WO2021022709A1

WO2021022709A1 - Bogie and rail vehicle

Info

Publication number: WO2021022709A1
Application number: PCT/CN2019/117600
Authority: WO
Inventors: 张晓军; 陈彦宏; 秦成伟; 王俊锋; 张文朝; 楚伯刚
Original assignee: 中车唐山机车车辆有限公司
Priority date: 2019-08-02
Filing date: 2019-11-12
Publication date: 2021-02-11
Also published as: EP4008601A1; EP4008601A4; CN112298249B; CN112298249A

Abstract

A bogie and a rail vehicle. The bogie comprises: two groups of wheel sets arranged in parallel, the wheel set comprising axles (11) and two wheels (12) symmetrically provided on the axles (11); two side beams (2) which span across above the two groups of wheel sets, and are parallel with each other; axle boxes (13) provided on the wheel sets, located below the side beams (2), and used for supporting the side beams (2); two connection bases (3) respectively provided on the middle of one side beam (2); and a traction device (4) connected between the two connection bases (3) and further used for being connected to a vehicle body. The bogie and the rail vehicle can reduce the assembling difficulty of the bogie.

Description

Bogies and rail vehicles

Technical field

This application relates to the running technology of rail vehicles, in particular to a bogie and rail vehicles.

Background technique

Rail vehicles are an important transportation link connecting cities, and have gradually become the main means of transportation in cities. Rail vehicles are also the main carrier for cargo transportation. Rail vehicles mainly include: a car body and a bogie arranged below the car body. The bogie is used to carry the car body and realize the running and steering functions.

Traditional bogies mainly include: frame, wheel set, traction device, braking device and buffer device. Power bogie also includes driving device. Among them, the frame is the main skeleton of the bogie, and the other components are related to the frame. The frame usually consists of two parallel side beams and a cross beam connected between the middle of the two side beams to form an "H" structure. The frame itself is integrally manufactured, and during the subsequent assembly of other components, the frame is also hoisted as a whole. Due to the relatively large volume and heavy weight of the frame, the lifting process is relatively heavy, and the process of alignment and alignment after the lifting is in place is also relatively difficult, making the assembly of traditional bogies more difficult, and the assembly process requires more manpower And material resources, assembly time is also relatively long.

Summary of the invention

The embodiments of the present application provide a bogie and a rail vehicle, which can reduce the difficulty of assembling the bogie.

An embodiment of the first aspect of the present application provides a bogie, including:

Two sets of wheel sets arranged side by side; the wheel sets include an axle and two wheels symmetrically arranged on the axle;

Two side beams across the two sets of wheels; the two side beams are parallel to each other;

The axle box is arranged on the wheel set and is located under the side beams for supporting the side beams;

Two connecting seats, each set in the middle of a side beam;

The traction device is connected between the two connecting seats; the traction device is also used to connect with the vehicle body.

An embodiment of the second aspect of the present application provides a rail vehicle, including the bogie described above.

The technical solution provided by the embodiment of the application adopts two independent side beams to span two sets of wheel sets, the two side beams are parallel to each other, and the ends of the side beams are located above the axle box and are supported by the axle box; A connecting seat is arranged in the middle of each side beam, and the traction device is connected between the two connecting seats for providing traction or braking force to the vehicle body. Since the two side beams are independent, the volume is small, the weight is lighter, and the manufacturing process is less difficult. In the subsequent assembly process with other components, the hoisting process is relatively light and can simplify the alignment and alignment operations.

Description of the drawings

The drawings described here are used to provide a further understanding of the application and constitute a part of the application. The exemplary embodiments and descriptions of the application are used to explain the application and do not constitute an improper limitation of the application. In the attached picture:

Fig. 1 is a schematic diagram of the structure of a bogie provided in the first embodiment of the application;

Figure 2 is a top view of the bogie provided in the first embodiment of the application;

3 is a schematic diagram of the outside angle of the connecting seat provided in the second embodiment of the application;

4 is a schematic diagram of the inside angle of the connecting seat provided in the second embodiment of the application;

5 is a schematic diagram of the outside angle of the side beam and the connecting seat provided in the second embodiment of the application;

6 is a schematic diagram of the inside angle of the side beam and the connecting seat provided in the second embodiment of the application;

Fig. 7 is an exploded view of the connecting seat provided in the second embodiment of the application;

FIG. 8 is a schematic structural diagram of a side beam provided in Embodiment 2 of the application;

FIG. 9 is a two-dimensional side view of the side beam provided in the second embodiment of the application;

FIG. 10 is an exploded view of an assembly method of the side beam and the connecting seat provided in the second embodiment of the application;

11 is a cross-sectional view of an assembly method of the side beam and the connecting seat provided in the second embodiment of the application;

FIG. 12 is an exploded view of another assembly method of the side beam and the connecting seat provided in the second embodiment of the application;

13 is a cross-sectional view 1 of another method of assembling the side beam and the connecting seat according to the second embodiment of the application;

14 is a second cross-sectional view of another assembly method of the side beam and the connecting seat provided by the second embodiment of the application;

15 is a schematic structural diagram of a secondary suspension device provided in Embodiment 2 of this application;

16 is a cross-sectional view of the secondary suspension device provided by the second embodiment of the application;

FIG. 17 is a schematic structural diagram of a series of suspension devices provided in the second embodiment of the application;

18 is a cross-sectional view of a series of suspension devices provided by the second embodiment of the application;

19 is a cross-sectional view of the assembly of a series of suspension devices and side beams according to the second embodiment of the application;

Figure 20 is an enlarged view of area A in Figure 19;

Figure 21 is an exploded view of the assembly of a series of suspension devices and side beams provided in the second embodiment of the application;

FIG. 22 is a schematic structural diagram of assembling a traction device with a connecting seat and a side beam according to the second embodiment of the application;

FIG. 23 is a schematic structural diagram of a traction device provided in Embodiment 2 of this application;

FIG. 24 is an exploded view of a traction device provided in the second embodiment of this application;

25 is a schematic structural diagram of a traction beam in a traction device provided in Embodiment 2 of the application;

Fig. 26 is an enlarged view of area B in Fig. 24;

FIG. 27 is an exploded view of a traction buffer assembly in a traction device provided in the second embodiment of the application;

28 is a cross-sectional view of assembling a traction device and a connecting seat according to Embodiment 2 of the application;

Figure 29 is an enlarged view of area C in Figure 28;

FIG. 30 is an exploded view of the traction device and the connecting seat provided in the second embodiment of the application in another assembly method;

FIG. 31 is a cross-sectional view of a traction device and a connecting seat provided in the second embodiment of the application assembled by another assembly method;

Fig. 32 is an enlarged view of area D in Fig. 31;

FIG. 33 is a schematic structural diagram of a traction buffer connecting sleeve in a traction device provided by Embodiment 2 of the application;

FIG. 34 is a schematic structural diagram of another traction device provided in Embodiment 2 of the application;

35 is an exploded view of another traction device provided in the second embodiment of the application;

36 is a schematic structural diagram of a traction beam in another traction device provided in Embodiment 2 of the application;

FIG. 37 is a schematic structural diagram of a first buffer sleeve in another traction device provided in Embodiment 2 of the application; FIG.

FIG. 38 is a schematic diagram of an inside angle of a connecting seat corresponding to another traction device provided in the second embodiment of the application; FIG.

FIG. 39 is an exploded view of another traction device connected to a corresponding connecting seat according to Embodiment 2 of the application;

FIG. 40 is a schematic structural diagram of another traction device connected to a corresponding connecting seat according to Embodiment 2 of the application;

41 is a schematic structural diagram of a second buffer sleeve in another traction device provided in Embodiment 2 of the application;

42 is a schematic structural diagram of a single tie rod provided between the connecting seat and the axle box according to the second embodiment of the application;

FIG. 43 is an exploded view of the single tie rod assembling the first tie rod connection component and the second tie rod connection component provided by the second embodiment of the application;

FIG. 44 is an exploded view of the assembly of the single tie rod and the axle box provided in the second embodiment of the application;

FIG. 45 is a schematic diagram of the structure of assembling the single tie rod and the axle box provided in the second embodiment of the application;

Figure 46 is a cross-sectional view of the first mandrel provided in the second embodiment of the application;

FIG. 47 is an exploded view of the assembly of the single tie rod and the connecting seat provided in the second embodiment of the application;

FIG. 48 is a schematic structural diagram of assembling a single tie rod and a connecting seat provided in the second embodiment of the application;

FIG. 49 is a schematic diagram of the structure of the wheelset and the axle box provided in the second embodiment of the application;

FIG. 50 is a schematic structural diagram of a wheel provided in Embodiment 2 of the application;

FIG. 51 is an exploded view of the wheel provided in the second embodiment of the application;

52 is a cross-sectional view of the wheel provided in the second embodiment of the application;

FIG. 53 is an enlarged view of area E in FIG. 52;

Fig. 54 is a schematic structural diagram of a power bogie provided in the second embodiment of the application;

FIG. 55 is a top view of the power bogie provided by the second embodiment of the application;

Figure 56 is a cross-sectional view of the wheel set, axle box and driving device provided in the second embodiment of the application;

FIG. 57 is a schematic structural diagram of assembling the balance bar and the connecting seat provided in the second embodiment of the application;

FIG. 58 is an exploded view of the assembly of the balance bar and the connecting seat provided in the second embodiment of the application;

FIG. 59 is a schematic structural diagram of the brake device provided in the second embodiment of the application connected to the connecting seat;

FIG. 60 is a schematic structural diagram of a braking device provided in Embodiment 2 of the application;

FIG. 61 is an exploded view of the assembly of the brake unit connecting piece and the connecting seat in the brake device provided in the second embodiment of the application;

62 is a cross-sectional view of the assembly of the brake unit connecting piece and the connecting seat in the brake device provided in the second embodiment of the application;

FIG. 63 is a schematic structural diagram of the connecting seat provided in the second embodiment of the application and each shock absorber are connected;

Fig. 64 is a schematic structural diagram of the transverse shock absorber provided in the second embodiment of the application connected with the traction pin and the connecting seat;

Figure 65 is a schematic structural diagram of a bogie provided in the third embodiment of the application;

FIG. 66 is a schematic structural diagram of a side beam of a bogie provided in the third embodiment of the application;

FIG. 67 is a plan side view of the middle side beam of the bogie provided by the third embodiment of the application assembled with the axle box through a series of suspension devices;

FIG. 68 is an exploded view of the assembly of one end of the side beam in the bogie provided by the third embodiment of the application with a series of suspension devices and axle boxes;

Fig. 69 is a schematic structural diagram of the primary suspension device in the bogie provided in the third embodiment of the application;

Figure 70 is a cross-sectional view of the primary suspension device in the bogie provided in the third embodiment of the application;

Figure 71 is an exploded view of the connection between the side beam and the connecting seat of the bogie provided in the third embodiment of the application;

Fig. 72 is an outside angle view of the middle side beam of the bogie provided in the third embodiment of the application connected to the connecting seat;

FIG. 73 is an inside angle view of the middle side beam of the bogie provided in the third embodiment of the application connected to the connecting seat;

Fig. 74 is a schematic structural diagram of the middle side beam, the connecting seat and the traction device of the bogie provided in the third embodiment of the application;

FIG. 75 is a schematic structural diagram of a single tie rod provided between the connecting seat and the axle box in the bogie provided in the third embodiment of the application;

Fig. 76 is a schematic structural diagram of a power bogie provided in the third embodiment of the application.

Reference signs:

11-axle; 12-wheel; 121-wheel core; 1211-axle hole; 1212-spoke plate; 1213-step surface; 1214-oil groove; 1215-oil hole; 122-wheel tyre; 1221-tread; 1222-wheel flange ; 1223-limiting flange; 1224-wheel ring assembly groove; 123-wheel ring; 1231-wheel ring gap; 124-brake disc; 13-axle box; 131-box body; 132-bearing; 133-rod thread Hole; 134-rod connecting convex part;

2-side beam; 21-first beam plate; 22-second beam plate; 23-beam plate buffer; 231-first buffer gap; 24-side beam connecting pin; 25-a series of positioning pins; 26-a Department receiving recess;

3-Connecting seat; 31-First seat body; 311-Seat body bottom plate; 312-Seat body connecting part; 313-Seat body weight reduction hole; 32-Second seat body; 321-Seat body top plate; 3211-Side beam Connecting hole; 3212-balance rod connecting convex portion; 3213-balance rod threaded hole; 322-inner plate of the second seat body; 3221-towing beam connecting sleeve; 3222-connecting flange; 323-outer plate of the second seat body; 324 -Shock absorber mounting part; 331-seat connecting bolt; 332-seat connecting nut; 333-seat connecting gasket; 334-buffer connecting bolt; 34-traction beam mounting hole; 35-tie rod connecting column; 351 -Tie rod connecting hole; 36-Brake mounting seat; 361-Second vertical mounting surface; 362-Threaded hole of mounting seat; 363-Support key;

4-traction device; 41- traction beam; 411-longitudinal frame; 4111- traction bolt connection hole; 412-transverse frame; 4121-frame side connection hole; 42- traction pin; 421-car body connection part; 422-car body Connecting hole; 43- traction buffer member; 431-enclosure baffle; 432- traction buffer assembly; 4321-first metal connector; 4322-rubber connector; 4323-second metal connector; 4324-third metal connector 434- traction buffer connecting bolt; 435- traction buffer adjusting gasket; 4351-gasket opening; 436-upper hoop; 437-lower hoop; 438-first buffer sleeve; 4381-first outer buffer sleeve; 4382-first inner buffer sleeve; 4383-first intermediate buffer sleeve; 4383a-deformation hole; 439-second buffer sleeve; 4391-second outer buffer sleeve; 4392-second inner buffer sleeve; 4393 Two intermediate buffer sleeve; 44- traction connecting pin; 45- traction connecting bolt; 46- traction buffer connecting sleeve; 461- traction buffer outer sleeve; 462- traction buffer inner sleeve; 463- traction buffer middle sleeve; 464- buffer gap;

5-drive device; 51-direct drive motor; 511-motor housing; 512-rotor; 52-balance bar; 521-balance bar connection hole; 531-balance bar core shaft; 5311-balance bar core shaft connection hole; 532- Balance rod connecting bolt;

6-brake device; 61-brake unit; 62-brake unit connector; 621-first vertical mounting surface; 622-brake connector bolt hole; 623-brake connector bolt; 624-support groove ；

7-First suspension device; 71-First suspension component; 72-Second suspension component; 701-a rigid support layer; 702-a elastic buffer layer; 703-a positioning hole; 704-a rigid support Grassroots

8-second series suspension device; 81-second series rigid support layer; 82-second series elastic buffer layer; 83-second series connecting hole;

91-anti-snaking shock absorber; 92-anti-rolling torsion rod; 93-vertical shock absorber; 94-transverse shock absorber; 95-single rod; 951-first rod hole; 952-second rod hole; 95a1-first mandrel; 95a11-first mandrel bolt hole; 95a12-first mandrel body; 95a13-first mandrel outer sleeve; 95a14-first mandrel buffer sleeve; 95a2-tie rod connecting stud; 95a3- First tie rod connecting nut; 95b1-Second mandrel; 95b11-Second mandrel bolt hole; 95b2-Tie rod connecting bolt; 95b3-Second tie-rod connecting nut; 96-Anti-rolling connecting rod; 97-Shock absorber installation seat.

detailed description

In order to make the technical solutions and advantages of the embodiments of the present application clearer, the exemplary embodiments of the present application are described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, and Not all examples are exhaustive. It should be noted that the embodiments in the application and the features in the embodiments can be combined with each other if there is no conflict.

Example one

This embodiment provides a bogie that can be applied to rail vehicles. The rail vehicles may be diesel locomotives or electric locomotives, and may be EMUs, subways, light rails, or trams.

FIG. 1 is a schematic structural diagram of a bogie provided in Embodiment 1 of this application, and FIG. 2 is a top view of a bogie provided in Embodiment 1 of this application. As shown in Figures 1 and 2, the bogie provided in this embodiment includes: wheelsets, side beams, axle boxes, connecting seats, traction devices, and so on.

Among them, the number of wheel sets is two, arranged side by side. The wheel set includes: an axle 11 and a wheel 12, the number of wheels 12 is two, and they are symmetrically arranged on the axle. The axle 11 is connected with the wheels 12, and the rotation of the axle 11 can drive the wheels 12 to rotate synchronously. The number of axle boxes 13 is two, which are symmetrically arranged on the axle 11. A bearing is provided between the axle box 13 and the axle 11 so that the axle 11 can rotate relative to the axle box 13. In this embodiment, the direction of the center line of the axle 11 is called the lateral direction, the direction in which the rail vehicle travels is called the longitudinal direction, and the vertical direction is called the vertical direction.

The number of side beams 2 is two, which are independent of each other. The two side beams are parallel, extend in the longitudinal direction, and respectively span over the two sets of wheels. The two ends of the side beam 2 are located above the axle box 13, and the axle box 13 is used to support the side beam 2.

A connecting seat 3 is provided in the middle of each side beam 2, the traction device 4 is connected between the two connecting seats 3, and the top of the traction device 4 is also used to connect with the vehicle body. The traction device 4 is used to transmit traction or braking force to the vehicle body. A buffer device can be arranged between the connecting seat 3 and the vehicle body for supporting the vehicle body and transmitting vertical force.

If a driving device is provided on the bogie, it will be used as a power bogie; if no driving device is provided, it will be used as a non-powered bogie. A braking device may also be provided on the bogie, which is used to clamp the wheels 12 to achieve braking in a braking state.

The transmission path of the vertical force of the above-mentioned bogie is: car body-connecting seat-side beam-axle box-axle-wheel-track. The transmission path of the lateral force is: car body-connecting seat and side beam-axle box-axle-wheel-track, and car body-traction device-connecting seat and side beam-axle box-axle-track. The transmission path of the braking force is: brake device-wheel-axle-axle box-connecting seat and side beam-traction device-car body. The transmission path of the longitudinal force (traction force) of the power bogie is: driving device-axle-axle box-connecting seat and side beam-traction device-car body.

The technical solution provided by this embodiment adopts two independent side beams to straddle two sets of wheel sets, the two side beams are parallel to each other, and the ends of the side beams are located above the axle box and are supported by the axle box; A connecting seat is arranged in the middle of the side beam, and the traction device is connected between the two connecting seats to provide traction or braking force to the vehicle body. Since the two side beams are independent, the volume is small, the weight is lighter, and the manufacturing process is less difficult. In the subsequent assembly process with other components, the hoisting process is relatively light and can simplify the alignment and alignment operations.

The connecting base 3 can be provided with corresponding interfaces for connecting the driving device 5 and the braking device 6. The bogie can also be provided with a transverse shock absorber, a vertical shock absorber, an anti-snaking shock absorber, an anti-rolling torsion bar and other structures, all of which can be connected to the connecting seat 3.

A suspension device 7 may be provided between the side beam 2 and the axle box 13 to buffer the vertical force between the side beam 2 and the axle box 13. The connecting seat 3 may be provided with a secondary suspension device 8 for supporting the vehicle body and also able to buffer the vertical force between the vehicle body and the connecting seat 3.

Example two

This embodiment provides a specific implementation of a bogie:

As shown in Figures 1 and 2, the bogie provided in this embodiment includes two mutually independent side beams 2, which are parallel and extend in the longitudinal direction. The axle box 13 is located inside the wheel 12 and close to the wheel 12. The end of the side beam 2 is connected to the axle box 13 through a series of suspension devices 7, and the first series of suspension devices 7 function to support the side beam 2 and buffer the vertical force.

Each side beam 2 is provided with a connecting seat 3 in the middle, and the top of the connecting seat 3 is provided with a secondary suspension device 8. The top of the secondary suspension device 8 is connected to the vehicle body, and is used to support the vehicle body and buffer the vertical force.

The traction device 4 is connected between the two connecting seats 3 and can be used to transmit lateral force. The top of the traction device 4 is connected to the vehicle body for transmitting traction or braking force to the vehicle body.

The outer surface of the connecting seat 3 is provided with a brake mounting seat for installing the brake device 6. The braking unit in the braking device 6 extends to both sides of the wheel 12, and holds the wheel 12 for braking in a braking state.

The outer surface of the connecting seat 3 is provided with a shock absorber mounting portion 324 for connecting the anti-snaking shock absorber 91, the anti-rolling torsion rod 92 and the vertical shock absorber 93.

The following is a detailed description of each part of the bogie:

First, the implementation of the connection base 3 will be described in detail. 3 is a schematic diagram of the outside angle of the connecting seat provided in the second embodiment of the application, and FIG. 4 is a schematic diagram of the inside angle of the connecting seat provided in the second embodiment of the application. The view angle of FIG. 3 is viewed from the outside of the bogie, and the view angle of FIG. 4 is viewed from the inside of the bogie. As shown in Figures 3 and 4, the connecting seat 3 is a box-shaped structure, and its longitudinal direction is transparent.

5 is a schematic diagram of the outside angle of the side beam and the connecting seat provided in the second embodiment of the application, and FIG. 6 is a schematic diagram of the inside angle of the side beam and the connecting seat provided in the second embodiment of the application. As shown in Figs. 5 and 6, the side beam 2 passes through the connecting seat 3, and the top inner surface of the connecting seat 3 is in contact with the second beam plate 22 and assembled.

The connecting seat 3 can be an integral structure, or several parts can be assembled together. This embodiment provides a specific implementation of the connecting seat 3: FIG. 7 is an exploded view of the connecting seat provided in the second embodiment of the application. As shown in FIG. 7, the connecting seat 3 mainly includes a first seat body 31 and a second seat body 32. The second seat body 32 is located above the first seat body 31 and is connected with the first seat body 31 to form a box-shaped structure. The first seat body 31 and the second seat body 32 enclose a passage through which the side beam 2 can pass.

Specifically, the second seat body 32 mainly includes a seat body top plate 321, a second seat body inner plate 322 and a second seat body outer plate 323. The top plate 321 of the seat body is parallel to the horizontal plane and is generally rectangular, that is, the top plate 321 of the seat body has four edges. The side edge of the top plate 321 of the seat body facing the traction device is called the lateral inner edge, and the side edge away from the traction device is called the lateral outer edge.

The inner side plate 322 of the second seat body is perpendicular to the transverse direction, and the top of the inner side plate 322 is connected to the inner side edge of the upper seat body 321. The second seat body outer plate 323 is perpendicular to the lateral direction, and its top is connected to the lateral outer edge of the seat body top plate 321. The lateral distance between the second seat inner plate 322 and the second seat outer plate 323 is greater than the lateral width of the middle part of the side beam 2, so that the side beam 2 can move from the second seat inner plate 322 and the second seat outer plate Passed between 323.

The first seat body 31 mainly includes: a seat body bottom plate 311 and a seat body connecting portion 312. Wherein, the base plate 311 of the seat body is substantially parallel to the horizontal direction, and its shape is substantially rectangular. The bottom end of the seat connecting portion 312 is connected to the seat bottom plate 311, and the top end is used to connect with the second seat 32. Specifically, the number of the base connecting portions 312 is four, which are arranged symmetrically on the inner and outer sides of the base bottom plate 311 of the base 311 and close to the top corners.

The distance between the inner surfaces of the two seat body connecting parts 312 symmetrical on both sides of the inner and outer sides is greater than the distance between the outer surfaces of the second seat body inner plate 322 and the second seat body outer plate 323, so that the second seat body inner plate 322 and the second seat body outer plate 323 can be inserted between two seat body connecting portions 312 symmetrical on both sides of the inner and outer sides.

The connection between the first seat body 31 and the second seat body 32 can be welding, bolting, or the like. In this embodiment, bolting is used for connection. Specifically, bolt holes are respectively provided on the second seat inner plate 322 and the second seat outer plate 323, and bolt holes are correspondingly opened on the seat connecting portion 312, and the seat body The connecting bolt 331 passes through the bolt hole on the seat body connecting portion 312 and the bolt hole on the second seat body inner plate 322 (or the second seat body outer plate 323) in turn, and then is fixed with the seat body connecting nut 332. Refer to the figure The assembly center line in 7.

Using the above-mentioned seat body connecting bolts 331 for connection can appropriately set a necessary number of seat body connecting gaskets 333 to meet the assembly requirements and meet the assembly standards.

A weight-reducing hole 313 may be appropriately provided on the first seat body 31 to reduce the weight of the connecting seat 3, thereby helping to reduce the weight of the entire bogie.

Next, the implementation of the side beam 2 will be described in detail. FIG. 8 is a schematic structural diagram of the side beam provided in the second embodiment of the application, and FIG. 9 is a two-dimensional side view of the side beam provided in the second embodiment of the application. As shown in FIGS. 5, 6, 8 and 9, the side beam 2 has a double-layer plate structure, that is, the side beam 2 includes a first beam plate 21, a second beam plate 22 and a beam plate buffer 23. Among them, the first beam plate 21 and the second beam plate 22 are arranged in the vertical direction in sequence, and the second beam plate 22 is located above the first beam plate 21. There is a preset distance between the first beam plate 21 and the second beam plate 22. The beam plate buffer 23 is located between the first beam plate 21 and the second beam plate 22 and at the middle of the first beam plate 21.

The use of the beam plate buffer 23 can buffer the vertical force between the first beam plate 21 and the second beam plate 22. The side beam 2 with this structure can improve the vertical cushioning effect, so that the vibration of the vehicle body is smaller and the ride comfort is better. Alternatively, the primary suspension device 7 in the traditional bogie can be eliminated, and the above-mentioned side beam 2 can achieve a better cushioning effect.

This embodiment provides an implementation of the beam-plate buffer 23: the beam-plate buffer 23 can be made of a material with a certain elasticity, for example: the beam-plate buffer 23 is a plate-shaped rubber piece, and its shape is similar to that of the first The shape of the beam plate 21 is matched, and its lateral width matches the width dimension of the middle part of the first beam plate 21, and its thickness and density determine the cushioning effect. The upper surface of the beam plate buffer 23 is closely attached to the second beam plate 22, and the lower surface is closely attached to the first beam plate 21.

When the vehicle body is empty, the thickness of the beam plate buffer 23 is the maximum value, that is, the distance between the first beam plate 21 and the second beam plate 22 is the maximum value. When the vehicle body is loaded, the beam plate buffer 23 is compressed by the vertical force, and the second beam plate 22 moves downward accordingly. The distance between the second beam plate 22 and the first beam plate 21 decreases as the load of the vehicle body increases, until the elastic limit of the beam plate buffer 23 is reached, the second beam plate 22 and the first beam plate 21 The distance between them is also shortened to the minimum limit. By adopting the above-mentioned method of mating the beam plate buffer 23 with the side beams, the side beams have multi-level stiffness in the vertical direction, which can adapt to different loads of the vehicle body and achieve a better buffer effect.

During the operation of the rail vehicle, the vibration of the wheel 12 is transmitted to the vehicle through the axle 11, the axle box 13, the first beam plate 21, the beam plate buffer 23, the second beam plate 22, the connecting seat 3, and the secondary suspension device 8 in turn. Body, the beam plate buffer 23 can buffer the vibration, thereby reducing the vibration of the vehicle body, and improving the riding comfort.

FIG. 10 is an exploded view of an assembly method of the side beam and the connecting seat provided in the second embodiment of the application, and FIG. 11 is a cross-sectional view of an assembly method of the side beam and the connecting seat provided in the second embodiment of the application. As shown in Figures 10 and 11, the second seat body inner plate 322 and the second seat body outer plate 323 in the second seat body 32 respectively extend downward from both sides of the side beam 2 to the first seat body 31. The seat body connecting portion 312 is connected to restrict the side beam 2 in the area enclosed by the first seat body 31 and the second seat body 32.

This embodiment provides another implementation of the beam plate buffer 23:

FIG. 12 is an exploded view of another assembly method of the side beam and the connecting seat provided in the second embodiment of the application. FIG. 13 is a cross-sectional view 1 of another assembly method of the side beam and the connecting seat provided in the second embodiment of the application. FIG. 14 This is a second cross-sectional view of another assembly method of the side beam and the connecting seat provided in the second embodiment of this application. Among them, the first seat body 31 in the connecting seat 3 is omitted in FIG. 12. As shown in FIGS. 12 to 14, the beam plate buffer 23 can be made of metal material or other rigid materials with higher hardness, and is connected to the connecting seat 3. The size and shape of the beam plate buffer 23 can be set according to the shape of the middle of the side beam 2.

The connection method of the beam plate buffer 23 and the connecting seat 3 can be welding, bolting, clamping, riveting, and the like. In this embodiment, a screw connection is adopted. Specifically, bolt holes are correspondingly opened on the second seat inner plate 322 and the second seat outer plate 323, and threaded holes are respectively provided on the transverse end faces of the beam plate buffer 23. Use the buffer connecting bolt 334 to pass through the bolt hole on the second seat inner plate 322 (or the second seat outer plate 323) and then screw into the threaded hole of the beam plate buffer 23 for fixing, as shown in the assembly in Figure 12 Centerline.

The connection position of the beam plate buffer 23 on the connecting seat 3 can be set according to the thickness of the second beam plate 22, and the thickness of the beam plate buffer 23 can be set according to the distance between the first beam plate 21 and the second beam plate 22 Make settings. The upper surface of the beam plate buffer 23 and the lower surface of the second beam plate 22 are always in contact, and there is no gap between the two. When the body load received by the bogie is the first load, there is a first buffer gap 231 between the lower surface of the beam buffer 23 and the upper surface of the first beam 21. When the first load is empty, the vertical height of the first buffer gap 231 is the largest, refer to FIG. 13. When the load of the car body gradually increases, the vertical pressure applied to the connecting seat 3 and the second beam plate 22 gradually increases, and the connecting seat 3, the second beam plate 22 and the beam plate buffer 23 move downward together, The vertical height of the first buffer gap 231 gradually decreases. When the load of the car body received by the bogie is the second load, the beam plate buffer 23 is lowered to contact the first beam plate 21. The second load capacity is greater than the first load capacity. As the load capacity of the vehicle body gradually increases, the beam plate buffer 23 gradually moves downward until it contacts the second beam plate 21, refer to FIG. 14. By using the above-mentioned method of mating the beam-plate buffer 23 with the side beams, the side beams have multiple levels of stiffness in the vertical direction, which can adapt to different loads of the vehicle body and achieve a better buffer effect.

Further, the first beam plate 21 and the second beam plate 22 can also be made of fiber materials such as carbon fiber and glass fiber to make a plate-like structure, so that the elastic deformation ability is better. In this embodiment, the first beam plate 21 and the second beam plate 22 are both carbon fiber plates. When the load of the car body continues to increase, the first beam plate 21 and the second beam plate 22 themselves can be elastically deformed, and further Improve the buffering effect. Moreover, the side beams made of fiber materials are lighter, which is beneficial to reduce the weight of the bogie.

The horizontal width of the first beam plate 21 is wide in the middle and narrow at both ends, and the vertical thickness is thick in the middle and thin at the ends. The middle of the first beam 21 is recessed downward to form a fish belly, which improves the strength of the middle. The horizontal width of the second beam 22 is wide in the middle and narrow at both ends, and the vertical thickness is thick in the middle and thin at both ends. The middle of the second beam 22 is recessed downward to form a fish belly, which improves the strength of the middle.

The above-mentioned side beam 2 and the connecting seat 3 can be assembled in a variety of ways, and the two can be fixedly connected or movably connected. This embodiment provides a specific connection method: as shown in FIGS. 8, 9, 10 and 12, a side beam connecting pin 24 extending upward is provided on the upper surface of the second beam plate 22. As shown in FIGS. 3, 4, and 7, a side beam connecting hole 3211 is correspondingly opened on the top of the connecting seat 3 (specifically, on the top plate 321 of the seat body). The side beam connecting pin 24 passes upward through the side beam connecting hole 3211 to limit the horizontal movement of the side beam 2, refer to FIGS. 6, 11, 13, and 14.

As for the manner in which the secondary suspension device 8 is connected to the connecting base 3, it can be set on the basis of the foregoing implementation manner: a secondary connection hole is opened at the bottom of the secondary suspension device 8. After the above-mentioned side beam connecting pin 24 passes through the connecting seat 3 upwards, it is inserted into the secondary connecting hole for restricting the horizontal movement of the secondary suspension device 8. Refer to FIGS. 5, 10, 11, 13 and 14. Figures 13 and 14 simplify the structure of the secondary suspension device 8 in order to highlight the connection relationship between the components.

The bottom end of the side beam connecting pin 24 can be fixed to the upper surface of the second beam plate 22, and the top end is a free end.

Alternatively, the top and bottom ends of the side beam connecting pin 24 are both movable ends. A blind hole is opened on the side beam 2, the bottom end of the side beam connecting pin 24 is inserted into the blind hole, and the top end passes through the connecting seat 3 upward, and then is inserted into the secondary suspension device 8.

Alternatively, the top end of the side beam connecting pin 24 is fixed to the bottom end of the secondary suspension device 8, and the bottom end of the side beam connecting pin 24 penetrates the connecting seat 3 downwards, and then is inserted into the blind hole of the side beam 2.

Or alternatively, the upper and lower surfaces of the seat top plate 321 in the connecting seat 3 are respectively provided with connecting pins, the connecting pins arranged on the upper surface are inserted upwards into the secondary suspension device 8, and the connecting pins arranged on the lower surface are inserted downwards into the side beam 2 Inside the blind hole.

The above-mentioned secondary suspension device 8 may be a structure commonly used in the art such as steel springs, air springs, and rubber stacks, or may also adopt the structure provided in this embodiment: FIG. 15 is a schematic diagram of the secondary suspension device provided in the second embodiment of the application. A schematic structural diagram. FIG. 16 is a cross-sectional view of the secondary suspension device provided in the second embodiment of the application. As shown in Figures 5, 10, 11, 15, and 16, the secondary suspension device 8 includes a secondary rigid support layer 81 and a secondary elastic buffer layer 82 alternately stacked, and the secondary rigid support layer 81 is located at the outermost side. The secondary rigid support layer 81 at the top is in contact with the vehicle body, and the secondary rigid support layer 81 at the bottom is in contact with the connecting seat 3. Among them, the secondary rigid support layer 81 can be made of rigid materials, which mainly play a supporting role, keeping the overall shape of the secondary suspension device 8 basically unchanged. The secondary elastic buffer layer 82 can be made of elastic material and can be elastically deformed to buffer the vertical force between the vehicle body and the connecting seat. For example, the secondary rigid support layer 81 can be made of a metal material, and the secondary elastic buffer layer 82 can be made of rubber. Each secondary rigid support layer 81 and secondary elastic buffer layer 82 are fixed by vulcanization to form a whole.

Specifically, the number of secondary rigid support layers 81 is three, and the three secondary rigid support layers 81 are arranged in parallel. The number of secondary elastic buffer layers 82 is two, which are respectively arranged between two adjacent secondary rigid support layers 81. Along the direction from the secondary rigid support layer 81 located on the outer side to the secondary rigid support layer 81 located on the inner side, the cross-sectional area of the secondary elastic buffer layer 82 gradually decreases. From the figure, the shape of the secondary elastic buffer layer 82 is bowl-shaped, and the two secondary elastic buffer layers 82 are combined to form an hourglass structure.

A secondary connecting hole 83 is opened on the secondary rigid support layer 81 at the bottom, which is opened to the inside of the secondary elastic buffer layer 82 below, for the side beam connecting pins 24 to penetrate.

The implementation of the primary suspension device 7 is described in detail below:

The primary suspension device 7 is arranged between the axle box 13 and the side beam 2, and can adopt existing structures in the art such as steel springs, rubber springs, etc., or can also adopt the following implementation methods.

FIG. 17 is a schematic structural diagram of a series of suspension devices provided in Embodiment 2 of this application, FIG. 18 is a cross-sectional view of a series of suspension devices provided in Embodiment 2 of this application, and FIG. 19 is a schematic view of a series of suspension devices provided in Embodiment 2 of this application and Fig. 20 is an enlarged view of area A in Fig. 19, and Fig. 21 is an exploded view of the assembly of a series of suspension devices and side beams provided in the second embodiment of the application.

As shown in Figs. 17-21, the primary suspension device 7 includes two parts: a first suspension assembly 71 and a second suspension assembly 72. Wherein, the first suspension assembly 71 is arranged between the first beam plate 21 and the second beam plate 22, and is used to support the second beam plate 22 and to support the gap between the first beam plate 21 and the second beam plate 22. The vertical force is buffered, and the second suspension assembly 71 is arranged between the first beam plate 21 and the axle box 13 to support the first beam plate 21 and the gap between the first beam plate 21 and the axle box 13 The vertical force is buffered.

The first suspension component 71 and the second suspension component 72 may adopt a structure with a certain elasticity, such as a spring or a rubber member. Alternatively, the following methods provided in this embodiment can be used:

The first suspension assembly 71 includes a series of rigid support layers 701 and a series of elastic buffer layers 702 alternately stacked. A series of rigid support layers 701 are located on the outermost side. A series of rigid support layers 701 at the top end is in contact with the second beam plate 22, and a series of rigid support layers 701 at the bottom end is in contact with the first beam plate 21. The first series of rigid support layers 701 can be made of rigid materials, which mainly play a supporting role and keep the overall shape of the first suspension assembly 71 basically unchanged. The first elastic buffer layer 702 can be made of elastic material and can be elastically deformed to buffer the vertical force between the first beam plate 21 and the second beam plate 22. For example, the first series of rigid support layer 701 can be made of metal material, and the first series of elastic buffer layer 702 can be made of rubber. Each of a series of rigid support layer 701 and a series of elastic buffer layer 702 is fixed by vulcanization to form a whole.

A series of positioning holes 703 are provided on the two outermost rigid support layers 701. Correspondingly, a series of positioning pins 25 are provided on the bottom surface of the second beam plate 22 and the top surface of the first beam plate 21 corresponding to a series of positioning holes. The positioning is achieved by inserting a series of positioning pins 25 into a series of positioning holes 703 to avoid relative movement of the beams and the first suspension assembly 71 in the transverse or longitudinal direction.

Specifically, the first suspension assembly 71 includes three primary rigid support layers 701 and two primary elastic buffer layers 702. Three primary rigid support layers 701 are parallel, and two primary elastic buffer layers 702 are respectively disposed between two adjacent primary rigid support layers 701. A series of positioning holes 703 are provided on a series of rigid support layer 701 on the top layer for insertion of a series of positioning pins 25 arranged on the bottom surface of the second beam plate 22. A series of positioning holes 703 are also provided on a series of rigid support layer 701 located at the bottom layer for insertion of a series of positioning pins 25 arranged on the top surface of the first beam plate 21, so that the first suspension assembly 71 and the side beam 2 are between There is no relative movement in the horizontal direction.

The second suspension assembly 72 includes: two primary rigid support base layers 704, and a series of rigid support layers 701 and a series of elastic buffer layers 702 arranged alternately between the two primary rigid support base layers 704, and a series of elastic The buffer layer 702 is in contact with a series of rigid support base layers 704. The implementation of the rigid support layer 701 and the elastic buffer layer 702 in the second suspension assembly 72 can refer to the corresponding structure in the first suspension assembly 71 described above. The first series of rigid support base layer 704 is also made of rigid materials to support and maintain the shape. For example, the metal layer is made of metal materials, and the other series of rigid support layers 701 and the first series of elastic buffer layers 702 are formed by a vulcanization process. As a one-piece structure.

A series of positioning holes 703 are provided on the two series of rigid support base layers 704. Correspondingly, a series of positioning pins 25 which can correspondingly penetrate into a series of positioning holes 703 are provided on the bottom surface of the first beam plate 21 and the top of the axle box 13.

Specifically, the two primary rigid support base layers 704 are parallel and located on the outermost side. The number of rigid support layers 701 is three, the number of elastic buffer layers 702 is four, and the number of rigid support layers 701 and the elastic buffer layers 702 are alternately stacked. A series of elastic buffer layer 702 is adjacent to a series of rigid support base layer 704. A series of positioning holes 703 are provided on a series of rigid support base layer 704 on the top layer for insertion of a series of positioning pins 25 arranged on the bottom surface of the first beam plate 21. A series of positioning holes 703 are also provided on a series of rigid support base layer 704 on the bottom layer for insertion of a series of positioning pins 25 arranged on the top of the axle box 13 so that the second suspension assembly 72 is between the side beam 2 and the axle box 13 There is no relative movement in the horizontal direction.

The thickness of the aforementioned rigid support layer 701 is smaller than the thickness of the elastic buffer layer 702, and the thickness of the rigid support base layer 704 is between the thickness of the rigid support layer 701 and the elastic buffer layer 702.

The above-mentioned primary suspension device 7 and the side beam 2 and the axle box 13 can be assembled in other ways. For example, positioning holes are provided on the side beam 2 and the axle box 13, corresponding to the primary suspension device 7. The positioning pins penetrate into the positioning holes on the side beam 2 and the axle box 13 respectively.

Those skilled in the art can also make appropriate improvements to the above-mentioned primary suspension device 7 to make it suitable for different types of bogies.

The implementation of the traction device 4 will be described in detail below:

The traction device 4 is connected between the two connecting seats 3, and the top end of the traction device 4 is also connected to the vehicle body for providing traction or braking force to the vehicle body.

This embodiment provides an implementation manner of the traction device 4:

FIG. 22 is a schematic structural diagram of a traction device provided in the second embodiment of the application, assembling a connecting seat and a side beam, FIG. 23 is a schematic structural diagram of a traction device provided in a second embodiment of the application, and FIG. 24 is an embodiment of the application 2. An exploded view of a traction device provided. As shown in FIGS. 22-24, the traction device includes: a traction beam 41, a traction pin 42 and a traction buffer 43. Among them, the two ends of the traction beam 41 are respectively connected to the connecting seat 3 of the corresponding end. The top end of the traction pin 42 is connected with the vehicle body, the bottom end has an assembly relationship with the traction beam 41, and the traction buffer 43 is arranged between the traction beam 41 and the traction pin 42.

The traction pin 42 can refer to the structure commonly used in the prior art. Its top end is connected with the car body, and the bottom end is matched with the traction beam 41, so that the longitudinal force of the bogie can be transmitted to the traction pin 42 through the traction beam 41, and then to the car. body.

In this embodiment, the top end of the traction pin 42 is provided with a vehicle body mounting portion 421, and the vehicle body mounting portion 421 is provided with a vehicle body connection hole 422 through which the vehicle body connection hole 422 is connected to the bottom of the vehicle body in cooperation with bolts. Extending from the top end of the traction pin 42 in the longitudinal direction respectively, four vehicle body mounting portions 421 are formed, and each vehicle body mounting portion 421 is provided with two vehicle body connecting holes 422.

FIG. 25 is a schematic structural diagram of a traction beam in a traction device provided in Embodiment 2 of the application. As shown in Figs. 23 to 25, the traction beam 41 has a frame structure. The frame side parallel to the longitudinal direction is called a vertical frame 411, and the frame side parallel to the lateral direction is called a horizontal frame 412. The vertical frame 411 and the horizontal frame 412 are smoothly rounded transitions, so that the horizontal section of the traction beam 41 is a rounded rectangle. The traction beam 41 is a box-shaped structure with a hollow inside.

The bottom end of the traction pin 42 is located in the area enclosed by the traction beam 41, and the traction buffer 43 is also arranged in this area and between the traction pin 42 and the inner wall of the traction beam 41. Specifically, the number of the traction buffer 43 is two, which are respectively arranged between the two longitudinal sides of the traction pin 42 and the corresponding horizontal frame 412. The traction buffer 43 can buffer the longitudinal force between the traction beam 41 and the traction pin 42 to avoid direct rigid impact and friction between the two.

The traction buffer 43 may adopt a structure commonly used in the prior art, or may also adopt a structure as shown in FIG. 24. As shown in FIG. 24, the traction buffer 43 includes: an enclosure 431, a traction buffer assembly 432 and a traction buffer connection bolt 434.

Wherein, the baffle plate 431 is arranged on the outer side of the lower part of the traction pin 42 without a gap with the traction pin 42. The enclosure baffle 431 is composed of four flat baffles, and its shape can be matched with the bottom of the traction pin 42, that is, a cylindrical structure with a rectangular horizontal section.

The traction buffer assembly 432 is disposed on the longitudinal end surface of the enclosure baffle 431, that is, the traction buffer assembly 432 is located between the enclosure baffle 431 and the horizontal frame 412. The traction buffer connection bolt 434 is used to fix the traction buffer assembly 432 and the transverse frame 412 together. Specifically, a frame edge connecting hole 4121 is provided on the horizontal frame 412, and the center line of the frame edge connecting hole 4121 extends in the longitudinal direction. The traction buffer assembly 432 is provided with bolt holes corresponding to the traction buffer connection bolts 434. The traction buffer connection bolts 434 pass through the frame edge connection holes 4121 and the bolt holes on the traction buffer assembly 432 from the outside of the transverse frame 412, and then connect with the corresponding bolt holes. The nut is connected to fix the traction buffer assembly 432 on the lateral frame 412.

The traction buffer assembly 432 is in direct contact with the enclosure baffle 431, and is located between the enclosure baffle 431 and the horizontal frame 412, and is used to buffer the longitudinal force between the two.

Further, the traction buffer 43 further includes: a traction buffer adjustment pad 435 arranged between the traction buffer assembly 432 and the transverse frame 412. The number of traction buffer adjustment pads 435 can be one, two, or more than three for adjusting the distance between the traction buffer assembly 432 and the lateral frame 412. Due to the difference between the actual size and the design size of each component, a number of traction buffer adjustment pads 435 are arranged between the transverse frame 412 and the traction buffer assembly 432, so that the distance between the traction buffer 43 and the traction pin 42 The distance meets the design requirements. The number of traction buffer adjustment pads 435 can be set according to the distance between the traction buffer assembly 432 and the lateral frame 412.

The traction buffer adjustment shim 435 may be pre-connected between the traction buffer assembly 432 and the lateral frame 412, or the traction buffer adjustment shim 435 may be assembled after the entire traction buffer 43 is assembled. Fig. 26 is an enlarged view of area B in Fig. 24. As shown in FIG. 26, in this embodiment, the traction buffer adjustment washer 435 is provided with a gasket opening 4351 that can accommodate the traction buffer connecting bolt 434. The number of the gasket opening 4351 is two, which are symmetrically distributed in the traction buffer adjustment Both ends of the gasket 435. During the application process, the shim opening 4351 is inserted downward between the transverse frame 412 and the traction buffer assembly 432, and the traction buffer connecting bolt 434 is accommodated in the shim opening 4351 to restrict the lateral movement of the traction buffer adjustment shim 435.

The function of the traction buffer assembly 432 is to buffer the longitudinal force between the baffle 431 and the horizontal frame 412, and it can be made of a material with a certain elastic force to make an elastic structure. This embodiment provides an implementation of the traction buffer assembly 432: FIG. 27 is an exploded view of the traction buffer assembly in the traction device provided in the second embodiment of the application. As shown in FIG. 27, the traction buffer assembly 432 includes: a first metal connection piece 4321, a rubber connection piece 4322, a second metal connection piece 4323, and a third metal connection piece 4324 that are sequentially arranged along the longitudinal direction.

Wherein, the first metal connecting member 4321 is provided with a bolt hole, which can be connected to the horizontal frame 412 by pulling the buffer connecting bolt 434. The second metal connecting piece 4323 and the third metal connecting piece 4324 are correspondingly provided with bolt holes, and the two can be fixed together by bolts and contact the enclosure 431. The rubber connecting piece 4322 is located between the first metal connecting piece 4321 and the second metal connecting piece 4323, and is fixed together by vulcanization.

The above-mentioned way of connecting the traction device 4 and the connecting seat 3 can be as follows: as shown in FIGS. 24 and 25, a traction connecting pin 44 is used to connect the traction beam 41 and the connecting seat 3. Specifically, one end of the traction connecting pin 44 is connected to the longitudinal frame 411 of the traction beam 41, for example, to the middle of the longitudinal frame 411. The other end of the traction connecting pin 44 is inserted into the traction beam mounting hole 34 (as shown in FIG. 4) on the inner side of the connecting seat 3. Through the longitudinal force between the traction connecting pin 44 and the traction beam mounting hole 34, the transmission of the longitudinal force between the connecting seat 3 and the traction device 4 is realized.

Further, a traction connecting bolt 45 can also be used to connect the longitudinal frame 411 and the connecting seat 3 together to keep the relative position between the two fixed.

Specifically, as shown in FIG. 4, a traction beam connecting sleeve 3221 protruding inward is provided on the inner side plate 322 of the second seat body of the connecting seat 3, and the traction beam connecting sleeve 3221 is provided with a traction beam extending in the transverse direction. Beam mounting hole 34. The traction connecting bolt 45 is inserted into the traction beam installation hole 34.

As shown in FIG. 25, a traction bolt connection hole 4111 is opened in the middle of the longitudinal frame 411 of the traction beam 41. Correspondingly, as shown in Figure 28 and Figure 29, a connecting flange 3222 can be expanded outward at the end of the traction beam connecting sleeve 3221, and a bolt hole can be provided on the connecting flange 3222 (the connecting flange is not shown in Figure 4 ). The traction connecting bolt 45 is used to pass through the longitudinal frame 411 and the connecting flange 4222 in sequence, and then fit and fix the corresponding traction connecting nut.

The longitudinal frame 411 on one side is connected by four traction connecting bolts 45. The connection method is a rigid connection, that is, the relative position between the connecting seat 3 and the traction device 4 is not changeable.

This embodiment also provides another connection method, which can realize a flexible connection between the connecting seat 3 and the traction device 4, thereby broadening the scope of the bogie for various road surfaces. When a small vertical bulge or depression appears on a track, the wheel on the corresponding side travels at the position of the bulge or depression, driving the connecting seat 3 to raise or lower in a small amplitude. Since the connecting seat 3 and the traction device 4 are connected flexibly, the small movement of the connecting seat 3 will not be transmitted to the traction device 4 to ensure that the vertical height of the traction device 4 remains basically unchanged, thereby improving the car body The stability improves the ride comfort.

FIG. 30 is an exploded view of a traction device and a connecting seat provided in Embodiment 2 of the application using another assembly method for assembly; FIG. 31 is an exploded view of a traction device and connecting seat provided in Embodiment 2 of the application using another method A cross-sectional view of the assembling method, FIG. 32 is an enlarged view of the area D in FIG. 31. As shown in Figure 23, Figure 30 to Figure 32, the traction buffer connecting sleeve 46 is sleeved on the outside of the traction connecting pin 44, and is pressed between the traction connecting pin 44 and the inner wall of the traction beam mounting hole 34 on the connecting seat 3. In this way, not only the longitudinal force can be transmitted between the connecting seat 3 and the traction device 4, but also the horizontal relative position between the two can be kept fixed. In addition, the traction buffer connecting sleeve 46 itself can be elastically deformed, and the direction of the elastic deformation can be 360°, which realizes a flexible connection between the connecting seat 3 and the traction device 4, and the two can rotate relative to a certain angle.

FIG. 33 is a schematic structural diagram of a traction buffer connecting sleeve in a traction device provided in Embodiment 2 of the application. As shown in FIGS. 32 and 33, the traction buffer connecting sleeve 46 may specifically include: a traction buffer outer sleeve 461, a traction buffer inner layer 462 and a traction buffer middle sleeve 463. Wherein, the traction buffer intermediate sleeve 463 is fixedly connected between the traction buffer outer sleeve 461 and the traction buffer inner sleeve 462. The traction buffer outer sleeve 461 is used for interference fit with the traction beam mounting hole 34, and the traction buffer inner sleeve 462 is used for interference fit with the traction connecting pin 44, so that the overall traction buffer connecting sleeve 46 is fixed in the traction beam mounting hole 34 Between the traction connecting pin 44.

The aforementioned traction buffer intermediate sleeve 463 may be made of a material capable of elastic deformation. In this embodiment, the traction buffer middle sleeve 463 is a rubber sleeve, and the traction buffer outer sleeve 461 and the traction buffer inner sleeve 462 are both metal sleeves. The traction buffer middle sleeve 463, the traction buffer outer sleeve 461 and the traction buffer inner sleeve 462 are fixed together by vulcanization. When a wheel 12 on one side passes through a bulge or a recessed road, the vertical height of the center line of the wheel increases, and the center of gravity of the axle 11, the axle box 13 and the connecting seat 3 on the corresponding side of the wheel is raised. The center of the connecting seat 3 rises, resulting in a certain angle between the center line of the traction beam mounting hole 34 and the center line of the traction connecting pin 44. Since the traction buffer intermediate sleeve 463 can be elastically deformed, the upper part is compressed and the lower part is stretched, reducing the transmission of the deformation of the traction connecting pin 44 to the traction device 4, so that the center of gravity of the traction device 4 remains unchanged.

Further, the outer peripheral surface of the traction buffer intermediate sleeve 463 is spherical, so that the middle position along the centerline direction is fixedly connected with the traction buffer outer sleeve 461, and the two ends along the centerline direction are between the traction buffer outer sleeve 461 There is a certain buffer gap 464, and this part of the buffer gap 464 can be used as a deformation space for the traction buffer intermediate sleeve 463, which can increase the amount of deformation, thereby improving the buffer effect.

This embodiment also provides another implementation of the traction device 4:

Fig. 34 is a schematic structural diagram of another traction device provided in the second embodiment of the application, and Fig. 35 is an exploded view of another traction device provided in the second embodiment of the application. As shown in FIGS. 34 and 35, the traction device includes: a traction beam 41, a traction pin 42 and a traction buffer 43. Among them, the two ends of the traction beam 41 are respectively connected to the connecting seat 3 of the corresponding end. The top end of the traction pin 42 is connected with the vehicle body, the bottom end has an assembly relationship with the traction beam 41, and the traction buffer 43 is arranged between the traction beam 41 and the traction pin 42.

In this embodiment, the top end of the traction pin 42 is provided with a vehicle body mounting portion 421, and the vehicle body mounting portion 421 is provided with a vehicle body connection hole 422 through which the vehicle body connection hole 422 is connected to the bottom of the vehicle body in cooperation with bolts.

FIG. 36 is a schematic structural diagram of a traction beam in another traction device provided in Embodiment 2 of the application. As shown in FIGS. 34 to 36, the traction beam 41 is a rod-shaped structure and is arranged between the two connecting seats 3 in the transverse direction.

The traction buffer 43 may include an upper hoop 436, a lower hoop 437 and a first buffer sleeve 438. Among them, the upper hoop 436 and the lower hoop 437 are connected to form an annular hoop and hug the outside of the traction beam 41. The upper hoop 436 is also connected to the bottom end of the traction pin 42 to realize the connection between the traction pin 42 and the traction beam 41.

The upper hoop 436 and the traction pin 42 may be an integral structure, or may be fixed together by welding or the like. The upper hoop 436 and the lower hoop 437 can be connected by bolts.

The first buffer sleeve 438 is arranged between the annular hoop and the traction beam 41 to buffer the relative force between the two. This embodiment provides a specific implementation manner of the first buffer sleeve 438: FIG. 37 is a schematic structural diagram of the first buffer sleeve in another traction device provided in the second embodiment of the application. As shown in FIG. 37, the first buffer sleeve 438 includes: a first outer buffer sleeve 4381, a first inner buffer sleeve 4382 and a first intermediate buffer sleeve 4383. Wherein, the first intermediate buffer sleeve 4383 is disposed between the first outer buffer sleeve 4381 and the first inner buffer sleeve 4382, and is fixedly connected to the first outer buffer sleeve 4381 and the first inner buffer sleeve 4382.

The first outer buffer sleeve 4381 is in interference fit with the annular hoop, and the first inner buffer sleeve 4382 is in interference fit with the traction beam 41, so that the first buffer sleeve 438 is firmly arranged between the traction beam 41 and the annular hoop.

The first intermediate buffer sleeve 4383 may be made of elastic material. In this embodiment, the first outer buffer sleeve 4381 and the first inner buffer sleeve 4382 are both metal sleeves, and the first intermediate buffer sleeve 4383 is a rubber sleeve. The rubber sleeve and the metal sleeves on the inner and outer sides are fixed together by vulcanization.

The above-mentioned first buffer sleeve 438 is sleeved on the traction beam 41, so that it can buffer in a 360° range. When the traction pin 42 receives the vertical force of the vehicle body, the traction pin 42 moves slightly downward, which causes the first buffer sleeve 438 to deform itself to offset the downward displacement of the traction pin 42, thereby ensuring the vertical height of the traction beam 42 Keep unchanged, reducing the degree of bending of the traction beam 42. When the bogie is in the traction state or the braking state, the first buffer sleeve 438 can buffer the force transmission process between the traction pin 42 and the traction beam 41 to avoid direct rigid contact or wear between the two.

Further, some holes can be opened on the first intermediate buffer sleeve 4383 to provide deformation space, thereby increasing the deformation amount of the first intermediate buffer sleeve 4383 and improving the buffer effect. As shown in Figure 37, the end of the first intermediate buffer sleeve 4383 is provided with a deformation hole 4383a extending in the direction of its centerline. The deformation hole 4383a may be a through hole penetrating the centerline direction of the first intermediate buffer sleeve 4383, or Can be blind holes.

The two ends of the traction beam 41 are connected to the connecting seat 3, and the structure of the connecting seat 3 can be adjusted on the basis of the foregoing implementation manner to adapt it to the traction beam 41 in this embodiment.

38 is a schematic diagram of the inside angle of the connecting seat corresponding to another traction device provided in the second embodiment of the application, and FIG. 39 is an exploded view of another traction device connected to the corresponding connecting seat provided in the second embodiment of the application, and FIG. 40 This is a schematic structural diagram of another traction device connected to a corresponding connecting seat provided in the second embodiment of this application. The function of the connecting seat 3 shown in FIGS. 38 to 40 is similar to the above-mentioned implementation, and the specific structure, connecting position and shape can be adjusted adaptively. Here, only the connection with the traction beam 41 will be described in detail.

As shown in FIGS. 38 to 40, a traction beam installation hole 34 is provided on the inner surface of the connecting seat 3, and the traction beam 41 can be inserted into the traction beam installation hole 34. Specifically, a traction beam connecting sleeve 3221 is provided on the inner surface of the connecting seat 3, and the cavity in the traction beam connecting sleeve 3221 serves as the traction beam mounting hole 34.

As shown in Figures 34, 35, 39 and 40, furthermore, a second buffer sleeve 439 can be provided between the end of the traction beam 42 and the traction beam mounting hole 34 for aligning the traction beam 42 and the connecting seat 3. The force transmission process between the two is buffered to avoid direct rigid impact between the two.

FIG. 41 is a schematic structural diagram of a second buffer sleeve in another traction device according to Embodiment 2 of the application. As shown in FIG. 41, specifically, the second buffer sleeve 439 includes: a second outer buffer sleeve 4391, a second inner buffer sleeve 4392 and a second middle buffer sleeve 4393. Wherein, the second intermediate buffer sleeve 4393 is arranged between the second outer buffer sleeve 4391 and the second inner buffer sleeve 4392, and is fixedly connected to the two. The second intermediate buffer sleeve 4393 can be made of elastic material, and can produce certain deformation by itself. In this embodiment, the second middle buffer sleeve 4393 is a rubber sleeve, the second outer buffer sleeve 4391 and the second inner buffer sleeve 4392 are both metal sleeves, and the rubber sleeve and the metal sleeves on the inner and outer sides are fixed in a vulcanized manner. together.

The second outer buffer sleeve 4391 is in interference fit with the inner wall of the traction beam mounting hole 34, and the second inner buffer sleeve 4392 is in interference fit with the end of the traction beam 41, so that the traction beam 41 and the connecting seat 3 are opposed to each other. The position remains fixed. Moreover, when one wheel is driving on a bumpy or recessed road, the wheel 12 connected to the connecting seat 3 moves a certain distance in the vertical direction, so that the center line of the traction beam mounting hole 34 in the connecting seat 3 is different from the center line of the traction beam 41. Coincident, but at a certain angle. Since the second buffer sleeve 439 can deform itself, it offsets the displacement of the connecting seat 3 and ensures that the position of the traction beam 41 remains unchanged, thereby reducing the vibration of the vehicle body and improving the ride comfort.

The aforementioned traction device 4 is used to transmit longitudinal force between the connecting seat 3 and the vehicle body, and the longitudinal force between the connecting seat 3 and the axle box 13 can be transmitted through the side beam 2. If the side beam 2 is a rigid beam, a better force transmission effect can be achieved. If the side beam 2 is made of carbon fiber, glass fiber and other materials, it is necessary to provide a connecting structure between the connecting seat 3 and the axle box 13 for Transmit longitudinal force.

FIG. 42 is a schematic structural diagram of a single pull rod provided between the connecting seat and the axle box according to the second embodiment of the application. As shown in Fig. 42, a single tie rod 95 is provided between the connecting seat 3 and the axle box 13 on the same side in the transverse direction for transmitting longitudinal force. The single pull rod 95 extends in the longitudinal direction, one end is connected to the connecting seat 3 and the other end is connected to the axle box 13.

Figure 43 is an exploded view of the single tie rod assembling the first tie rod connecting component and the second tie rod connecting component provided in the second embodiment of the application. As shown in FIG. 43, a first tie rod connecting component can be used to connect the single tie rod 95 and the axle box 13, and a second tie rod connecting component can be used to connect the single tie rod 95 and the connecting seat 3.

Specifically, first, the implementation of the first tie rod connecting assembly is described in detail:

FIG. 44 is an exploded view of the assembly of the single tie rod and the axle box provided in the second embodiment of the application, and FIG. 45 is a schematic diagram of the assembly of the single tie rod and the axle box provided in the second embodiment of the application. As shown in Figs. 43 to 45, a first tie rod hole 951 is provided at one end of the single tie rod 95, and the center line of the first tie rod hole 951 extends in the transverse direction. Correspondingly, a tie rod threaded hole 133 is provided on the axle box 13.

The aforementioned first tie rod connecting assembly includes: a first mandrel 95a1 and a tie rod connecting stud 95a2. Wherein, the first mandrel 95a1 is inserted in the first tie rod hole 951. Both ends of the first mandrel 95a1 expose the first tie rod hole 951, and a first mandrel bolt hole 95a11 is provided. One end of the tie rod connecting stud 95a2 is fixed in the tie rod threaded hole 133 on the axle box 3 through threaded fit, and the other end passes through the first mandrel bolt hole 95a11 and is connected to the first tie rod connecting nut 95a3. A gasket can be arranged between the tie rod connecting stud 95a2 and the first tie rod connecting nut 95a3 according to needs.

The box body 131 of the axle box 13 is provided with two tie rod connecting protrusions 134, and each tie rod connecting protrusion 134 is provided with a tie rod threaded hole 133 with a center line extending in the longitudinal direction.

In addition to the foregoing implementation manners provided in this embodiment, other manners may be used to connect the single pull rod 95 and the axle box 13, which is not limited in this embodiment.

FIG. 46 is a cross-sectional view of the first mandrel provided in the second embodiment of the application. As shown in Fig. 46, the first mandrel 95a1 may specifically include: a first mandrel body 95a12, a first mandrel outer sleeve 95a13, and a first mandrel buffer sleeve 95a14. Wherein, the middle part of the first mandrel body 95a12 is a cylinder, both ends are rectangular parallelepipeds, and the first mandrel bolt hole 95a11 is provided in the rectangular parallelepiped part. The first mandrel outer sleeve 95a13 is sleeved on the first mandrel body 95a12, and is in interference fit with the inner wall of the first tie rod hole 951.

The first mandrel buffer sleeve 95a14 is arranged between the first mandrel body 95a12 and the first mandrel outer sleeve 95a13. The first mandrel buffer sleeve 95a14 can be made of elastic material. In this embodiment, the first mandrel buffer sleeve 95a14 is a rubber sleeve, and the first mandrel body 95a12 and the first mandrel outer sleeve 95a13 are both made of metal. The first mandrel buffer sleeve 95a14, the first mandrel body 95a12 and the first mandrel outer sleeve 95a13 are fixed together by vulcanization.

The first mandrel buffer sleeve 95a14 itself can deform within a range of 360°, so when the wheel travels in an uneven area, the vertical height of the wheel 12 and the axle box 13 increases. The deformation of the first mandrel buffer sleeve 95a14 itself can offset the force exerted by the axle box 13 on the single tie rod 95 due to the height change, so that the vertical height of the single tie rod 95 does not change, thereby not affecting the connecting seat 3 and the car body The vertical height can improve ride comfort.

Secondly, the implementation of the second tie rod connecting assembly is described in detail:

FIG. 47 is an exploded view of the assembly of the single tie rod and the connecting seat provided in the second embodiment of the application, and FIG. 48 is a schematic diagram of the assembly of the single tie rod and the connecting seat provided in the second embodiment of the application. As shown in Figures 43, 47 and 48, a second tie rod hole 952 is provided at the other end of the single tie rod 95, and the center line of the second tie rod hole 952 extends in the transverse direction. Correspondingly, a tie rod connecting hole 351 is provided on the connecting seat 3 for connecting a single tie rod 95.

The above-mentioned second tie rod connecting assembly includes: a second mandrel 95b1 and a tie rod connecting bolt 95b2. Wherein, the second mandrel 95b1 is inserted in the second tie rod hole 952. Two ends of the second mandrel 95b1 expose the second tie rod holes 952, and second mandrel bolt holes 95b11 are provided. The tie rod connecting bolt 95b2 passes through the tie rod connecting hole 351 and the second mandrel bolt hole 95b11 on the connecting seat 3 in sequence, and then is connected to the second tie rod connecting nut 95b3. A gasket may be provided between the tie rod connecting bolt 95b2 and the second tie rod connecting nut 95b3 as required.

As shown in FIGS. 7 and 47, a tie rod connecting column 35 is provided at the bottom of the connecting seat 3, and a tie rod connecting hole 351 with a center line extending in the longitudinal direction is opened on the tie rod connecting column 35.

In addition to the foregoing implementation manners provided in this embodiment, other manners may also be used to connect the single pull rod 95 and the connecting seat 3, which is not limited in this embodiment.

The structure of the second mandrel 95b1 may refer to the first mandrel 95a1, and may adopt the same structure as the first mandrel 95a1. Specifically, the second mandrel 95b1 may include: a second mandrel body, a second mandrel sleeve, and a second mandrel buffer sleeve. Wherein, the middle part of the second mandrel body is a cylinder, both ends are cuboid, and the second mandrel bolt hole 95b11 is provided in the part of the cuboid. The second mandrel outer sleeve is sleeved on the second mandrel body and is in interference fit with the inner wall of the second tie rod hole 952.

The second mandrel buffer sleeve is arranged between the second mandrel outer sleeves of the second mandrel body. The second mandrel buffer sleeve can be made of elastic material. In this embodiment, the second mandrel buffer sleeve is a rubber sleeve, and the second mandrel body and the second mandrel outer sleeve are both made of metal. The second mandrel buffer sleeve, the second mandrel body and the second mandrel outer sleeve are fixed together by vulcanization.

The following is a detailed description of the components related to the wheel pair:

FIG. 49 is a schematic diagram of the structure of the wheelset and the axle box provided in the second embodiment of the application. As shown in FIG. 49, the wheel set includes: an axle 11 and wheels 12, the number of wheels 12 is two, and the wheels 12 are symmetrically arranged on the axle 11. The number of axle boxes 13 is two, which are symmetrically arranged on the axle 11 and located inside the wheel 12.

On the basis of the above technical solution, this embodiment provides a split wheel:

FIG. 50 is a schematic structural diagram of a wheel provided in Embodiment 2 of this application, and FIG. 51 is an exploded view of a wheel provided in Embodiment 2 of this application. As shown in FIGS. 50 and 51, the wheel 12 includes a wheel core 121, a wheel tyre 122 and a wheel ring 123. Wherein, the center of the wheel core 121 is provided with an axle hole 1211, and the axle 11 can be inserted into the axle hole 1211 and is an interference fit with the axle hole 1211. The portion between the shaft hole 1211 and the outer edge of the wheel core 121 is a web 1212, and the surface of the web 1212 may be flat or curved.

The wheel tyre 122 is sleeved on the outer peripheral surface of the wheel core 121 and is an interference fit with the wheel core 121 so that the axle 11, the wheel core 121 and the wheel tyre 122 rotate synchronously. The wheel ring 123 is used to connect the wheel core 121 and the wheel tyre 122.

FIG. 52 is a cross-sectional view of a wheel provided in Embodiment 2 of the application, and FIG. 53 is an enlarged view of area E in FIG. 52. For the specific structure, refer to FIGS. 50 to 53. The outer peripheral surface of the tire 122 is provided with a tread surface 1221, and one end of the tread surface 1221 in the axial direction protrudes to form a rim 1222. The tread 1221 is used to contact the railway track, and the wheel rim 1222 is used to abut against the inner side of the track to limit the wheel 12 on the track.

The inner peripheral surface of one end of the wheel tyre 122 in the axial direction is provided with a limiting flange 1223, and the limiting flange 1223 protrudes from the outer periphery to the inner periphery. The limiting flange 1223 is located at an end away from the wheel rim 1222. Correspondingly, a step surface 1213 for overlapping with the limiting flange 1223 is provided at one axial end of the wheel core 121. During the assembly process, the wheel core 121 is inserted into the wheel tyre 122 to the left until the stepped surface 1213 touches the limiting flange 1223 to complete the assembly of the wheel core 121. The stop flange 1223 can restrict the wheel core 121 from coming out of the wheel tyre 122 from the left side.

A wheel ring 123 is used to fix the wheel core 121 in the wheel tyre 122. Specifically, a wheel ring assembly groove 1224 is provided on the inner peripheral surface of the other end of the wheel tyre 122 in the axial direction, and the wheel ring 123 can be embedded in the wheel ring assembly groove 1224. The wheel ring 123 is ring-shaped and its thickness is greater than the depth of the wheel ring assembly groove 1224. The outer part of the wheel ring 123 is embedded in the wheel ring assembly groove 1224, and the inner part is located outside the wheel ring assembly groove 1224. The part located outside the wheel ring assembly groove 1224 extends to the end surface of the wheel core 121, pressing the wheel core 121 in the wheel tyre 122, and can prevent the wheel core 121 from coming out to the right.

The foregoing implementation manner can limit the wheel core 121 in the wheel tyre 122, but it is not the only implementation manner. Those skilled in the art can also modify the above-mentioned solutions to obtain other implementations, which can also achieve the effect of limiting the wheel core 121.

The above-mentioned wheel 12 has a split structure and is composed of a wheel core 121, a wheel tyre 122 and a wheel ring 123. When the tread surface of the wheel tyre 122 is severely worn, only the wheel tyre 122 needs to be replaced, and the wheel core 121 does not need to be replaced. The wheel core 121 can be reused, which reduces the waste of materials and reduces the operating cost of the rail vehicle. The above-mentioned wheel 12 has a relatively simple structure and is relatively easy to process.

A wheel ring gap 1231 can be provided on the wheel ring 123 to make it deformable and facilitate assembly. The cross-sectional shape of the rim 123 may be rectangular or trapezoidal or the like. The shape of the wheel ring assembly groove 1224 matches the shape of the wheel ring 123.

The above-mentioned wheel core 121 may be made of light-weight and high-strength materials, for example, aluminum-based graphene materials, aluminum alloys, or magnesium alloys. Since aluminum-based graphene materials, aluminum alloys or magnesium alloys and other light-weight high-strength materials have the characteristics of high strength and low density, the above-mentioned wheel core 121 uses aluminum-based graphene materials, aluminum alloys or magnesium alloys and other light-weight high-strength materials When manufactured, under the premise of ensuring that the wheels 12 meet the strength requirements, the weight of the wheels 12 can be greatly reduced, thereby reducing the overall mass of the wheel set, the bogie and the rail vehicle, which is convenient for the rail vehicle to achieve energy saving and consumption reduction. In addition, it can also reduce the unsprung mass of the bogie, reduce the force between wheel and rail, reduce wheel and rail wear, and reduce noise.

In addition, as shown in FIG. 52, an oil groove 1214 is provided on the shaft hole wall of the wheel core 121, and the wheel core 121 is provided with an oil injection hole 1215 communicating with the oil groove 1214. The oil groove 1214 may be an annular oil groove, and the cross-sectional shape of the oil groove 1214 may be semicircular.

When the wheel core 121 is removed from the axle 11, lubricating oil can be injected into the oil groove 1214 through the oil injection hole 1215, so that the lubricating oil can reach between the axle 11 and the wheel core 121 through the oil injection hole 1215 and the oil groove 1214. An oil film is formed between the cores 121 to prevent the surface of the axle 11 or the wheel core 121 from being damaged during the de-axle process, thereby increasing the service life of the axle 11 and the wheel core 121 and reducing the use cost. Moreover, the wheel core 121 can be detached from the axle 11 without using a large force, which is more convenient for operation.

The above-mentioned bogie can be used as a non-powered bogie, and if a driving device is provided in it, it can be used as a power bogie. This embodiment provides an implementation manner of the driving device:

54 is a schematic structural diagram of the power bogie provided in the second embodiment of the application, FIG. 55 is a top view of the power bogie provided in the second embodiment of the application, and FIG. 56 is the wheelset, axle box and drive provided in the second embodiment of the application Sectional view of the device. As shown in FIGS. 54 to 56, the driving device 5 includes a direct drive motor 51 and a balance bar 52. Among them, the direct drive motor 51 is arranged on the axle 11 and located between the two axle boxes 13.

The direct drive motor 51 includes a motor housing 511, a rotor 512, and a stator. Wherein, the motor housing 511 is connected to the connecting base 3 through a balance bar 52. The stator is arranged on the motor housing 511 and is fixed. The rotor 512 is in interference fit with the axle 12 to rotate synchronously with the axle 12.

The direct drive motor 51 may adopt a structure commonly used in the prior art. A bearing can be arranged between the motor housing 511 and the axle 11 to support the motor housing 511 and ensure that the rotor 512 can rotate smoothly. In this embodiment, since the axle box 13 is arranged between the wheels 12 and the direct drive motor 51, the motor housing 511 can be connected to the box body 131 of the axle box 13, so that the motor housing 511 and the box body 131 are shared. Bearing 132.

One end of the balance bar 52 is connected with the motor housing 511, and the other end is connected with the connecting base 3. Among them, the method of connecting with the motor housing 511 can be bolted connection, welding, riveting and the like. The connection with the connection base 3 can be as follows:

FIG. 57 is a schematic structural diagram of the assembly of the balance bar and the connecting seat provided in the second embodiment of the application, and FIG. 58 is an exploded view of the assembly of the balance bar and the connecting seat provided in the second embodiment of the application. As shown in Figure 57 and Figure 58, the balance rod 52 and the connecting seat 3 are connected together by a balance rod connector. The balance bar connector includes a balance bar core shaft 531 and a balance bar connecting bolt 532.

Specifically, the balance bar 51 has an approximately “V”-shaped structure, the top of which is connected with the motor housing 511, and the two ends are respectively connected with the connecting base 3. A balance rod connection hole 521 is provided at the end of the balance rod 51, and the balance rod mandrel 531 can be inserted into the balance rod connection hole 521. The structure of the balance bar mandrel 531 can refer to the structure of the first mandrel 95a1 shown in FIG. 46. The middle part of the balance bar mandrel 531 is inserted in the balance bar connection hole 521, and the balance bar connection hole 521 is exposed at both ends and the balance bar mandrel connection hole 5311 is provided.

Correspondingly, a balance bar interface is provided on the connecting seat 3, specifically on the top plate 321 of the seat body. A balance bar connecting convex portion 3212 is provided on the inner top corner of the top plate 321 of the seat body, and the end surface of the balance bar connecting convex portion 3212 is provided with a balance bar threaded hole 3213. After the balance rod connecting bolt 532 is passed through the balance rod mandrel connecting hole 5311, it is fixed into the balance rod threaded hole 3213 by screwing.

The number of the balance bar connecting protrusions 3212 connected to one end of the balance bar 52 is two, and there is a certain gap between the two balance bar connecting protrusions 3212 to form a balance bar relief groove. The end of the balance rod 52 can be accommodated in the balance rod relief groove.

Using the above-mentioned balance bar core shaft 531 to connect the balance bar 52 and the connecting seat 3 can offset the starting torque of the motor.

On the basis of the above technical solution, a braking device 6 is provided in the bogie for braking in a braking state. As shown in Figures 1 and 54, this embodiment adopts a roulette brake method, that is, a brake disk is provided on the roulette surface of the wheel 12 (ie, the spoke surface, that is, the outer surface of the wheel core 121). 124, the brake device 6 brakes by clamping the brake disc 124. For the wheel 12 provided in the above content, the brake disc 124 may be connected to the wheel core 121 by bolts.

FIG. 59 is a schematic structural diagram of the brake device provided in the second embodiment of the application connected to the connecting seat, FIG. 60 is a schematic structural diagram of the brake device provided in the second embodiment of the application, and FIG. 61 is a brake provided in the second embodiment of the application An exploded view of the assembly of the brake unit connecting piece and the connecting seat in the device. FIG. 62 is a cross-sectional view of the assembly of the brake unit connecting piece and the connecting seat in the brake device provided in the second embodiment of the application.

As shown in FIGS. 1 and 59 to 62, the braking device 6 includes a braking unit 61 and a braking unit connecting member 62. Wherein, the brake unit connecting member 62 is used to connect the brake unit 61 to the connecting seat 3. The brake unit connecting member 62 has a first vertical mounting surface, which is used to fit the second vertical mounting surface on the connecting seat 3 for assembly connection.

Specifically, a brake mounting seat 36 is provided on the outer side of the connecting seat 3, specifically on the top of the second seat body outer plate 323 located outside the connecting seat 3. Two brake mounting seats 36 are provided on one connecting seat 3, which are respectively connected to one brake device 6 respectively.

The brake mounting seat 36 is provided with a second vertical mounting surface 361. Correspondingly, a first vertical mounting surface 621 is provided on the brake unit connecting member 62 and faces the second vertical mounting surface 361. The first vertical mounting surface 621 and the second vertical mounting surface 361 are both vertical surfaces, and they are tightly attached, and can be connected by bolting or clamping. In this embodiment, a mounting seat threaded hole 362 is provided on the brake mounting seat 36, and the center line of the mounting seat threaded hole 362 is perpendicular to the second vertical mounting surface 361, that is, extends in the horizontal direction. Correspondingly, a brake connector bolt hole 622 is provided on the brake unit connector 62, and the center line of the brake connector bolt hole 622 is perpendicular to the first vertical mounting surface 621, that is, extends in the horizontal direction. The brake connecting bolt 623 is used to pass through the brake connector bolt hole 622 and then fixed in the threaded hole 362 of the mounting seat by threaded fit.

The above-mentioned brake connecting bolt 623 is connected to the brake unit 61 and the connecting seat 3, and its end bears the gravity action of the brake unit 61. In order to prevent the brake connecting bolt 623 from bending during long-term operation and affecting the relative position between the brake unit and the wheel, the following improvements can be made:

A first supporting portion is provided on the first vertical mounting surface 621, and a second supporting portion is provided on the second vertical mounting surface 361 correspondingly. The second supporting portion matches the shape of the first supporting portion, and is used to apply an upward supporting force to the first supporting portion, thereby alleviating the vertical force received by the brake connecting bolt 623.

Specifically, the above-mentioned first supporting portion may be a supporting groove 624 opened on the first vertical mounting surface 621 and extending in a horizontal direction. The supporting groove 624 is located at the middle position of the first vertical mounting surface 621 along the vertical direction, and two bolt holes 622 of the brake connector are symmetrically provided above and below it. The second supporting portion is a supporting key 363 protruding from the second vertical mounting surface 361. The supporting key 363 extends in the horizontal direction and is located in the middle of the second vertical mounting surface 361 in the vertical direction. Two mounting seat threaded holes 362 are symmetrically provided on the upper side and the lower side. The height of the supporting key 363 protruding from the second vertical mounting surface 361 is less than the depth of the supporting groove 624, and the supporting key 363 can be accommodated in the supporting groove 624 for supporting the brake unit connector 62 .

The distance between the center of the above-mentioned brake mounting seat 36 and the connecting seat 3 is relatively short, which is equivalent to that the arm corresponding to the brake unit 61 is relatively short, so that the torque received by the brake mounting seat 36 is small, and it is not prone to deformation. As a result, the position of the brake unit 61 is changed, which ensures that the brake unit 61 can always be located on both sides of the brake disc 124 in the wheel 12, and the braking effect can be better achieved during the braking process.

The brake unit connecting member 62 and the brake unit 61 can be connected by bolt connection, welding, clamping, etc., which is not specifically limited in this embodiment.

On the basis of the above technical solution, the connection modes of various shock absorbers in the bogie are described in detail:

FIG. 63 is a schematic diagram of the structure of the connecting seat provided in the second embodiment of the application connected to each shock absorber. As shown in Figs. 1, 2 and 63, the anti-snaking damper 91 extends in the longitudinal direction, one end of which is connected to the connecting seat 3, and the other end is connected to the vehicle body. The vertical shock absorber 93 extends in the vertical direction, one end of which is connected with the connecting seat 3, and the other end is connected with the vehicle body. The anti-rolling torsion rod 92 extends in the transverse direction, and its two ends are respectively connected to the connecting seats 3 on both sides. The two ends of the anti-rolling torsion rod 92 are also provided with vertical connections extending in the vertical direction to connect with the vehicle body. Rod. The transverse damper 94 extends in the transverse direction, one end of which is connected with the traction pin 42 and the other end is connected with the connecting seat 3.

Among them, the structures of the anti-snaking shock absorber 91, the anti-rolling torsion rod 92, the vertical shock absorber 93 and the transverse shock absorber 94 can all be implemented with reference to the prior art. In this embodiment, only the manner in which it is connected to the connection base 3 is described in detail.

The outer surface of the connecting seat 3 is provided with a shock absorber mounting portion 324 for connecting the anti-snaking shock absorber 91, the anti-rolling torsion rod 92 and the vertical shock absorber 93. Specifically, a shock absorber mounting seat 97 is used to fix on the shock absorber mounting portion 324, and the anti-snaking shock absorber 91, the anti-rolling torsion rod 92 and the vertical shock absorber 93 are all connected to the shock absorber mounting seat 97.

The above-mentioned shock absorber mounting seat 97 can be welded with steel plates into a box-shaped structure, and an interface for connecting with each shock absorber is provided on it.

Fig. 64 is a schematic structural diagram of the transverse shock absorber provided in the second embodiment of the application connected with the traction pin and the connecting seat. As shown in FIG. 64, the transverse damper 94 extends in the transverse direction, one end of which is connected to the traction pin 42, and the other end is connected to the connecting seat 3. Specifically, a connecting hole is opened on the inner side plate 322 of the second seat body in the connecting seat 3, and the outer end of the transverse shock absorber 94 can be fixed through the connecting hole by bolts and matched with a nut.

A transverse damper mounting seat 941 is connected to the bottom end of the traction pin 42, and the transverse damper mounting seat 941 can be fixed on the traction pin 42 by bolts. The inner end of the transverse damper 94 can be fixedly connected to the transverse damper mounting seat 941 by bolts.

Further, as shown in Figure 1 and Figure 2, Figure 42 to Figure 45, Figure 47 and Figure 48, if the side beam 2 is made of carbon fiber, glass fiber and other fiber materials, its elasticity is better, but the rigidity is not enough to achieve a higher Good anti-rolling effect. Therefore, the anti-rolling connecting rod 96 can be used to connect between the single tie rods 95 on both lateral sides. The anti-rolling connecting rod 96 extends in the transverse direction. For example, when the vehicle passes through a crossing triangle pit, the height difference between the wheels on both sides is large, and the relative position of the two side beams and the vehicle body remains unchanged, causing the connecting rod to twist. When the vertical height of each wheel 12 is too high, the anti-rolling connecting rod 96 can apply a downward vertical force to it to make it close to the rail, avoiding derailment accidents and reducing the risk of rolling over of the rail vehicle.

Example three

This embodiment provides another way to realize the bogie.

Figure 65 is a schematic structural diagram of a bogie provided in Embodiment 3 of the application. As shown in Fig. 65, the bogie provided in this embodiment includes two mutually independent side beams 2, which are parallel and extend in the longitudinal direction. The axle box 13 is located inside the wheel 12 and close to the wheel 12. The end of the side beam 2 is connected to the axle box 13 through a series of suspension devices 7, and the first series of suspension 7 functions to support the side beam 2 and buffer the vertical force.

The traction device 4 is connected between the two connecting seats 3 and can be used to transmit lateral force. The top of the traction device 4 is connected with the vehicle body for transmitting traction or braking force to the vehicle body.

The outer surface of the connecting seat 3 is provided with a brake mounting seat for installing the brake device 6. The brake unit in the brake device 6 extends to both sides of the wheel 12, and holds the disc surface of the wheel 12 for braking in a braking state.

FIG. 66 is a schematic structural diagram of a side beam of a bogie provided in Embodiment 3 of the application. As shown in FIGS. 65 and 66, the side beam 2 provided in this embodiment is a box-shaped structure, which may be welded by steel plates, or may be composed of carbon fiber or glass fiber materials. The lateral width of the side sill 2 is wide in the middle and narrow at both ends, the vertical thickness of the side sill 2 is thick in the middle and thin at the ends, and the middle of the side sill is recessed downward to form a fish belly, so that the middle of the side sill 2 is stronger .

Figure 67 is a plan side view of the bogie mid-side beam provided in the third embodiment of the application assembling the axle box through a series of suspension devices, and Figure 68 is the one end of the bogie mid-side beam and the first series of suspension provided in the third embodiment of the application An exploded view of the assembly of the device and the axle box. FIG. 69 is a schematic structural diagram of the primary suspension device in the bogie provided in the third embodiment of the application, and FIG. 70 is a cross-sectional view of the primary suspension device in the bogie provided in the third embodiment of the application.

As shown in FIGS. 67 and 68, the end of the side beam 2 is supported by a suspension device 7, and the bottom end of the suspension device 7 is connected to the axle box 13. The realization of the first series suspension device 7 will be described in detail below:

As shown in FIGS. 69 and 70, a series of suspension devices 7 includes: a series of rigid support layers 701, a series of elastic buffer layers 702, and a series of rigid support base layers 704. Among them, a series of rigid support base layer 704 is arranged at the bottom end for contact with the axle box 13. A series of elastic buffer layers 702 and a series of rigid support layers 701 are alternately stacked on top of a series of rigid support base layers 704, and a series of elastic buffer layers 702 are in contact with a series of rigid support base layers 704. At the top is a series of rigid support layers 701 for contact with the bottom surface of the side beam 2.

The first series of rigid support base layer 704 and the first series of rigid support layer 701 can be made of rigid materials, which mainly play a supporting role, so that the overall shape of the series of suspension devices 7 remains unchanged. The first series of elastic buffer layer 702 can be made of elastic material and can be elastically deformed to buffer the vertical force between the side beam 2 and the axle box 13. The first series of rigid support layer 701 and the first series of rigid support base layer 704 can be made of metal material, and the first series of elastic buffer layer 702 can be made of rubber. Each of a series of rigid support layer 701, a series of elastic buffer layer 702 and a series of rigid support base layer 704 are fixed to form a whole by vulcanization.

The top surface of the primary suspension device 7 is a shape with a high middle and low ends. Correspondingly, a receiving recess 26 is provided on the bottom surface of the end of the side beam 2. The shape of the receiving recess 26 matches the shape of the top surface of the suspension device 7, so that the top of the suspension device 7 can be accommodated in A series of accommodating recesses 26. During the assembly process of the side beam 2 and the primary suspension device 7, the effect of rapid positioning and assembly can be achieved, and the production efficiency can be improved.

Moreover, if the side beam 2 is made of fiber materials such as carbon fiber and glass fiber, it has a certain degree of flexibility. When the middle part of the side beam 2 is subjected to the vertical pressure of the car body, a certain deformation occurs, and the longitudinal distance between the two ends of the side beam 2 is reduced, causing the end of the side beam 2 to move longitudinally relative to the first suspension device 7 A certain distance. The above-mentioned method of positioning and assembly of the primary suspension device 7 and the side beam 2 can also adapt to the longitudinal movement of the side beam 2, that is, the primary suspension device 7 will not hinder the longitudinal movement of the side beam 2.

Specifically, the bottom surface of a series of rigid support base layer 704 is flat, and the middle part of the top surface bulges upward to form a shape with a middle high and low ends. A series of elastic buffer layer 702 is a plate-like structure with uniform thickness and a convex middle part, and its convex shape matches with the top surface of a series of rigid support base layer 704. A series of rigid support layer 701 is a plate-like structure with uniform thickness and a convex middle part, and its convex shape matches the top surface of a series of rigid support base layer 704.

A series of positioning holes 703 are opened from the bottom surface of a series of rigid support base layer 704 to the inside. The depth of the series of positioning holes 703 matches the length of a series of positioning pins 25 provided on the axle box 13.

Of course, in addition to the above-mentioned implementation provided by this embodiment, other methods can also be used. For example, a convex portion is provided on the bottom surface of the end of the side beam 2, and a concave portion is provided on the top surface of the primary suspension device 7. The same fast positioning effect can be achieved.

The upper surface of the middle part of the side beam 2 is provided with a side beam connecting pin 24 for connecting with the connecting seat 3. The implementation of the connection base 3 can refer to the above-mentioned embodiment, and the description will not be repeated in this embodiment. Figure 71 is an exploded view of the middle side beam of the bogie provided in the third embodiment of the application connected to the connecting seat. Figure 72 is an outside angle view of the middle side beam of the bogie provided in the third embodiment of the application connected to the connecting seat. The third embodiment of the present application provides an inside angle view of the side beam of the bogie connected to the connecting seat. As shown in FIGS. 71 to 73, the side beam 2 passes through the middle of the connecting seat 3, and the side beam connecting pin 24 passes upward through the side beam connecting hole 3211 on the connecting seat 3, and then penetrates into the secondary suspension device 8.

Fig. 74 is a schematic diagram of the structure of the middle side beam, the connecting seat and the traction device of the bogie provided in the third embodiment of the application. As shown in FIG. 74, the traction device 4 is connected between the two connecting seats 3, and the specific implementation of the traction device 4 can refer to the above-mentioned embodiment. FIG. 74 shows an implementation manner in which the traction beam 41 is a frame-shaped structure, and another implementation manner in which the traction beam 41 is a rod-shaped structure is also applicable to the bogie provided in this embodiment.

Figure 75 is a schematic structural diagram of a single tie rod provided between the connecting seat and the axle box in the bogie provided in the third embodiment of the application. As shown in FIG. 75, a single tie rod 95 extending in the longitudinal direction is connected between the axle box 13 and the connecting seat 3, and the single tie rod 95 is used to transmit longitudinal force between the axle box 13 and the connecting seat 3. For the specific implementation of the single pull rod 95, please refer to the above-mentioned embodiment, which will not be repeated here.

The above embodiment can be used as a non-powered bogie. If a driving device is installed on the bogie, it can be used as a power bogie. Fig. 76 is a schematic structural diagram of a power bogie provided in the third embodiment of the application. As shown in FIG. 76, the driving device 5 includes a direct drive motor 51 and a balance bar 52. The direct drive motor 51 is arranged on the axle 11 and is located between the two axle boxes 13. One end of the balance bar 52 is connected with the housing of the direct drive motor 51, and the other end is connected with the connecting base 3. The specific implementation of the driving device 5 can refer to the above-mentioned embodiment, and this embodiment will not repeat the description.

The remaining parts of the bogie provided in this embodiment can be implemented with reference to the foregoing embodiments, and this embodiment will not repeat the description.

In the second and third embodiments described above, the axle box 13 is located inside the wheel 12. In addition, the axle box 13 can also be arranged on the outer side of the wheel 12. Correspondingly, the end of the side beam 2 also extends to the outer side of the wheel 12 to be assembled with the axle box 13 through a series of suspension devices 7. The connecting seat 3 is connected to the axle box 13 through a single tie rod 95. The connecting seat 3 is also connected with a brake device 6, and the position of the brake device 6 corresponds to the wheel 12. Therefore, the structure of the connecting seat 3 can be adjusted adaptively to meet Assemble the components.

When the axle box 13 is located outside the wheel 12, a bearing is provided between the box body 131 of the axle box 13 and the axle 11. For the power bogie adopting the direct drive motor 51, a bearing is also arranged between the motor housing 511 and the rotor 512 to ensure the normal operation of the direct drive motor 51.

Example four

This embodiment provides a rail vehicle, which can use the bogie provided in any of the foregoing embodiments.

The rail vehicle provided by this embodiment uses the above-mentioned bogie, and uses two independent side beams to span two sets of wheels. The two side beams are parallel to each other, and the ends of the side beams are located above the axle box. Support; A connecting seat is provided in the middle of each side beam, and the traction device is connected between the two connecting seats to provide traction or braking force to the vehicle body. Since the two side beams are independent, the volume is small, the weight is lighter, and the manufacturing process is less difficult. In the subsequent assembly process with other components, the hoisting process is relatively light, which can simplify the alignment and alignment operations. Shorten the production time of the bogie to improve the production efficiency of the entire rail vehicle.

In the description of this application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", " The orientation or positional relationship indicated by “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inner”, and “outer” are based on the orientation shown in the drawings or The positional relationship is only for the convenience of describing the application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the application.

In addition, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of these features. In the description of the present application, "a plurality of" means at least two, such as two, three, etc., unless specifically defined otherwise.

In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and other terms should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection , Or integrated; it can be mechanically connected, or it can be electrically connected or can communicate with each other; it can be directly connected, or indirectly connected through an intermediate medium, it can be the internal communication of two components or the interaction of two components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

Although some optional embodiments of the present application have been described, those skilled in the art can make additional changes and modifications to these embodiments once they learn the basic creative concept. Therefore, the appended claims are intended to be interpreted as including some optional embodiments and all changes and modifications falling within the scope of the present application.

Obviously, those skilled in the art can make various changes and modifications to the application without departing from the spirit and scope of the application. In this way, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalent technologies, this application also intends to include these modifications and variations.

Claims

A bogie, characterized in that it comprises:

Two sets of wheel sets arranged side by side; the wheel sets include an axle and two wheels symmetrically arranged on the axle;

Two side beams across the two sets of wheels; the two side beams are parallel to each other;

The axle box is arranged on the wheel set and is located under the side beams for supporting the side beams;

Two connecting seats, each set in the middle of a side beam;

The traction device is connected between the two connecting seats; the traction device is also used to connect with the vehicle body.
The bogie according to claim 1, further comprising:

The driving device is arranged on the wheel set and is used to directly drive the axle to rotate.
The bogie according to claim 1, further comprising:

The braking device is connected to the connecting seat and is used for clamping the wheel during braking.
The bogie according to claim 1, further comprising:

A series of suspension devices are arranged between the axle box and the side beams.
The bogie according to claim 1, further comprising:

The secondary suspension device is arranged on the connecting seat; the top of the secondary suspension device is used for connecting with the vehicle body.
The bogie according to claim 4, wherein the lateral width of the side beams is wide in the middle and narrow at both ends; the vertical thickness of the side beams is thick in the middle and thin at both ends, and the middle of the side beams is downward. The depression forms a fish belly.
The bogie according to claim 4 or 6, wherein the primary suspension device includes:

A series of rigid supporting bases;

A series of rigid support layers and a series of elastic buffer layers are alternately stacked and arranged above a series of rigid support base layers; the outermost series of rigid support layers are in contact with the bottom surface of the side beams.
The bogie according to claim 7, wherein the bottom surface of the side beam is provided with a system accommodating recess;

The top surface of the first suspension device has a shape with a middle height and a low end, and is used to be accommodated in the first system accommodating recess for cooperating and positioning with the side beam.
The bogie according to claim 8, wherein the bottom surface of the primary rigid support base layer is flat, and the middle part of the top surface is convex upward;

The first series of elastic buffer layer is a plate-shaped structure with uniform thickness and upwardly convex middle part that matches the shape of the top surface of a series of rigid support base layers;

The first series of rigid support layer is a plate-shaped structure with uniform thickness and upwardly convex middle part to match the shape of the top surface of the first series of rigid support base layer.
The bogie according to claim 4, wherein the side beam comprises:

First beam

The second beam slab is located above the first beam slab and has a preset distance from the first beam slab;

The beam plate buffer is arranged between the middle part of the first beam plate and the middle part of the second beam plate.
The bogie of claim 10, wherein the primary suspension device comprises:

The first suspension component is arranged between the first beam plate and the second beam plate;

The second suspension assembly is arranged between the first beam plate and the axle box.
The bogie according to claim 11, wherein the first suspension assembly comprises: a series of rigid support layers and a series of elastic buffer layers arranged alternately; on the outermost two series of rigid support layers With a series of positioning holes;

Both the bottom surface of the second beam plate and the top surface of the first beam plate are provided with a series of positioning pins that can correspondingly penetrate a series of positioning holes.
The bogie according to claim 11, wherein the second suspension assembly comprises:

Two series of rigid support base layers, and a series of rigid support layers and a series of elastic buffer layers located between the two series of rigid support base layers and alternately stacked, and the series of elastic buffer layers are in contact with the series of rigid support base layers ; Two series of rigid support bases are equipped with a series of positioning holes;

Both the bottom surface of the first beam plate and the top of the axle box are provided with a series of positioning pins that can correspondingly penetrate into a series of positioning holes.
The bogie according to claim 12 or 13, wherein the first series of rigid support layers are metal layers; and the first series of elastic buffer layers are rubber layers.
The bogie according to claim 10, 11, 12 or 13, wherein the beam plate buffering member is a rubber member and is closely attached to the first beam plate and the second beam plate.
The bogie according to claim 10, 11, 12 or 13, wherein the beam plate buffer is connected to the connecting seat;

When the load of the car body received by the bogie is the first load, there is a first buffer gap between the beam plate buffer and the first beam plate;

When the load of the vehicle body received by the bogie is the second load, the beam plate buffer member is lowered to contact the first beam plate.
The bogie according to claim 10, 11, 12 or 13, characterized in that:

The lateral width of the first beam is wide in the middle and narrow at both ends; the vertical thickness of the first beam is thick in the middle and thin at both ends, and the middle of the first beam is recessed downward to form a fish belly;

The lateral width of the second beam is wide in the middle and narrow at both ends; the vertical thickness of the second beam is thick in the middle and thin at both ends, and the middle of the second beam is recessed downward to form a fish belly shape.
The bogie according to claim 10, wherein the first beam plate is a carbon fiber plate; and the second beam plate is a carbon fiber plate.
The bogie according to claim 5, further comprising:

The bottom end of the side beam connecting pin is fixed with the side beam, and the top end passes through the connecting seat from bottom to top and then is inserted into the secondary suspension device.
The bogie according to claim 5, wherein the secondary suspension device comprises:

The secondary rigid support layer and the secondary elastic buffer layer are alternately stacked; the secondary rigid support layer is located on the outermost side.
The bogie according to claim 20, wherein the number of the secondary rigid support layer is three, the number of the secondary elastic buffer layer is two; the two secondary elastic buffer layers are respectively arranged adjacent to each other Between the two secondary rigid support layers; along the direction from the secondary rigid support layer on the outer side to the rigid support layer on the inner side, the cross-sectional area of the secondary elastic buffer layer gradually decreases.
The bogie according to claim 21, wherein the cross-sectional area of the secondary rigid support layer is circular; the cross-sectional area of the secondary elastic buffer layer is circular.
The bogie according to claim 20, wherein the secondary rigid support layer is a metal layer; and the secondary elastic buffer layer is a rubber layer.
The bogie according to claim 1, wherein the traction device comprises:

Traction beam; both ends of the traction beam are respectively connected to the connecting seat of the corresponding end;

The top of the traction pin is used to connect with the car body;

The traction buffer is arranged between the traction pin and the traction beam.
The bogie according to claim 24, wherein the traction beam is a rod-shaped structure;

The traction buffer includes:

The upper hoop is connected with the bottom end of the traction pin;

The lower hoop is connected with the upper hoop to form an annular hoop, and the annular hoop is arranged outside the traction beam;

The first buffer sleeve is arranged between the annular hoop and the traction beam.
The bogie according to claim 25, wherein the first buffer sleeve comprises:

The first outer buffer sleeve has an interference fit with the annular hoop;

The first inner buffer sleeve is in interference fit with the traction beam;

The first middle buffer sleeve is arranged between the first outer buffer sleeve and the first inner buffer sleeve; the end of the first middle buffer sleeve is provided with a deformation hole extending in the axial direction.
The bogie according to claim 26, wherein the first outer buffer sleeve and the first inner buffer sleeve are both metal sleeves; and the first intermediate buffer sleeve is a rubber sleeve.
The bogie according to claim 24, 25, 26 or 27, wherein the traction device further comprises:

The second buffer sleeve is arranged between the end of the traction beam and the connecting seat.
The bogie according to claim 28, wherein the second buffer sleeve comprises:

The second outer buffer sleeve has an interference fit with the inner wall of the traction beam mounting hole provided on the connecting seat;

The second inner buffer sleeve has an interference fit with the end of the traction beam;

The second intermediate buffer sleeve is arranged between the second outer buffer sleeve and the second inner buffer sleeve.
The bogie according to claim 24, wherein the traction beam is a frame-shaped structure enclosed by a horizontal frame and a longitudinal frame; the traction buffer is located in the area enclosed by the frame-shaped structure, so The bottom end of the traction pin is inserted between the traction buffer members.
The bogie according to claim 30, wherein the traction buffer member comprises:

Enclosure baffle, enclosed on the outside of the traction pin;

The traction buffer assembly is arranged between the enclosure baffle and the horizontal frame;

The traction buffer connecting bolt is used to connect the traction buffer assembly and the horizontal frame.
The bogie according to claim 31, wherein the traction buffer member further comprises:

The traction buffer adjustment gasket is arranged between the traction buffer assembly and the transverse frame; the traction buffer adjustment gasket is provided with a gasket opening that can accommodate the traction buffer connection bolt.
The bogie according to claim 30, further comprising:

One end of the traction connecting pin is connected with the longitudinal frame, and the other end is inserted into the traction beam installation hole arranged on the inner side of the connecting seat.
The bogie according to claim 33, further comprising:

The traction connecting bolt passes through the longitudinal frame and the connecting seat and is fixed with the traction connecting nut.
The bogie according to claim 33, further comprising:

The traction buffer connection sleeve is pressed between the traction connection pin and the inner wall of the traction beam installation hole.
The bogie according to claim 35, wherein the traction buffer connecting sleeve comprises:

The outer sleeve of the traction buffer is in interference fit with the mounting hole of the traction beam;

The inner sleeve of the traction buffer is in interference fit with the traction connecting pin;

The traction buffer middle sleeve is arranged between the traction buffer outer layer sleeve and the traction buffer inner layer sleeve.
The bogie according to claim 36, wherein the traction buffer outer sleeve and the traction buffer inner sleeve are metal sleeves; the traction buffer middle sleeve is a rubber sleeve;

The outer peripheral surface of the traction buffer intermediate sleeve is a spherical surface.
The bogie according to claim 2, wherein the driving device comprises:

The direct drive motor is located between two wheels; the direct drive motor includes a motor housing, a stator and a rotor; wherein the rotor is connected to the axle, and the stator is connected to the motor housing;

The balance rod is connected between the motor housing and the connecting seat.
The bogie according to claim 38, wherein the axle box is located inside the wheel; the motor housing is connected to the box body of the axle box.
The bogie according to claim 1, wherein the wheels comprise:

Wheel core; the center of the wheel core is provided with a shaft hole for the axle to pass through;

The wheel tyre is sleeved on the outer peripheral surface of the wheel core and has an interference fit with the wheel core;

The wheel ring is used to connect the wheel core and the wheel tyre.
The bogie according to claim 40, wherein the inner peripheral surface of one end of the wheel tyre in the axial direction is provided with a limit flange;

The end of the wheel core facing the assembly direction of the wheel tyre is provided with a stepped surface that can be overlapped on the limit flange, and the limit flange is used to restrict the wheel core from falling out of the wheel tyre in the assembly direction.
The bogie according to claim 40 or 41, wherein the inner peripheral surface of the other end of the wheel tyre in the axial direction is provided with a wheel ring assembly groove;

The wheel ring is inserted in the wheel ring assembly groove, and the inner edge presses the wheel core in the wheel tyre.
The bogie according to claim 40, wherein the wheel core is made of aluminum-based graphene material, aluminum alloy or magnesium alloy.
The bogie according to claim 3, wherein the braking device comprises:

Brake unit

The brake unit connecting piece is connected to the brake unit; the brake unit connecting piece has a first vertical mounting surface, which is used for fitting and connecting with a second vertical mounting surface provided on the connecting seat.
The bogie according to claim 44, wherein the brake unit connecting piece is provided with a brake connecting piece bolt hole whose center line is perpendicular to the first vertical mounting surface, and the brake connecting piece bolt The hole is connected with the connecting seat.
The bogie according to claim 44 or 45, wherein the first vertical mounting surface is provided with a first supporting part, and the second vertical mounting surface is provided with a shape matching the first supporting part. The second supporting portion; the second supporting portion is used to apply an upward supporting force to the first supporting portion.
The bogie according to claim 46, wherein the first supporting portion is a supporting groove opened on the first vertical mounting surface, and the length direction of the supporting groove is parallel to the horizontal plane; The bracket is located in the middle of the first vertical installation surface along the vertical direction;

The second supporting portion is a supporting key protruding from the second vertical mounting surface, and the supporting key can be accommodated in the supporting groove; the supporting key protruding from the second vertical mounting surface The height is less than the depth of the bracket.
The bogie according to claim 1, further comprising:

A single tie rod extends in the longitudinal direction and is connected between the axle box and the connecting seat.
The bogie according to claim 48, further comprising: a first tie rod connecting assembly for connecting the single tie rod and the axle box;

The first pull rod connection assembly includes:

The first mandrel is inserted into the first pull rod hole opened at one end of the single pull rod; both ends of the first mandrel are exposed outside the first pull rod hole; both ends of the first mandrel are provided with first cores Shaft bolt hole;

The tie rod connection stud has one end fixed in the tie rod threaded hole provided on the axle box, and the other end passes through the first mandrel bolt hole and is connected to the first tie rod connection nut.
The bogie according to claim 49, wherein the first mandrel comprises:

First mandrel body;

The first mandrel casing is sleeved on the first mandrel body and is in interference fit with the first tie rod hole;

The first mandrel buffer sleeve is arranged between the first mandrel body and the first mandrel outer sleeve.
The bogie according to claim 48, further comprising: a second tie rod connecting assembly for connecting the single tie rod and the connecting seat;

The second pull rod connection assembly includes:

The second mandrel is inserted into the second pull rod hole opened at the other end of the single pull rod; both ends of the second mandrel are exposed outside the second pull rod hole; both ends of the second mandrel are provided with second Mandrel bolt hole;

The tie rod connecting bolts sequentially pass through the tie rod connecting holes and the second core shaft bolt holes provided on the connecting seat, and then are fixedly connected with the second tie rod connecting nuts.
The bogie of claim 51, wherein the second mandrel comprises:

Second mandrel body;

The second mandrel jacket is sleeved on the second mandrel body and is in interference fit with the second tie rod hole;

The second mandrel buffer sleeve is arranged between the second mandrel body and the second mandrel outer sleeve.
The bogie according to claim 48, further comprising:

The anti-rolling connecting rod extends in the transverse direction and is connected between two single tie rods.
The bogie according to claim 1 or 53, further comprising:

The anti-side-rolling torsion rod is connected to the connecting seat through the shock absorber mounting seat, and is also used to connect to the vehicle body.
The bogie according to claim 1, further comprising:

The anti-snaking shock absorber has one end connected to the connecting seat through the shock absorber mounting seat, and the other end is used to connect to the vehicle body.
The bogie according to claim 1, further comprising:

One end of the vertical shock absorber is connected to the connecting seat through the shock absorber mounting seat, and the other end is used to connect to the vehicle body.
The bogie according to claim 30, further comprising:

One end of the transverse shock absorber is connected with the traction pin, and the other end is connected with the connecting seat.
The bogie according to claim 1, wherein the connecting seat comprises:

First body

The second seat body is located above the first seat body, is connected to the first seat body and surrounds the first seat body to form a passage through which the side beam can pass.
The bogie according to claim 58, wherein the second seat body comprises:

Seat top plate;

The top end of the second inner side plate of the seat body is connected to the lateral inner edge of the top plate of the seat body;

The top end of the second seat body outer plate is connected to the lateral outer edge of the seat body top plate; the lateral distance between the second seat body outer plate and the second seat body inner plate is greater than the lateral width of the middle part of the side beam.
The bogie according to claim 58 or 59, wherein the first seat body comprises:

Base plate

The seat body connecting portion is arranged on the seat body bottom plate and is used to connect with the second seat body.
The bogie according to claim 59, wherein the top plate of the seat body is provided with a balance bar interface for connecting with one end of the balance bar, and the other end of the balance bar is connected to the drive motor provided on the wheel set. The shell is connected.
The bogie according to claim 61, further comprising:

The balance rod connector is used to connect the balance rod interface and the balance rod; the balance rod connector includes:

The balance bar mandrel is inserted into the balance bar connecting hole at the end of the balance bar; both ends of the balance bar mandrel expose the balance bar connection hole; both ends of the balance bar mandrel are provided with balance bars Mandrel connection hole;

The balance rod connecting bolt passes through the balance rod mandrel connecting hole and is fixed in the balance rod threaded hole provided on the balance rod interface.
The bogie according to claim 62, characterized in that the balance bar interface is a balance bar connecting convex portion arranged on the inner corner of the top plate of the seat body, and the balance bar connecting convex portion is provided with an end portion for receiving the balance bar The balance rod relief groove; the balance rod threaded holes are provided on the end faces of the connecting protrusions on both sides of the balance rod relief groove.
The bogie according to claim 59, wherein a brake mounting seat is provided on the top of the outer plate of the second seat body, and the brake mounting seat is provided with a second vertical mounting surface for passing through the The second vertical mounting surface is connected with the first vertical mounting surface on the braking device.
The bogie according to claim 64, wherein the brake mounting seat is provided with a mounting seat threaded hole with a center line extending in the horizontal direction, so that a bolt that can penetrate into the mounting seat threaded hole is used for the braking device Fix it.
The bogie according to claim 65, wherein the second vertical mounting surface is provided with a second supporting portion, and the shape of the first supporting portion provided on the first vertical mounting surface of the braking device Match; the second supporting portion is used to apply an upward supporting force to the first supporting portion.
The bogie according to claim 66, wherein the second supporting portion is a supporting key protruding from the second vertical mounting surface, and the length direction of the supporting key is parallel to the horizontal plane; The supporting key is arranged at the middle position of the second vertical installation surface along the vertical direction;

The first supporting portion is a supporting groove opened on the first vertical mounting surface, and the supporting groove is used to accommodate the supporting key; the supporting key protrudes from the second vertical mounting surface The height is less than the depth of the bracket.
The bogie according to claim 59, further comprising:

The shock absorber connecting seat is arranged on the outer plate of the second seat body; the shock absorber connecting seat is used to connect at least one of a vertical shock absorber, an anti-snaking shock absorber, and an anti-rolling torsion rod.
The bogie according to claim 59, wherein a traction beam mounting hole is provided on the inner side plate of the second seat body to connect with the traction device through the traction beam mounting hole.
The bogie according to claim 59, wherein a shock absorber connecting portion for connecting a transverse shock absorber is provided on the inner side plate of the second seat body.
A rail vehicle, characterized by comprising: the bogie according to any one of claims 1-70.