comprises an air spring 2 and an air suspension air chamber 3, wherein the air spring 2 is arranged on a framework 1, as shown in figures 1-3, the lower end of the air spring 2 is supported on the framework 1, the air suspension air chamber 3 is connected with the air spring 2, the air suspension air chamber 3 is used for adjusting the pressure of the air spring 2, it is required to be noted that the air spring 2 can adjust the rigidity of the air spring by changing the internal pressure of the air spring 2, the air suspension air chamber 3 is suitable for being connected with the body of the railway vehicle, and therefore the body is supported and buffered through the air suspension air chamber 3 and the air spring.

As shown in fig. 1 to 3, the lower end of the air suspension chamber 3 is connected to the upper end of the air spring 2, the upper end of the air suspension chamber 3 is provided with a first positioning pin 321, the first positioning pin 321 is used for connecting to the vehicle body, the air suspension chamber 3 realizes a positioning function with the vehicle body through the first positioning pin 321, so that the vehicle body is stably supported by the air suspension chamber 3, the lower end of the air spring 2 is supported by the frame 1, that is, the gravity of the vehicle body can be transmitted to the frame 1 through the air suspension chamber 3 and the air spring 2 in sequence. The frame 1 is provided with a walking wheel assembly 1001, a stabilizing wheel assembly 1002 and a guide wheel assembly 1003, wherein the walking wheel assembly 1001 comprises walking wheels, and the walking wheels can transmit the gravity of a vehicle body carried by the frame 1 to a track, so that the vehicle body is stably supported on the track through the bogie assembly 1000.

The air suspension chamber 3 is used to adjust the stiffness and strength of the air spring 2. When the load of the railway vehicle is overlarge, the deformation of the air spring 2 is large, at the moment, air can be injected into the air suspension air chamber 3 to increase the air pressure in the air suspension air chamber 3, and meanwhile, the pressure of the air spring 2 is gradually increased, so that the rigidity and the strength of the air spring 2 are increased; when the load of the railway vehicle is too small, the rigidity and the strength of the air spring 2 are too large, the running is bumpy, the riding comfort of passengers is poor, at the moment, the air pressure in the air suspension air chamber 3 can be reduced, meanwhile, the pressure of the air spring 2 is reduced, and further the rigidity and the strength of the air spring 2 are reduced, so that the vehicle body can be softly supported on the railway, and the riding comfort of the passengers and the stability and the safety of the running are ensured. Wherein, the air suspension air chamber 3 is an independent additional air chamber 34, and has good maintainability and assembly.

As shown in fig. 4 and 5, the roll resisting mechanism 4 includes a torsion bar assembly adapted to be connected to the vehicle body, a tension bar 43, a first end of the tension bar 43 being connected to the torsion bar assembly through a first ball joint 45, i.e., the torsion bar assembly can rotate in multiple directions relative to the tension bar 43, a second end of the tension bar 43 being provided with a second ball joint 46, and the second ball joint 46 being connected to the frame 1, i.e., the tension bar 43 can rotate in multiple directions relative to the frame 1. It can be understood that the torsion bar assembly is arranged along the transverse direction, and the two ends of the torsion bar assembly are both provided with the tension and compression rods 43, that is, the left end and the right end of the torsion bar assembly are both supported on the framework 1 through the tension and compression rods 43, and the vehicle body is supported on the torsion bar assembly.

In the process of turning of the railway vehicle, the railway vehicle inclines, and a height difference is generated on two sides of the vehicle body, so that the rotating direction of one end of the torsion bar assembly around the corresponding tension and compression bar 43 is opposite to the rotating direction of the other end of the torsion bar assembly around the corresponding tension and compression bar 43, namely the torsion bar assembly is twisted. At the moment, the torsion bar component can restore the vehicle body to a righting state by the righting torque so as to reduce the inclination angle of the vehicle body, further prevent the vehicle body from overturning due to the overlarge inclination angle of the vehicle body and improve the stability and the safety of driving.

As shown in fig. 4 and 5, the lower end of the tension/compression bar 43 is supported by the frame 1, the left and right sides of the bottom of the car body can be supported by the torsion bar assembly, and the tension/compression bar 43 connected to the two ends of the torsion bar assembly is supported by the frame 1, so that the anti-roll mechanism 4 and the suspension system can both stably support the car body, and the rail car can be guaranteed to have good stability in the driving process, and the riding comfort of passengers in the car can be improved.

From this, with suspension, anti side roll mechanism 4 integration in framework 1, guarantee rail vehicle's stability and security, reduce the space that bogie assembly 1000 occupied simultaneously for each part installation of bogie assembly 1000 is compacter, is convenient for whole car overall arrangement.

According to the bogie assembly 1000 of the embodiment of the invention, the suspension system and the anti-rolling mechanism 4 are connected between the framework 1 of the bogie assembly 1000 and the vehicle body, the overall rigidity of the suspension system can be adaptively adjusted according to the bearing state of the vehicle body, so that the vehicle body can be stably supported on a track, the running stability of the railway vehicle is improved, and the anti-rolling mechanism 4 can ensure that the height difference of two sides of the vehicle body is smaller in the turning process of the railway vehicle, therefore, the vehicle body can be prevented from rolling over, the driving safety is improved, and the suspension system and the anti-rolling mechanism 4 are integrated into the framework 1, so that the space occupied by the bogie assembly 1000 is greatly reduced, and the overall structure of the bogie assembly 1000 is more compact.

The anti-roll mechanism 4 of the bogie assembly 1000 according to the embodiment of the present invention will be described in detail with reference to fig. 4 and 5.

As shown in fig. 4 and 5, the anti-roll mechanism 4 includes a torsion bar assembly and a tension/compression bar 43, the torsion bar assembly is adapted to be connected to the vehicle body, a first end of the tension/compression bar 43 is connected to the torsion bar assembly through a first ball joint 45, i.e., the torsion bar assembly can rotate in multiple directions relative to the tension/compression bar 43, a second end of the tension/compression bar 43 is provided with a second ball joint 46, and the second ball joint 46 is connected to the frame 1, i.e., the tension/compression bar 43 can rotate in multiple directions relative to the frame 1. It can be understood that the torsion bar assembly is arranged along the transverse direction, and the two ends of the torsion bar assembly are both provided with the tension and compression rods 43, that is, the left end and the right end of the torsion bar assembly are both supported on the framework 1 through the tension and compression rods 43, and the vehicle body is supported on the torsion bar assembly.

During the turning process of the railway vehicle, the vehicle body is acted by inertia force, the vehicle body tilts, the stress force on one end, close to the inner side of the curve, of the torsion bar assembly is smaller than that of the railway vehicle during stable running, the torsion bar assembly rotates upwards around a first spherical hinge 45 corresponding to one end of the torsion bar assembly in the vertical direction, namely the torsion bar assembly rotates upwards relative to a tension and compression bar 43 close to the inner side of the curve, and the tension and compression bar moves backwards around a second spherical hinge 46; the other end of the torsion bar assembly is stronger than that of the rail vehicle when the rail vehicle runs stably, and the torsion bar assembly rotates vertically downwards around the first spherical hinge 45 corresponding to the other end of the torsion bar assembly, namely, the torsion bar assembly rotates downwards relative to the pull-press rod 43 close to the outer side of the curve, and the pull-press rod 43 moves forwards around the second spherical hinge 46. Thus, the two ends of the torsion bar assembly move in different directions, and the torsion bar assembly is twisted. At the moment, the torsion bar component can restore the vehicle body to a righting state by the righting torque so as to reduce the inclination angle of the vehicle body, further prevent the vehicle body from overturning due to the overlarge inclination angle of the vehicle body and improve the stability and the safety of driving.

According to the anti-rolling mechanism 4 provided by the embodiment of the invention, the torsion bar assembly and the tension and compression bar 43 are arranged between the vehicle body and the framework 1, so that the vehicle body can be supported, the torsion bar assembly is connected with the tension and compression bar 43 through the first spherical hinge 45, the tension and compression bar 43 is connected with the framework through the second spherical hinge 46, the torsion bar assembly is twisted when the vehicle body rolls, the return-positive torque of the torsion bar assembly can prevent the vehicle body from being inclined at an overlarge angle during the turning process, the vehicle body is prevented from rolling over, and the anti-rolling mechanism 4 is simple in integral structure and convenient to install.

In some embodiments, as shown in fig. 4 and 5, the torsion bar assembly comprises: a torsion bar body 41 and a torsion bar swing arm 42.

Wherein, the torsion bar body 41 is used for connecting with the vehicle body, as shown in fig. 5, the torsion bar body 41 is a cylindrical bar, the torsion bar body 41 is provided with two bearing seats 44, the two bearing seats 44 are arranged along the length direction of the torsion bar body 41 at intervals, and the torsion bar body 41 is arranged along the transverse direction in an extending manner, that is, the two bearing seats 44 are arranged along the transverse direction at intervals, so that the left side and the right side of the bottom of the vehicle body can be respectively supported on the torsion bar body 41 through the two bearing seats 44, and the anti-rolling mechanism 4 can well support the vehicle.

As shown in fig. 5, the diameter of the torsion bar body 41 gradually decreases from two ends to the middle, it can be understood that two ends of the torsion bar body 41 are connected to the torsion bar swing arms 42, and two bearing seats 44 are respectively supported at positions of the torsion bar body 41 near the end portions, so that the diameter of the end portions of the torsion bar body 41 is larger, which is beneficial to improving the strength of the torsion bar body 41, and avoiding the torsion bar body 41 from being broken due to excessive local stress when bearing the weight of the vehicle body, so that the overall structure of the torsion bar body 41 is more stable and reliable.

As shown in fig. 5, the first end of the swing torsion bar arm 42 is connected to one end of the torsion bar body 41, and in one embodiment, the first end of the swing torsion bar arm 42 includes a spline housing 422, and the spline housing 422 can be fixedly connected to the torsion bar body 41 through splines to connect the swing torsion bar arm 42 and the torsion bar body 41 as a whole, so as to improve the stability of the torsion bar assembly.

The second end of the torsion bar swing arm 42 is connected to the first end of the tension rod 43 through a first ball joint 45, and as shown in fig. 5, the second end of the torsion bar swing arm 42 is connected to the upper end of the tension rod 43 through a first ball joint 45, so that the torsion bar swing arm 42 can rotate in multiple directions relative to the tension rod 43.

In some embodiments, the anti-roll mechanism 4 further comprises a bearing seat 44, the bearing seat 44 is connected with the torsion bar body 41 through a bearing, as shown in fig. 5, the bearing seat 44 has a mounting surface for connecting with a vehicle body, and the bearing seat 44 is provided with a plurality of mounting holes for connecting with the vehicle body, so that the bearing seat 44 can be connected with the vehicle body through a plurality of sets of threaded fasteners, and the bearing seat 44 is fixed relative to the vehicle body.

As shown in fig. 5, the outer race of the bearing is fixedly connected to the bearing seat 44, the inner race of the bearing is fixedly connected to the torsion bar body 41, so that the bearing seat 44 can rotate relative to the torsion bar body 41, when the vehicle body is tilted, the two tension/compression rods 43 are stressed differently, the two tension/compression rods 43 rotate in different directions relative to the frame 1, and the two bearing seats 44 are fixedly connected to the vehicle body, so that the two inner races rotate in different directions relative to the vehicle body, the two ends of the torsion bar body 41 move in different directions, i.e., the torsion bar body 41 is twisted, and the torsion bar body 41 is connected to the vehicle body through the bearing seat 44, so that when the vehicle body is tilted, the torsion bar body 41 is twisted and the vehicle body is restrained from being.

As shown in fig. 5, the bearing outer ring is fixedly connected to the bearing seat 44, and the bearing inner ring is fixedly connected to the torsion bar body 41, so that the bearing seat 44 can rotate relative to the torsion bar body 41, and when the vehicle body moves vertically, the vehicle body drives both the bearing seat 44 and the torsion bar body 41 to move vertically.

It should be noted that the first and second ends of the torsion bar swing arm 42 are longitudinally spaced apart. When the rail vehicle turns, the left side and the right side of the vehicle body are different in height, and the side of the vehicle body close to the inner side of the curve is higher than the side close to the outer side of the curve, so that the first end of the torsion bar swing arm 42 close to the inner side of the curve is higher than the second end, the first end of the torsion bar swing arm 42 close to the outer side of the curve is lower than the second end, namely, one end of the torsion bar body 41 is higher than the other end, at this moment, the torsion bar body 41 is twisted and has a certain aligning torque when the torsion bar body 41 is twisted, the aligning torque is transmitted to the vehicle body by the torsion bar body 41 through the bearing seat 44, the aligning torque of the torsion bar body 41 can inhibit the vehicle body from further inclining, and simultaneously the vehicle body is enabled to restore the aligning state, thereby effectively avoiding.

In some embodiments, the frame 1 is provided with a torsion bar mounting seat 11, the torsion bar mounting seat 11 defines an avoidance groove 12, the second ball joint 46 extends into the avoidance groove 12, and the connecting pin 463 of the second ball joint 46 is supported on the torsion bar mounting seat 11, as shown in fig. 5, the torsion bar mounting seat 11 extends in the longitudinal direction, the torsion bar mounting seat 11 defines the avoidance groove 12 running through in the transverse direction, the connecting pin 463 of the second ball joint 46 extends in the longitudinal direction, and the length of the connecting pin 463 is greater than the width of the avoidance groove 12. Thus, the second ball hinge 46 extends into the avoidance groove 12, and both ends of the connecting pin 463 are supported by the torsion bar mounting seat 11, as shown in fig. 4, the avoidance groove 12 includes two opposite side walls and a bottom wall, and both ends of the connecting pin 463 are supported by upper ends of both side walls of the avoidance groove 12, respectively, so that the second ball hinge 46 can rotate between both side walls about the connecting pin 463. The anti-rolling mechanism 4 is stably supported on the framework 1 and can rotate relative to the framework 1, so that the vehicle body can be stably supported on the track, the vehicle body can be prevented from turning over when the vehicle turns, and the stability of the whole vehicle and the driving safety are improved.

In the embodiment shown in fig. 5, the first spherical hinge 45 comprises: a first ball head mount 451 and a first ball head 452.

The first ball head seat 451 is connected to a first end of the pull rod 43, and the first ball head 452 is connected to a second end of the torsion bar swing arm 42, that is, the first ball head 452 is fixedly connected to the torsion bar swing arm 42, and the first ball head seat 451 is fixedly connected to the pull rod 43, so that when the vehicle body moves relative to the bogie assembly 1000 during driving, the first end moves along with the vehicle body, and meanwhile, the torsion bar swing arm 42 drives the first ball head seat 451 to move relative to the first ball head 452, and the first ball head seat 451 is connected to the first ball head 452 by a ball joint, so that the swing direction of the torsion bar swing arm 42 can be consistent with the swing direction of the vehicle body.

The first ball seat 451 includes a ball seat body and a screw section, the ball seat body is connected to the screw section, and the screw section and the ball seat body can be integrally formed, so that the first ball seat 451 has high structural strength. The screw section is in threaded connection with the first end of the tension and compression rod 43, so that the bulb base body or the tension and compression rod 43 can be conveniently detached and replaced, and long-term use is facilitated.

The first ball 452 includes a ball body and a screw section, the screw section is in threaded connection with the first end of the torsion bar swing arm 42, the ball body is located in the ball seat and can rotate relative to the ball seat, and the torsion bar swing arm 42 drives the screw section and the ball body to rotate relative to the ball seat when rotating.

In some embodiments, as shown in fig. 5, the second ball joint 46 includes a second ball mount 461 and a second ball head 462.

The second ball head seat 461 is connected with the second end of the tension and compression rod 43, and the second ball head 462 is used for being connected with the frame 1, that is, the second ball head seat 461 is fixedly connected with the tension and compression rod 43, and the second ball head 462 is fixedly connected with the frame 1, so that when the vehicle body moves relative to the bogie assembly 1000 in the driving process, the tension and compression rod 43 drives the second ball head seat 461 and the second ball head 462 to rotate relatively, wherein the second ball head 462 is stably supported on the frame 1, and the tension and compression rod 43 rotates relative to the second ball head 462 and simultaneously rotates relative to the frame 1.

The second ball seat 461 includes a ball seat and a screw section, the ball seat is connected to the screw section, and the ball seat and the screw section can be integrally formed, so that the second ball seat 461 has higher structural strength. The screw section is in threaded connection with the second end of the tension and compression rod 43, so that the bulb base body or the tension and compression rod 43 can be conveniently detached and replaced, and long-term use is facilitated.

The second ball head 462 includes a ball head body and a connecting pin 463, the connecting pin 463 is used to connect with the frame 1, the ball head body is located in the ball head seat body, and the ball head seat body can rotate relatively to the ball head body, when the pulling and pressing rod 43 rotates, the pulling and pressing rod 43 drives the ball head seat body to rotate relatively to the ball head body and the connecting pin 463.

In some embodiments, as shown in fig. 5, the torsion bar swing arm 42 includes: a main rod body 421, a spline housing 422, and a sleeve 423.

The spline housing 422 is connected to the first end of the main rod 421, and the spline housing 422 is connected to the torsion bar body 41 through splines, so that the torsion bar body 41 and the spline housing 422 are relatively fixed along the circumferential direction, and thus, torque can be transmitted between the torsion bar body 41 and the spline housing 422, and the torsion bar body 41 can drive the torsion bar swing arm 42 to rotate around the first spherical hinge 45.

The sleeve 423 is connected with the second end of the main rod 421, the sleeve 423 is connected with the first spherical hinge 45, as shown in fig. 5, the sleeve 423 is fixedly connected with the screw section through a threaded fastener, if the sleeve 423 is provided with an internal thread, the screw section is provided with an external thread, the sleeve 423 is sleeved on the screw section and is fixed by a nut, and then the sleeve 423 is connected with the screw section into a whole.

In some embodiments, the two ends of the pulling and pressing rod 43 are provided with threaded holes, the two threaded holes are respectively used for connecting the first spherical hinge 45 or the second spherical hinge 46, as shown in fig. 5, the screw section of the first ball seat 451 is in threaded connection with the threaded hole at the upper end of the tension/compression rod 43, the screw section of the second ball seat 461 is in threaded connection with the threaded hole at the lower end of the tension/compression rod 43, therefore, the two ends of the tension and compression rod 43 are respectively connected with the first spherical hinge 45 and the second spherical hinge 46, so that when the vehicle body moves relative to the bogie assembly 1000, the tension and compression bar 43 can move in the same direction with the vehicle body, thus, the moving directions of both sides of the vehicle body with respect to the frame 1 are opposite, the moving directions of the tension/compression bars 43 on both sides of the bogie are opposite, further, the torsion bar body 41 is twisted, and the return torque of the torsion bar body 41 suppresses the vehicle body from further rolling, thereby preventing the vehicle body from being inclined at an excessively large angle, and improving the safety of the vehicle.

A suspension system according to an embodiment of the present invention will be described in detail with reference to fig. 6 to 10.

As shown in fig. 6 to 10, the suspension system includes: air spring 2, air suspension chamber 3 and height adjustment mechanism 5.

The air spring 2 is adapted to be mounted to the frame 1 of the bogie assembly 1000, as shown in fig. 6, the lower end of the air spring 2 is supported by the frame 1, the air suspension chamber 3 is connected to the air spring 2, the air suspension chamber 3 is used for adjusting the pressure of the air spring 2, it should be noted that the air spring 2 can adjust its stiffness by changing its internal pressure, and the air suspension chamber 3 is adapted to be connected to the body of the railway vehicle, so that the body is supported and buffered by the air suspension chamber 3 and the air spring 2.

As shown in fig. 6, the lower end of the air suspension chamber 3 is connected to the upper end of the air spring 2, the upper end of the air suspension chamber 3 is provided with a first positioning pin 321, the first positioning pin 321 is used for connecting with the vehicle body, the air suspension chamber 3 realizes a positioning function with the vehicle body through the first positioning pin 321, so that the vehicle body is stably supported on the air suspension chamber 3, the lower end of the air spring 2 is supported on the frame 1, that is, the gravity of the vehicle body can be transmitted to the frame 1 through the air suspension chamber 3 and the air spring 2 in sequence. The frame 1 is provided with a walking wheel assembly 1001, a stabilizing wheel assembly 1002 and a guide wheel assembly 1003, wherein the walking wheel assembly 1001 comprises walking wheels, and the walking wheels can transmit the gravity of a vehicle body carried by the frame 1 to a track, so that the vehicle body is stably supported on the track through the bogie assembly 1000.

Therefore, the suspension system and the anti-rolling mechanism 4 are integrated in the framework 1, so that the stability and the safety of the railway vehicle are ensured, and meanwhile, the space occupied by the bogie assembly 1000 is reduced, so that the installation of each part of the bogie assembly 1000 is more compact, and the whole vehicle layout is convenient.

The height adjusting mechanism 5 includes: the height control valve 51 comprises a first port, a second port and a third port, the first port of the height control valve 51 is connected with the air suspension air chamber 3, the height control valve 51 further comprises a valve core for controlling the flow direction of air flow, and the valve core can be pivotally connected with a shell of the valve core height control valve 51, so that the valve core controls the first port to be communicated with the second port or controls the first port to be communicated with the third port in the rotating process.

The first end of the swing rod 52 is fixedly connected with the valve core of the height control valve 51, that is, the swing rod 52 can rotate together with the valve core of the height control valve 51, when the swing rod 52 rotates relative to the height control valve 51, the swing rod 52 drives the valve core to rotate relative to the height control valve 51, and in the rotating process of the valve core, the first port is communicated with the second port or the third port, so that the rigidity of the air spring 2 is adjusted.

The first end of the adjusting lever 53 is pivotally connected to the second end of the swing link 52, the second end of the adjusting lever 53 is used for pivotally connecting to the frame 1, as shown in fig. 12, the upper end of the adjusting lever 53 is pivotally connected to the second end of the swing link 52, and the lower end of the adjusting lever 53 is pivotally connected to the frame 1. Therefore, when the railway vehicle runs, the vehicle body is easy to bump, the vehicle body drives the height control valve 51 to move vertically and drives the swing rod 52 to move, in the moving process, the swing rod 52 rotates relative to the adjusting rod 53, the swing rod 52 rotates relative to the shell of the height control valve 51, the valve core is further driven to rotate relative to the shell, and the first port is controlled to be communicated with the second port or the third port so as to adjust the rigidity of the air spring 2. When the rail vehicle runs stably or stops running, the swing rod 52 is kept in a horizontal state or has a small included angle with the horizontal plane.

According to the suspension system of the bogie assembly 1000 provided by the embodiment of the invention, the air suspension air chamber 3 is connected with the vehicle body, the air suspension air chamber 3 and the air spring 2 are integrated in the framework 1, the air spring 2 can play a good role in supporting and buffering the vehicle body, when the load of the vehicle body changes, the air suspension air chamber 3 can change the rigidity of the air spring 2 by adjusting the air pressure, so that the air spring 2 adapts to the bearing state of the vehicle body, and the suspension system is simple in structure and compact in installation.

In some embodiments, the bogie assembly 1000 further comprises safety slings 7, the frame 1 is provided with a sling support, a first end of each safety sling 7 is connected with the air suspension chamber 3, a second end of each safety sling 7 is connected with the sling support, as shown in fig. 6 and 10, each air suspension chamber 3 corresponds to two safety slings 7, and the two safety slings 7 are respectively arranged at two sides of the air suspension chamber 3, namely the two safety slings 7 are longitudinally spaced apart, the upper ends of the safety slings 7 are connected with the air suspension chamber 3, and the lower ends of the safety slings 7 are connected with the frame 1.

It should be noted that the air suspension air chamber 3 is connected with the safety sling 7, the air suspension air chamber 3 is fixedly connected with the air spring 2, the lower end of the air spring 2 is connected with the framework 1 through a positioning pin, namely the positioning pin is used for radially limiting the air spring 2, therefore, the air suspension air chamber 3 is connected with the framework 1 through the safety sling 7, and the safety sling 7 can play a role in axial limiting. If the air spring 2 is abnormally overcharged, the safety sling 7 can play a role in limiting the air spring 2 and the air suspension air chamber 3, the phenomenon that the air suspension air chamber 3 is too high due to too high rigidity of the air spring 2 is avoided, and the phenomenon that the vehicle body is unstable due to too high support of the air suspension air chamber 3 on the vehicle body is avoided. From this, can improve rail vehicle's driving safety nature, guarantee that air suspension air chamber 3 improves the rationality of bogie assembly 1000 design at reasonable high within range.

Two safety slings 7 are respectively arranged at two sides of the air suspension air chamber 3, in some embodiments, the two safety slings 7 are arranged along the radial direction of the air suspension air chamber 3, so that the two sides of the air suspension air chamber 3 are stressed in a balanced manner, the axis of the air suspension air chamber 3 and the vertical included angle are smaller, namely, the inclination angle of the vehicle body is smaller, and the vehicle body is kept in a stable running state.

In some embodiments, each air suspension plenum 3 corresponds to two safety slings 7, as shown in fig. 7, one of the two safety slings 7 is connected to the first mounting bracket 311, and the other of the two safety slings 7 is connected to the second mounting bracket 312, that is, one safety sling 7 and the first damper 61 are connected to the plenum body 31 through the first mounting bracket 311, and the other safety sling 7 and the second damper 62 are connected to the plenum body 31 through the second mounting bracket 312, so that the structure of the safety sling 7 is simple, and the safety sling 7 is fixedly connected to the first mounting bracket 311 and the second mounting bracket 312, compared with a separate mounting structure, the mounting cost is greatly reduced.

In some embodiments, the suspension system further comprises a differential pressure valve 8, two ports of the differential pressure valve 8 are respectively connected with the two air suspension air chambers 3, it can be understood that the bogie assembly 1000 is respectively provided with one air suspension air chamber 3 along two lateral sides, the two air suspension air chambers 3 are both connected with the differential pressure valve 8, and the differential pressure of the two air suspension air chambers 3 can be adjusted by controlling the differential pressure valve 8.

When one of the left and right air springs 2 is broken or damaged, the differential pressure valve 8 will be operated to open so that the pressures of the two air springs 2 are balanced. The vehicle body is prevented from being severely tilted to one side due to one air spring 2 being inflated and the other air spring 2 not being inflated. Meanwhile, the differential pressure valve 8 can ensure that the left air spring 2 and the right air spring 2 on the curve have certain differential pressure, so that the inclination is avoided; moreover, the differential pressure valve 8 can ensure that the vehicle body has a certain differential pressure when the vehicle body swings and vibrates left and right, and the swing aggravation is avoided.

In some embodiments, the suspension system further comprises a first damper 61, a second damper 62, and the air suspension plenum 3 comprises: a first mounting bracket 311, a second mounting bracket 312, and a third mounting bracket 313.

As shown in fig. 7 and 9, the air suspension chamber 3 includes a chamber body 31, the chamber body 31 is provided with a first mounting bracket 311, a first end of the first damper 61 is connected to the air chamber 34, a first end of the first damper 61 is connected to the first mounting bracket 311, and a second end of the first damper 61 is connected to the frame 1, as shown in fig. 1, the first damper 61 extends vertically, an upper end of the first damper 61 is connected to the first mounting bracket 311, and a lower end of the first damper 61 is connected to the frame 1, that is, the first damper 61 is a vertical damper, so that the chamber body 31 is connected to the frame 1 through the first damper 61, the vertical acting force applied to the vehicle body is transmitted to the first damper 61 through the chamber body 31, and the first damper 61 can support the vehicle body well. And the first vibration absorber 61 can absorb vibration energy along the vertical direction, so that the frequency of the vertical movement of the vehicle body is reduced, and the comfort of the whole vehicle is improved.

As shown in fig. 7 and 9, the air chamber body 31 is provided with a second mounting bracket 312, a first end of the second damper 62 is connected with the air chamber 34, a first end of the second damper 62 is connected with the second mounting bracket 312, and a second end of the second damper 62 is connected with the frame 1, as shown in fig. 1, the second damper 62 extends in the transverse direction, an outer end of the second damper 62 in the transverse direction is connected with the second mounting bracket 312, an inner end of the second damper 62 in the transverse direction is connected with the frame 1, that is, the second damper 62 is a transverse damper, therefore, the air chamber body 31 is connected with the frame 1 through the first damper 61, transverse force applied to the vehicle body is transmitted to the second damper 62 through the air chamber body 31, and the second damper 62 absorbs transverse vibration energy of the whole vehicle well, thereby reducing the frequency of transverse motion of the vehicle body and improving comfort.

In some embodiments, the air chamber body 31 is provided with a third mounting bracket 313, the third mounting bracket 313 is connected with the stop plate 13 of the framework 1, that is, the third mounting bracket 313 and the stop plate 13 are arranged between the air chamber body 31 and the framework 1, and the third mounting bracket 313 and the stop plate 13 can enable the connection between the air chamber body 31 and the framework 1 to be more stable, and improve the connection strength between the suspension system and the framework 1.

Certainly, the third mounting bracket 313 and the stop plate 13 are arranged between the air chamber body 31 and the frame 1, so that when the bogie assembly 1000 is subjected to a transverse impact force, the air chamber body 31 is not in direct contact with the frame 1, the third mounting bracket 313 and the stop plate 13 can play a certain buffering role, deformation caused by rigid contact between the air chamber body 31 and the frame 1 is avoided, and the safety of the bogie assembly 1000 is improved.

The height adjusting mechanism 5 of the suspension system of the embodiment of the present invention is described in detail below with reference to fig. 11 to 14.

As shown in fig. 11 to 14, the height adjusting mechanism 5 includes: a height control valve 51, a swing lever 52 and an adjusting lever 53.

The height control valve 51 is mounted on the air chamber body 31 and used for adjusting air pressure in the air chamber body 31, the height control valve 51 comprises a first port, a second port and a third port, the first port of the height control valve 51 is connected with the air suspension air chamber 3, the height control valve 51 further comprises a valve core for controlling air flow direction, and the valve core can move relative to a shell of the height control valve 51 so as to enable the valve core to control the first port to be communicated with the second port or control the first port to be communicated with the third port in the moving process.

The second port can be used for admitting air, if the second port is connected with an air pump, when the second port is communicated with the first port, air can be injected into the second port through the air pump, and air flow sequentially passes through the second port and the first port and enters the air suspension air chamber 3, so that the air pressure of the air suspension air chamber 3 and the air spring 2 is increased, and further the rigidity and the strength of the air spring 2 are improved.

The third port can be used for exhausting, for example, the third port is communicated with the outdoor atmosphere, so that when the third port is communicated with the first port, because the pressure of the gas in the air suspension chamber 3 is higher than the pressure of the outdoor atmosphere, the gas flow in the air suspension chamber 3 flows out from the first port and is exhausted through the third port, so that the air pressure of the air suspension chamber 3 and the air spring 2 is reduced, and further the rigidity and the strength of the air spring 2 are reduced.

In some embodiments, the adjusting rod 53 comprises a first rod 531 and a second rod 532, the end of the first rod 531 is provided with an internally threaded hole 5311, the second rod 532 comprises an externally threaded section, and the externally threaded section is in threaded connection with the internally threaded hole 5311, so that the length of the adjusting rod 53 can be adjusted by rotating one of the first rod 531 and the second rod 532, thereby adjusting the length of the adjusting rod 53 to adapt to the installation distance between the height control valve 51 and the frame 1 when assembling the suspension system and the frame 1, and further ensuring that the swing link 52 is in a horizontal state or has a small included angle with the horizontal plane. Thus, the adjustment is convenient, the mounting precision and requirements of the adjusting rod 53 and the height adjusting mechanism 5 can be reduced, and the mounting difficulty is reduced.

Therefore, when the load of the vehicle body changes, the working height of the air spring 2 can be adjusted through the height adjusting mechanism 5 to adjust the height of the whole vehicle:

when the load of the vehicle body is increased to cause the vehicle body to move along the-Z direction (vertically downwards), the height control valve 51 arranged on the air chamber body 31 moves along the-Z direction, the swing rod 52 swings for a certain angle along the-Z direction, the swing rod 52 drives the valve core to swing, the height control valve 51 injects air into the air chamber body 31, the vehicle body moves along the + Z direction along with the increase of air pressure to drive the height control valve 51 to move along the + Z direction, and when the swing rod 52 moves to the horizontal direction, the height control valve 51 stops injecting air;

when the load of the vehicle body is reduced to cause the vehicle body to move along the + Z direction (vertically upwards), the height control valve 51 arranged on the air chamber body 31 moves along the + Z direction, the swing rod 52 swings for a certain angle along the + Z direction, the swing rod 52 drives the valve core to swing, the height control valve 51 controls the air chamber body 31 to exhaust air, along with the reduction of air pressure, the vehicle body moves along the-Z direction to drive the height control valve 51 to move along the-Z direction, and when the swing rod 52 moves to the horizontal, the height control valve 51 stops exhausting air, so that the structural rigidity and strength of the air spring 2 can be adjusted.

According to the height adjusting mechanism 5 of the suspension system, when the load of the vehicle body changes, the height control valve 51 can automatically adjust the rigidity and the strength of the air spring 2 so as to adapt to the bearing state of the vehicle body, and when the height adjusting mechanism 5 is assembled, the length of the adjusting rod 53 can be adjusted so as to adapt to the installation height of the air suspension air chamber 3, so that the processing precision of the height adjusting mechanism 5 is reduced, and the assembly difficulty is reduced.

In some embodiments, the first rod 531 has two internally threaded holes 5311 at both ends thereof, the second rod 532 has two externally threaded sections, and the two second rods 532 are respectively threadedly coupled to the two internally threaded holes 5311, as shown in fig. 14, the first rod 531 has two internally threaded holes 5311 at both upper and lower ends thereof, as shown in fig. 12, one of the two second rods 532 has an upper end coupled to the second end of the swing link 52 and a lower end threadedly coupled to the upper end of the first rod 531, and the other of the two second rods 532 has an upper end coupled to the lower end of the first rod 531 and a lower end coupled to the frame 1, wherein the two internally threaded holes 5311 of the first rod 531 are rotated in opposite directions. Like this, still accessible rotation first body of rod 531 realizes the length adjustment of adjusting lever 53 after suspension and framework 1 assemble, and the value of change of height adjustment mechanism overall length is the twice of the rotation stroke of first body of rod 531, has greatly improved regulation efficiency, simple structure and regulation convenience.

In other embodiments, the second rod 532 includes two male thread sections at both ends, the first rod 531 includes two male thread sections, and the female thread holes 5311 of the two first rods 531 are respectively in threaded connection with the two male thread sections, wherein the male thread sections are disposed at both upper and lower ends of the second rod 532. The upper end of one of the two first rods 531 is connected with the second end of the swing rod 52, and the lower end is in threaded connection with the upper end of the second rod 532; the upper end of the other of the two first rod bodies 531 is connected to the lower end of the second rod body 532 by a screw, and the lower end is connected to the frame 1. Wherein, the two external thread sections of the second rod 532 have opposite rotation directions. Like this, still accessible rotation second body of rod 532 realizes the length adjustment of adjusting lever 53 after suspension and framework 1 assemble, and the change value of height adjustment mechanism overall length is the twice of the rotation stroke of second body of rod 532, has greatly improved regulation efficiency, simple structure and regulation convenience.

In some embodiments, the outer peripheral wall of the first lever 531 has a polygonal cross section and the outer peripheral wall of the second lever 532 has a polygonal cross section, as shown in fig. 14, the outer peripheral wall of the first lever 531 has a hexagonal cross section. Like this, the centre gripping when can be convenient for operating personnel carries out height control to adjusting lever 53, if operating personnel accessible carries out the rotation operation with opening spanner joint in the periphery wall of first body of rod 531 or second body of rod 532, is convenient for twist. Of course, the operator can also directly hold the first lever 531 or the second lever 532, and the friction between the lever and the hand can be increased by the polygonal peripheral wall, so that the efficiency of rotation adjustment is improved.

In some embodiments, the first end of the adjusting rod 53 is connected to the second end of the swing link 52 through the first joint bearing 54, that is, the adjusting rod 53 can rotate relative to the swing link 52 and is connected to the first joint bearing 54, and the resistance of the adjusting rod 53 to the rotation of the swing link 52 is small, so that the swing link 52 can swing more flexibly.

The adjusting rod 53 is used for being connected with the framework 1, the second end of the adjusting rod 53 is connected with the second joint bearing 55, namely the adjusting rod 53 can rotate relative to the framework 1 and is connected with the framework 1 through the second joint bearing 55, and the resistance of the adjusting rod 53 to the relative rotation of the framework 1 is small, so that the adjusting rod 53 can rotate more flexibly and smoothly relative to the framework 1.

Wherein the first joint bearing 54 includes: the first pin shaft 541, the first bearing inner ring 542 and the first bearing outer ring 543 are connected, the first pin shaft 541 is connected with the second end of the swing rod 52, the first bearing inner ring 542 is sleeved outside the first pin shaft 541, the first bearing inner ring 542 and the first pin shaft 541 are relatively fixed, the first bearing outer ring 543 is sleeved outside the first bearing inner ring 542, and the first bearing outer ring 543 is connected with the first end of the adjusting rod 53, so that when the swing rod 52 swings relative to the adjusting rod 53, the first bearing inner ring 542 and the first pin shaft 541 rotate relative to the first bearing outer ring 543, the structural design is reasonable, and the swing rod 52 and the adjusting rod 53 are easy to rotate relative to each other.

The second joint bearing 55 includes: the second pin shaft 551, the second bearing inner ring 552 and the second bearing outer ring 553, the second pin shaft 551 is connected with the frame 1, the second bearing inner ring 552 is sleeved outside the second pin shaft 551, the second bearing inner ring 552 and the second pin shaft 551 are relatively fixed, the second bearing outer ring 553 is sleeved outside the second bearing inner ring 552, and the second bearing outer ring 553 is connected with the second end of the adjusting rod 53, thus, when the adjusting rod 53 swings relative to the frame 1, the second bearing inner ring 552 and the second pin shaft 551 rotate relative to the second bearing outer ring 553, the structural design is reasonable, and the relative rotation of the swing rod 52 and the adjusting rod 53 is easy to realize.

The air suspension plenum 3 of the truck assembly 1000 of an embodiment of the present invention is described in detail below with reference to fig. 15-18.

Wherein the air suspension air chamber 3 comprises: a plenum body 31, a first cover plate 32, and a second cover plate 33.

The two ends of the air chamber body 31 are open, the air chamber body 31 is of a cylindrical barrel-shaped structure, the first cover plate 32 is connected with the first end of the air chamber body 31 through a threaded fastener, so as to seal the first end of the air chamber body 31, and the first cover plate 32 is connected with a vehicle body, as shown in fig. 16 and 17, the upper end of the air chamber body 31 is open, the first cover plate 32 is connected with the upper end of the air chamber body 31, and as shown in fig. 7, the upper surface of the first cover plate 32 is provided with a plurality of first positioning pins 321, the first positioning pins 321 are distributed on the upper surface of the first cover plate 32 at intervals, and of course, the vehicle body is provided with a plurality of pin holes corresponding to the first positioning pins 321 one by one. In this way, the first cover plate 32 can be connected to the car body by the first positioning pins 321, so that the car body is stably connected to the air suspension chamber 3, and thus the air suspension chamber 3 can stably support the car body, thereby ensuring the safe operation of the rail car.

As shown in fig. 15 to 18, the first end of the plenum body 31 is provided with a flange 315, the flange 315 is annular, and the flange 315 extends in the radial direction, and the first cover plate 32 is connected to the flange 315 by a plurality of sets of threaded fasteners to stably connect the first cover plate 32 to the plenum body 31.

The second cover plate 33 is connected with the second end of the air chamber body 31, the first cover plate 32, the air chamber body 31 and the second cover plate 33 define an air chamber 34, as shown in fig. 16 and 17, the lower end of the air chamber body 31 is open, the second cover plate 33 is connected with the lower end of the air chamber body 31, the second cover plate 33 is provided with a first through hole 331, the first through hole 331 is communicated with the air chamber 34, the air chamber 34 is communicated with the air spring 2 through the first through hole 331, and the first through hole 331 is used for being communicated with the air spring 2, namely, the air chamber 34 is communicated with the air spring 2, so that the air pressure in the air chamber 34 can be adjusted to change the air pressure of the air spring 2, and further, the rigidity and the strength of the air spring 2 are adjusted, the rigidity and the strength of the air spring.

The plenum body 31 is provided with an adjustment hole 316, as shown in fig. 16 to 18, the adjustment hole 316 being provided in the peripheral wall of the plenum body 31, the adjustment hole 316 communicating with the air chamber 34. The air flow outside the air chamber body 31 can enter the air chamber 34 through the adjusting holes 316, and the air flow in the air chamber 34 can be discharged through the adjusting holes 316, so that the air pressure in the air chamber 34 can be adjusted, the air pressure in the air spring 2 can be further changed, the rigidity and the strength of the air spring 2 can be adjusted, and the air spring has a simple structure and is convenient to install. And first apron 32 passes through threaded fastener with air chamber body 31 and links to each other convenient to detach, and after air suspension air chamber 3 used for a long time, can pull down first apron 32 easily, is convenient for clear away impurity and steam in the air chamber body 31.

According to the air suspension air chamber 3 provided by the embodiment of the invention, the air pressure in the air chamber body 31 can be adjusted to change the rigidity and the strength of the air spring 2, so that the rigidity requirements of the rail vehicle under different load states are met, the vehicle body of the rail vehicle is kept at a reasonable height, the air chamber body 31 is connected with the first cover plate 32 through the threaded fastener, the disassembly is convenient, the cleaning of impurities and water vapor after long-term use is facilitated, the structure is simple, and the installation is convenient.

In some embodiments, the air suspension assembly further comprises: the sealing element 35 is clamped between the first cover plate 32 and the flange 315, wherein the sealing element 35 comprises a rubber ring, and thus when the first cover plate 32 is connected with the flange 315, the first cover plate 32 and the flange 315 extrude the sealing element 35, and the sealing element 35 is deformed under pressure to fill a gap between the first cover plate 32 and the flange 315, so that the sealing property of the installation of the first cover plate 32 and the air chamber body 31 can be greatly improved, the air flow in the air chamber 34 does not flow out from the gap between the first cover plate 32 and the flange 315, the stability of the air pressure in the air chamber 34 is ensured, and further, the air spring 2 can keep constant rigidity and strength in the running process of the railway vehicle.

In some embodiments, at least one of the first cover plate 32 and the flange 315 is provided with a sealing groove 36, that is, the sealing groove 36 may be disposed on the first cover plate 32, the sealing groove 36 may also be disposed on the flange 315, and a sealing element 35 is disposed on the sealing groove 36, as shown in fig. 16, the sealing groove 36 is disposed on the lower surface of the first cover plate 32, and the sealing element 35 is disposed in the sealing groove 36 and attached to the upper surface of the flange 315, wherein the sealing groove 36 may be disposed along the circumferential extension of the first cover plate 32, so that the first cover plate 32 and the flange 315 have good sealing effects at multiple positions along the circumferential direction, and the sealing performance of the whole air suspension plenum 3 is improved.

In one embodiment, the first cover plate 32 and the flange 315 are both provided with the sealing groove 36, the sealing groove 36 of the first cover plate 32 and the sealing groove 36 of the flange 315 are opposite to each other, the sealing element 35 is disposed between the two sealing grooves 36, of course, the sealing element 35 is an elastic element, and the volume of the sealing element 35 in a natural state is larger than the cavity formed by the two sealing grooves 36, so that after the first cover plate 32 and the flange 315 are fixedly installed, the space in the cavity is completely filled by the sealing element 35, the sealing performance of the connection between the first cover plate 32 and the air chamber body 31 is greatly enhanced, and further, the air pressure in the air chamber body 31 is ensured to be more stable, so that the structural strength of the.

In some embodiments, the sealing groove 36 is annular, and the sealing groove 36 is disposed on the side of the first cover plate 32 facing the flange 315, that is, the sealing groove 36 is disposed on the lower surface of the first cover plate 32, and the sealing element 35 and the sealing groove 36 are both annular, so that each position of the first cover plate 32 and the flange 315 in the circumferential direction is effectively sealed, and the sealing performance of the air chamber 34 is greatly improved.

In some embodiments, as shown in fig. 16, a limiting boss 322 is disposed on one side of the first cover plate 32 facing the air chamber body 31, and an outer peripheral wall of the limiting boss 322 abuts against an inner peripheral wall of the air chamber body 31, so that when the first cover plate 32 and the air chamber body 31 are assembled, the limiting boss 322 extends into the air chamber 34, and the limiting boss 322 is in close contact with the air chamber body 31, which can play a role of radial limiting for the first cover plate 32 and the air chamber body 31, thereby preventing the first cover plate 32 and the air chamber body 31 from moving relatively in a radial direction, facilitating installation, improving the sealing performance of the connection between the first cover plate 32 and the air chamber body 31, and having good practicability.

In some embodiments, as shown in fig. 16, a first end of the inner peripheral wall of the air chamber body 31 is provided with a limiting groove 314, that is, one end of the inner peripheral wall of the air chamber body 31 connected to the first cover plate 32 is provided with the limiting groove 314, the limiting boss 322 extends into the limiting groove 314, and a guiding inclined plane may be provided at a side of the lower end of the limiting boss 322 facing the limiting groove 314, the guiding inclined plane may facilitate the installation of the limiting boss 322 into the limiting groove 314, and the installation and matching of the limiting boss 322 and the limiting groove 314 may reduce a gap between the first cover plate 32 and the air chamber body 31, thereby improving the sealing performance of the air chamber 34.

In some embodiments, the limiting boss 322 is annular, the outer peripheral wall of the limiting boss 322 abuts against the inner peripheral wall of the air chamber body 31, and the limiting groove 314 is annular, so that the first cover plate 32 and the air chamber body 31 have good limiting effect at each position along the circumferential direction, and the structure of the air suspension air chamber 3 is more stable.

In other embodiments, the limiting bosses 322 are arc-shaped, the limiting bosses 322 comprise a plurality of limiting bosses 322, the limiting bosses 322 are arranged along the circumferential direction of the first cover plate 32 at intervals, and the limiting bosses 322 are arranged in a concentric circle, so that a good limiting effect can be achieved, materials required for arranging the limiting bosses 322 are reduced, and the production cost is reduced.

In the embodiment shown in fig. 16, the air suspension chamber 3 further comprises a connecting sleeve 37, the connecting sleeve 37 defines a first through hole 331, the connecting sleeve 37 protrudes into the air chamber 34, thereby reducing the space occupied by the air suspension chamber 3 as a whole, the connecting sleeve 37 is used for connecting with the joint 21 of the air spring 2, the joint 21 of the air spring 2 can extend from the lower end of the connecting sleeve 37 to connect the joint 21 with the connecting sleeve 37, thereby connecting the air suspension chamber 3 with the air spring 2, and facilitating the adjustment of the rigidity and strength of the air spring 2 by adjusting the air pressure of the air chamber 34.

In some embodiments, the air suspension plenum 3 comprises: the structure comprises a first mounting bracket 311, a second mounting bracket 312 and a third mounting bracket 313, wherein the first mounting bracket 311 is used for mounting the first shock absorber 61, the second mounting bracket 312 is used for mounting the second shock absorber 62, the third mounting bracket 313 is used for mounting the stop plate 13 of the framework 1, the air chamber body 31 and the second cover plate 33 are both connected with the first mounting bracket 311, the air chamber body 31 and the second cover plate 33 are both connected with the second mounting bracket 312, the air chamber body 31 and the second cover plate 33 are both connected with the third mounting bracket 313, and the first mounting bracket 311, the second mounting bracket 312 and the third mounting bracket 313 are arranged at intervals along the circumferential direction of the air chamber body 31. Therefore, the air suspension air chamber 3 can be stably connected with the framework 1, the stability of the overall structure of the bogie assembly 1000 is improved, and clear layout and reasonable installation of all parts are guaranteed.

In some embodiments, as shown in fig. 9, the first cover plate 32 is provided with a first positioning pin 321, the first positioning pin 321 is used for positioning the first cover plate 32 with the vehicle body, the first positioning pin 321 includes a plurality of first positioning pins 321, and the plurality of first positioning pins 321 are distributed on a side of the first cover plate 32 away from the second cover plate 33 at intervals so as to be positioned with a plurality of positions of the vehicle body, so that the suspension system and the vehicle body are accurately positioned, and the installation efficiency of the suspension system and the vehicle body is improved.

One of the second cover plate 33 and the air spring 2 is provided with a second positioning pin 22, and the other of the second cover plate 33 and the air spring 2 is provided with a second positioning pin 22 hole, as shown in fig. 9, the second cover plate 33 is provided with the second positioning pin 22, and the second positioning pin 22 is inserted into the second positioning pin 22 hole, so that the air suspension air chamber 3 and the air spring 2 can be well positioned, and the installation efficiency of the air suspension air chamber and the air spring 2 is improved.

Air spring 2 is equipped with third locating pin 23, and air spring 2 is located to third locating pin 23 and is deviated from the one end of air suspension air chamber 3, and third locating pin 23 is used for fixing a position with framework 1, and the component can be equipped with the locating hole that links to each other with the cooperation of third locating pin 23, and consequently, be convenient for air spring 2 and framework 1 link to each other, be favorable to improving the installation effectiveness of air spring 2 and framework 1.

As shown in fig. 6-7 and 9, air spring 2 is provided with lugs 24, lugs 24 are arranged at one end of air spring 2 close to air suspension air chamber 3, lugs 24 extend outwards in radial direction, lugs 24 are connected with second cover plate 33, lugs 24 can be connected with second cover plate 33 through threaded fasteners, and in one embodiment, air spring 2 comprises a plurality of lugs 24, and a plurality of lugs 24 are arranged at intervals along circumferential direction, so that air spring 2 is fixedly installed at a plurality of positions along circumferential direction of second cover plate 33 through a plurality of lugs 24, the stability of connection of air spring 2 and second cover plate 33 is greatly improved, and the stability and reliability of connection of air suspension air chamber 3 and air spring 2 are further enhanced.

The invention further provides the rail vehicle.

According to the rail vehicle provided by the embodiment of the invention, the suspension system can adaptively adjust the rigidity and the strength of the air spring 2 according to the load state of the vehicle body, so that the vehicle body is at a proper working height, the anti-rolling mechanism 4 has the function of stabilizing two sides of the vehicle body, the inclination angle of the vehicle body is ensured to be within a safe range, and the safety and the stability of the running of the rail vehicle are favorably improved.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.

In the description of the present invention, "the first feature" and "the second feature" may include one or more of the features.

In the description of the present invention, "a plurality" means two or more.

In the description of the present invention, the first feature being "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact with each other not directly but through another feature therebetween.

In the description of the invention, "above", "over" and "above" a first feature in a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A suspension system for a truck assembly comprising:

an air spring adapted to be mounted to a frame of the truck assembly;

the air suspension air chamber is connected with the air spring and used for adjusting the pressure of the air spring, and the air suspension air chamber is suitable for being connected with a vehicle body;

a height adjustment mechanism, the height adjustment mechanism comprising: the air suspension device comprises a height control valve, a swing rod and an adjusting rod, wherein a first port of the height control valve is connected with the air suspension air chamber, a first end of the swing rod is connected with a valve core of the height control valve, a first end of the adjusting rod is pivotally connected with a second end of the swing rod, and a second end of the adjusting rod is used for being pivotally connected with a framework; characterized in that, the air suspension air chamber includes:

the air chamber comprises an air chamber body with two open ends, wherein the air chamber body is provided with an adjusting hole, and a first end of the air chamber body is provided with a flanging;

the first cover plate is connected with the flanging to seal the first end of the air chamber body and is used for being connected with a vehicle body;

the second cover plate is connected with the second end of the air chamber body, the first cover plate, the air chamber body and the second cover plate limit an air outlet chamber, the second cover plate is provided with a first through hole communicated with the air chamber, and the air chamber is communicated with the air spring through the first through hole.

2. The suspension system of a truck assembly of claim 1 further comprising: and a first end of the safety sling is connected with the air suspension air chamber, and a second end of the safety sling is suitable for being connected with the framework.

3. The suspension system of a truck assembly of claim 2 further comprising: and two ports of the differential pressure valve are respectively connected with the two air suspension air chambers.

4. The suspension system of a truck assembly of claim 1 wherein the air suspension plenum further comprises: and the sealing element is clamped between the first cover plate and the flanging.

5. The suspension system of a truck assembly of claim 1 wherein the air suspension plenum further comprises: and the air spring is provided with a joint, and the connecting sleeve is sleeved outside the joint so as to connect the air chamber with the air spring.

6. A suspension system for a bogie assembly according to claim 1 wherein the first cover plate is provided with a first locating pin for locating with a vehicle body; one of the second cover plate and the air spring is provided with a second positioning pin, the other one of the second cover plate and the air spring is provided with a second positioning pin hole, and the second positioning pin is inserted into the second positioning pin hole; and a third positioning pin for positioning the framework is arranged at one end of the air spring, which is far away from the air suspension air chamber.

7. A suspension system for a bogie assembly according to claim 1 wherein the end of the air spring adjacent the air suspension plenum is provided with a radially outwardly extending lug which is connected to the second cover plate.

8. A suspension system for a bogie assembly according to any one of claims 1 to 3 wherein the adjustment rod comprises a first rod body having an internally threaded bore at an end thereof and a second rod body comprising an externally threaded section which is threadedly connected to the internally threaded bore.

9. The suspension system of a bogie assembly as recited in claim 8 wherein said internally threaded holes are provided at both ends of said first rod, said second rod comprises two rods, and said externally threaded sections of said two second rods are respectively threadedly connected to said two internally threaded holes, and the direction of rotation of said two internally threaded holes of said first rod is opposite.

10. A suspension system for a bogie assembly according to any one of claims 1 to 3 further comprising:

the first damper extends vertically, a first end of the first damper is connected with the air chamber, and a second end of the first damper is connected with the framework;

and the second damper extends along the transverse direction, the first end of the second damper is connected with the air chamber, and the second end of the second damper is connected with the framework.

11. A bogie assembly, comprising: a frame and the suspension system of the truck assembly of any one of claims 1-10, the air spring and the height adjustment mechanism being connected to the frame.

12. A rail vehicle provided with a bogie assembly as claimed in claim 11.