Patent Description:
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. The rail vehicle mainly includes: a vehicle body and a bogie arranged under the vehicle body. The bogie is configured to carry the vehicle body and enable the functions of running and steering.

A traditional bogie mainly includes: a frame, wheel sets, a force transmission device, braking devices and buffer devices. A powered bogie also includes driving devices. The frame functions as a main frame of the bogie, and the other parts are associated with the frame. The frame is usually of an "H"-shaped structure consisting of two parallel side beams and a cross beam connected between middle parts of the two side beams. The frame itself is manufactured as a whole, and in the subsequent process of assembling other parts, the frame is also hoisted as a whole. Because the frame has a large overall size and a relatively heavy weight, its hoisting process is onerous, and after the frame is hoisted in place, the process of alignment is also relatively difficult. For this reason, the assembly of the traditional bogie is difficult, and it requires a lot of manpower and material resources and takes a long time.

<CIT> discloses a railcar bogie having a bogie frame including a cross beam supporting a car body of a railcar. <CIT> discloses an ultra high speed test CRH train bogie having a horizontal and longitudinal beam integrated type tray frame. <CIT> discloses a bogie of a high-speed motor train unit having a brand-new bogie structure and a hanging connection and traction mode. <CIT> discloses a bogie of a railway vehicle capable of reducing the stress applied to the welding portion between brake gear attachments and transoms.

Embodiments of this application provide a bogie and a rail vehicle, which can reduce the assembly difficulty of the bogie.

An embodiment of a first aspect of this application provides a bogie, including:.

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

According to the technical solution of the embodiment of this application, two independent side beams span over the two wheel sets, the two side beams are parallel to each other, and ends of the side beams are located above the axle boxes adjacent to inner sides of their respective wheels and supported by the axle boxes; the primary suspension devices are arranged between the axle boxes and the side beams; one connection base is arranged at the middle part of each side beam, each of connection bases is connected to the axle boxes of the respective side beam by simplex pull rods, and wherein opposite simplex pull rods of the two side beams are connected by anti-roll links to exert a downward vertical force when there is a difference in elevation between the wheels, and the force transmission device is connected between the two connection bases to transmit a traction force or braking force for the vehicle body. Since the two side beams are independent, the advantages of small size, light weight and low manufacturing difficulty are achieved. In the subsequent assembly process with other parts, the side beams can be hoisted easily and conveniently, which can simplify the operation of alignment.

The drawings described herein are intended to provide a further understanding of this application and constitute a part of this application. The illustrative embodiments of this application and the description thereof are for explaining this application and do not constitute an undue limitation of this application. In the figures:.

<NUM>-axle; <NUM>-wheel; <NUM>-wheel boss; <NUM>-axle hole; <NUM>-spoke plate; <NUM>-stepped surface; <NUM>-oil groove; <NUM>-oil filler hole; <NUM>-wheel rim; <NUM>-tread; <NUM>-wheel flange; <NUM>-limiting flange; <NUM>-wheel ring assembling groove; <NUM>-wheel ring; <NUM>-wheel ring notch; <NUM>-brake disc; <NUM>-axle box; <NUM>-box body; <NUM>-bearing; <NUM>-pull rod threaded hole; <NUM>-pull rod connecting protrusion;.

<NUM>-side beam; <NUM>-side beam connecting pin; <NUM>-primary positioning pin; <NUM>-primary accommodating recess;.

<NUM>-connection base; <NUM>-first base body; <NUM>-base body bottom plate; <NUM>-base body connecting part; <NUM>-base body weight reduction hole; <NUM>-second base body; <NUM>-base body top plate; <NUM>-side beam connecting hole; <NUM>-balance rod connecting protrusion; <NUM>-balance rod threaded hole; <NUM>-second base body inner side plate; <NUM>-traction beam connecting sleeve; <NUM>-connecting flange; <NUM>-second base body outer side plate; <NUM>-damper mounting portion; <NUM>-base body connecting bolt; <NUM>-base body connecting nut; <NUM>-base body connecting gasket; <NUM>-traction beam mounting hole; <NUM>-pull rod connecting column; <NUM>-pull rod connecting hole; <NUM>-brake mounting base; <NUM>-second vertical mounting surface; <NUM>-mounting base threaded hole; <NUM>-support key;.

<NUM>-force transmission device; <NUM>-traction beam; <NUM>-longitudinal frame; <NUM>-traction bolt connecting hole; <NUM>-lateral frame; <NUM>-frame edge connecting hole; <NUM>-traction pin; <NUM>-vehicle body mounting portion; <NUM>-vehicle body connecting hole; <NUM>-traction buffer; <NUM>-surrounding baffle plate; <NUM>-traction buffer assembly; <NUM>-first metal connector; <NUM>-rubber connector; <NUM>-second metal connector; <NUM>-third metal connector; <NUM>-traction buffer connecting bolt; <NUM>-traction buffer adjusting gasket; <NUM>-gasket opening; <NUM>-traction connecting pin; <NUM>-traction connecting bolt; <NUM>-traction buffer connecting sleeve; <NUM>-outer traction buffer sleeve; <NUM>-inner traction buffer sleeve; <NUM>-middle traction buffer sleeve; <NUM>-buffer gap;.

<NUM>-driving device; <NUM>-direct drive motor; <NUM>-motor housing; <NUM>-rotor; <NUM>-balance rod; <NUM>-balance rod connecting hole; <NUM>-balance rod mandrel; <NUM>-balance rod mandrel connecting hole; <NUM>-balance rod connecting bolt;.

<NUM>-braking device; <NUM>-braking unit; <NUM>-braking unit connector; <NUM>-first vertical mounting surface; <NUM>-brake connector bolt hole; <NUM>-brake connecting bolt; <NUM>-support groove;.

<NUM>-primary suspension device; <NUM>-primary rigid support layer; <NUM>-primary elastic buffer layer; <NUM>-primary positioning hole; <NUM>-primary rigid support base layer;.

<NUM>-secondary suspension device; <NUM>-secondary rigid support layer; <NUM>-secondary elastic buffer layer; <NUM>-secondary connecting hole;.

<NUM>-anti-yaw damper; <NUM>-anti-roll torsion bar; <NUM>-vertical damper; <NUM>- lateral damper; <NUM>-lateral damper mounting base; <NUM>-simplex pull rod; <NUM>-first pull rod hole; <NUM>-second pull rod hole; 95a1-first mandrel; 95a11-first mandrel bolt hole; 95a12-first mandrel body; 95a13-first outer mandrel sleeve; 95a14-first mandrel buffer sleeve; 95a2-pull rod connecting stud; 95a3-first pull rod connecting nut; 95b1-second mandrel; 95b11-second mandrel bolt hole; 95b2-pull rod connecting bolt; 95b3-second pull rod connecting nut; <NUM>-anti-roll link; <NUM>-damper mounting base.

To make the technical solutions and advantages of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part, not exhaustive of all embodiments of this application. It should be noted that embodiments in this application and the features in the embodiments may be combined with each other without conflict.

This embodiment provides a bogie which can be applied to a rail vehicle. The rail vehicle may be a diesel locomotive or an electric locomotive, and may be an EMU, a subway train, a light-rail train, a tramcar, or the like.

<FIG> is a schematic structural diagram of a bogie according to a first embodiment of this application. As shown in <FIG>, the bogie according to this embodiment includes wheel sets, side beams, axle boxes, connection bases, a force transmission device, or the like.

Wherein, two wheel sets are provided and arranged in parallel. The wheel set includes an axle <NUM> and wheels <NUM>, and two wheels <NUM> are provided and symmetrically arranged on the axle. The axle <NUM> is connected with the wheels <NUM>, and rotation of the axle <NUM> can drive the wheels <NUM> to rotate synchronously. Two axle boxes <NUM> are provided and symmetrically arranged on the axle <NUM> and located at inner sides of the wheels <NUM>. A bearing is arranged between the axle box <NUM> and the axle <NUM>, so that the axle <NUM> can rotate relative to the axle box <NUM>. In this embodiment, a direction of a centerline of the axle <NUM> is referred to as a lateral direction, a direction in which the rail vehicle travels is referred to as a longitudinal direction, and a direction which is perpendicular to a horizontal plane is referred to as a vertical direction.

Two side beams <NUM> are provided and independent of each other. The two side beams are parallel, extend in the longitudinal direction, and respectively span over the two wheel sets. Two ends of the side beam <NUM> are located above the axle box <NUM>, and the axle box <NUM> is configured to support the side beam <NUM>.

A primary suspension device <NUM> may be arranged between the side beam <NUM> and the axle box <NUM> to support the side beam <NUM> and buffer the vertical force between the side beam <NUM> and the axle box <NUM>.

One connection base <NUM> is arranged at the middle part of each side beam <NUM>, the force transmission device <NUM> is connected between the two connection bases <NUM>, and a top of the force transmission device <NUM> is further configured to be connected to a vehicle body. The force transmission device <NUM> is configured to transmit a traction force or braking force to the vehicle body. A buffer device may be arranged between the connection base <NUM> and the vehicle body and configured to support the vehicle body and transmit a vertical force.

If the bogie is provided with driving devices, the bogie is regarded as a powered bogie; if without a driving device, the bogie is regarded as a non-powered bogie. The bogie may further be provided with braking devices for clamping the wheels <NUM> to carry out braking in a braking state.

The transmission path of the vertical force of the bogie is: vehicle body-connection base-side beam-axle box-axle-wheel-track. The transmission path of a lateral force is: vehicle body-connection base and side beam-axle box-axle-wheel-track, and vehicle body-force transmission device-connection base and side beam-axle box-axle-track. The transmission path of the braking force is: braking device-wheel-axle-axle box-connection base and side beam-force transmission device-vehicle body. The transmission path of the longitudinal force (traction force) of the powered bogie is: driving device-axle-axle box-connection base and side beam-force transmission device-vehicle body.

According to the technical solution of this embodiment, two independent side beams span over the two wheel sets, the two side beams are parallel to each other, and ends of the side beams are located above the axle boxes and supported by the axle boxes; the primary suspension devices are arranged between the axle boxes and the side beams; one connection base is arranged at the middle part of each side beam, and the force transmission device is connected between the two connection bases to provide the traction force or braking force for the vehicle body. Since the two side beams are independent, the advantages of small size, light weight and low manufacturing difficulty are achieved. In the subsequent assembly process with other parts, the side beams can be hoisted easily and conveniently, which can simplify the operation of alignment.

The connection base <NUM> can be provided with corresponding connecting openings for connection with a driving device <NUM> and a braking device <NUM>. The bogie may further be provided with structures, such as a lateral damper, a vertical damper, an anti-yaw damper, and an anti-roll torsion bar, all of which can be connected to the connection base <NUM>.

A secondary suspension device <NUM> may be arranged on the connection base <NUM> to support the vehicle body and also to buffer the vertical force between the vehicle body and the connection base <NUM>.

This embodiment provides a specific implementation of a bogie.

As shown in <FIG>, the bogie according to this embodiment includes two mutually independent side beams <NUM>, and the two side beams <NUM> are parallel and extend in the longitudinal direction. The axle box <NUM> is located at an inner side of a wheel <NUM> and is close to the wheel <NUM>. An end of the side beam <NUM> is connected to the axle box <NUM> through the primary suspension device <NUM>, and the primary suspension device <NUM> functions to support the side beam <NUM> and buffer a vertical force.

One connection base <NUM> is arranged at the middle part of each side beam <NUM>, and a secondary suspension device <NUM> is arranged at the top of the connection base <NUM>. The secondary suspension device <NUM> is connected to a vehicle body at the top and functions to support the vehicle body and buffer the vertical force.

The force transmission device <NUM> is connected between the two connection bases <NUM> and configured to transmit a lateral force. The force transmission device <NUM> is connected with the vehicle body at the top and configured to transmit a traction force or braking force to the vehicle body.

An outer surface of the connection base <NUM> is provided with brake mounting bases for mounting braking devices <NUM>. A braking unit in the braking device <NUM> extends to two sides of the wheel <NUM> and clamps the wheel <NUM> to carry out braking in a braking state.

The outer surface of the connection base <NUM> is provided with a damper mounting portion <NUM> for connecting an anti-yaw damper <NUM>, an anti-roll torsion bar <NUM> and a vertical damper <NUM>.

A detailed description of each part in the bogie is provided as follows.

First, the implementation of the connection base <NUM> will be described in detail. <FIG> is an outside schematic diagram of the connection base according to the second embodiment of this application; and <FIG> is an inside schematic diagram of the connection base according to the second embodiment of this application. <FIG> is obtained from the view angle of the outside of the bogie, and <FIG> is obtained from the view angle of the inside of the bogie. As shown in <FIG> and <FIG>, the connection base <NUM> is of a box-shaped structure and is transparent in its longitudinal direction.

<FIG> is an outside schematic diagram of an assembly of the side beam and the connection base according to the second embodiment of this application; and <FIG> is an inside schematic diagram of the assembly of the side beam and the connection base according to the second embodiment of this application. As shown in <FIG> and <FIG>, the side beam <NUM> passes through the connection base <NUM>, and the top inner surface of the connection base <NUM> and the side beam <NUM> come into contact and are assembled.

The connection base <NUM> can be of an integral structure, or can be an assembly of several parts. This embodiment provides a specific implementation of the connection base <NUM>. <FIG> is an exploded view of the connection base according to the second embodiment of this application. As shown in <FIG>, the connection base <NUM> mainly includes a first base body <NUM> and a second base body <NUM>. The second base body <NUM> is located above the first base body <NUM> and connected with the first base body <NUM> to form the box-shaped structure. The first base body <NUM> and the second base body <NUM> define a passage through which the side beam <NUM> can pass.

Specifically, the second base body <NUM> mainly includes: a base body top plate <NUM>, a second base body inner side plate <NUM>, and a second base body outer side plate <NUM>. The base body top plate <NUM> is parallel to the horizontal plane and is generally rectangular; in other words, the base body top plate <NUM> has four edges. An edge of the base body top plate <NUM> at a side facing the force transmission device is referred to as a lateral inner edge, and an edge at a side away from the force transmission device is referred to as a lateral outer edge.

The second base body inner side plate <NUM> is perpendicular to the lateral direction, and the top thereof is connected to the lateral inner edge of the base body top plate <NUM>. The second base body outer side plate <NUM> is perpendicular to the lateral direction, and the top thereof is connected to the lateral outer edge of the base body top plate <NUM>. A lateral distance between the second base body inner side plate <NUM> and the second base body outer side plate <NUM> is greater than a lateral width of the middle part of the side beam <NUM>, so that the side beam <NUM> can pass through a gap between the second base body inner side plate <NUM> and the second base body outer side plate <NUM>.

The first base body <NUM> mainly includes: a base body bottom plate <NUM> and base body connecting parts <NUM>. The base body bottom plate <NUM> is substantially parallel to the horizontal direction and is substantially rectangular. A bottom end of the base body connecting part <NUM> is connected to the base body bottom plate <NUM> and a top end of the base body connecting part <NUM> is configured to be connected with the second base body <NUM>. Specifically, four base body connecting parts <NUM> are provided and symmetrically arranged pairwise on inner and outer edges of the base body bottom plate <NUM> and are close to top corners.

A distance between inner surfaces of the two base body connecting parts <NUM> symmetrically arranged on inner and outer sides is greater than the distance between outer surfaces of the above-mentioned second base body inner side plate <NUM> and second base body outer side plate <NUM>, so that the second base body inner side plate <NUM> and the second base body outer side plate <NUM> can be inserted between the two base body connecting parts <NUM> symmetrically arranged on the inner and outer sides.

Connection between the first base body <NUM> and the second base body <NUM> may be implemented by means of welding, bolting, or the like. In this embodiment, the connection is implemented by means of bolting, or the like. Specifically, bolt holes are respectively formed in the second base body inner side plate <NUM> and the second base body outer side plate <NUM>, and bolt holes are correspondingly formed in the base body connecting parts <NUM>. A base body connecting bolt <NUM> passes through the bolt hole in the base body connecting part <NUM> and the bolt hole in the second base body inner side plate <NUM> (or the second base body outer side plate <NUM>) in sequence, and is then fixed with a base body connecting nut <NUM>, referring to an assembly centerline in <FIG>.

In the case of connection by virtue of the above-mentioned base body connecting bolt <NUM>, a necessary number of base body connecting gaskets <NUM> can be appropriately arranged to meet the assembly requirements and reach the assembly standard.

The first base body <NUM> may be appropriately provided with a base body weight reduction hole <NUM> to reduce the weight of the connection base <NUM>, which facilitates reduction of the weight of the entire bogie.

Next, the implementation of the side beam <NUM> will be described in detail.

<FIG> is a schematic structural diagram of the side beam in the bogie according to the second embodiment of this application. As shown in <FIG> and <FIG>, the side beam <NUM> according to this embodiment is of a box-shaped structure, which may be welded by steel plates, or may be made of a carbon fiber or glass fiber material. In terms of the lateral width, the side beam <NUM> is wide in the middle and narrow at two ends, and in terms of the vertical thickness, the side beam <NUM> is thick in the middle and thin at two ends. The middle part of the side beam is recessed downward to form a fish belly shape, which improves the strength of the middle part of the side beam <NUM>.

<FIG> is a side plan view of an assembly of the side beam and an axle box through a primary suspension device in the bogie according to the second embodiment of this application; <FIG> is an exploded view of an assembly of one end of the side beam with the primary suspension device and the axle box in the bogie according to the second embodiment of this application; <FIG> is a schematic structural diagram of the primary suspension device in the bogie according to the second embodiment of this application; and <FIG> is a cross-sectional view of the primary suspension device in the bogie according to the second embodiment of this application.

As shown in <FIG>, each end of the side beam <NUM> is supported by the primary suspension device <NUM>, and a bottom end of the primary suspension device <NUM> is connected to the axle box <NUM>. The implementation of the primary suspension device <NUM> will be described in detail as follows.

As shown in <FIG>, the primary suspension device <NUM> includes: primary rigid support layers <NUM>, primary elastic buffer layers <NUM> and a primary rigid support base layer <NUM>. The primary rigid support base layer <NUM> is arranged at the bottom end, so as to be in contact with the axle box <NUM>. The primary elastic buffer layers <NUM> and the primary rigid support layers <NUM> are arranged above the primary rigid support base layer <NUM> and alternately stacked, and the primary elastic buffer layer <NUM> is in contact with the primary rigid support base layer <NUM>. The primary rigid support layer <NUM> is arranged at the top end, so as to come into contact with a bottom surface of the side beam <NUM>.

The above-mentioned primary rigid support base layer <NUM> and the primary rigid support layer <NUM> can be made of a rigid material and mainly play a supporting role to keep the overall shape of the primary suspension device <NUM> unchanged. The primary elastic buffer layer <NUM> can be made of an elastic material and can be elastically deformed to buffer the vertical force between the side beam <NUM> and the axle box <NUM>. The primary rigid support layer <NUM> and the primary rigid support base layer <NUM> can be made of a metal material as metal layers, and the primary elastic buffer layer <NUM> can be made of rubber as a rubber layer. The primary rigid support layers <NUM>, the primary elastic buffer layers <NUM> and the primary rigid support base layer <NUM> are fixed into a whole by means of vulcanization.

The top surface of the primary suspension device <NUM> is shaped to be high in the middle and low at both ends. Correspondingly, a primary accommodating recess <NUM> is formed at the bottom surface of each end of the side beam <NUM>, and the primary accommodating recess <NUM> matches the top surface of the primary suspension device <NUM> in shape, so that the top of the primary suspension device <NUM> can be accommodated in the primary accommodating recess <NUM>. During the assembly process of the side beam <NUM> and the primary suspension device <NUM>, the effect of rapid positioning and assembly can be achieved, and the production efficiency can be improved.

Moreover, if the side beam <NUM> is made of a fiber material, such as a carbon fiber and a glass fiber, the side beam <NUM> has certain elastic deformation capability. When subjected to the vertical pressure of the vehicle body, the middle part of the side beam <NUM> is deformed to some degree and the longitudinal distance between the two ends of the side beam <NUM> is reduced, causing the ends of the side beam <NUM> to move for a certain distance longitudinally relative to the primary suspension devices <NUM>. The above-mentioned positioning assembly of the primary suspension devices <NUM> and the side beam <NUM> can get adapted to the longitudinal movement of the side beam <NUM>. In other words, the primary suspension devices <NUM> will not hinder the longitudinal movement of the side beam <NUM>.

Specifically, the bottom surface of the primary rigid support base layer <NUM> is configured as a plane, and the middle part of the top surface of the primary rigid support base layer <NUM> protrudes upward to form a shape with a high middle and low ends. The primary elastic buffer layer <NUM> is of a plate-like structure with a uniform thickness and an upwardly protruding middle part, and the protrusion matches the top surface of the primary rigid support base layer <NUM> in shape. The primary rigid support layer <NUM> is of a plate-like structure with a uniform thickness and an upwardly protruding middle part, and the protrusion matches the top surface of the primary rigid support base layer <NUM> in shape.

Primary positioning holes <NUM> are formed from the bottom surface of the primary rigid support base layer <NUM> to the inside. The depth of the primary positioning holes <NUM> matches the length of primary positioning pins <NUM> arranged on the axle box <NUM>. The primary positioning pins <NUM> can be inserted into the primary positioning holes <NUM> correspondingly, so that there is no relative movement in a horizontal direction between the axle box <NUM> and the primary suspension device <NUM>.

Certainly, in addition to the above-mentioned implementation of this embodiment, other implementations may also be adopted. For example, a protrusion is formed at the bottom surface of each end of the side beam <NUM> and a recess is correspondingly formed at the top surface of the primary suspension device <NUM>; in this way, the same rapid positioning effect can also be achieved.

The assembly of the side beam <NUM> and the connection base <NUM> can be implemented as follows.

<FIG> is an exploded view of an assembly of the side beam and the connection base in the bogie according to the second embodiment of this application; and <FIG> is a cross-sectional view of the assembly of the side beam and the connection base in the bogie according to the second embodiment of this application. As shown in <FIG>, the second base body inner side plate <NUM> and the second base body outer side plate <NUM> in the second base body <NUM> respectively extend downward from two sides of the side beam <NUM> to be connected with the base body connecting part <NUM> in the first base body <NUM>, so that the side beam <NUM> is limited within an area defined by the first base body <NUM> and the second base body <NUM>.

The above-mentioned side beam <NUM> and the connection base <NUM> can be assembled in various ways. The side beam <NUM> and the connection base <NUM> can be fixedly connected or can be movably connected. This embodiment provides a specific connection manner: as shown in <FIG>, <FIG> and <FIG>, the upper surface of the side beam <NUM> is provided with a side beam connecting pin <NUM> extending upward. As shown in <FIG> and <FIG>, a side beam connecting hole <NUM> is correspondingly formed at the top of the connection base <NUM> (specifically, in the base body top plate <NUM>). The side beam connecting pin <NUM> passes upward through the side beam connecting hole <NUM> to limit the horizontal movement of the side beam <NUM>, referring to <FIG>, <FIG>.

The connection between the secondary suspension device <NUM> and the connection base <NUM> can be set as follows on the basis of the above-mentioned implementation. A secondary connecting hole is formed at the bottom of the secondary suspension device <NUM>. The above-mentioned side beam connecting pin <NUM> passes upward through the connection base <NUM> and is then inserted into the secondary connecting hole to limit the horizontal movement of the secondary suspension device <NUM>, referring to <FIG>.

The bottom end of the side beam connecting pin <NUM> can be fixed on the upper surface of the side beam <NUM>, and the top end of the side beam connecting pin <NUM> is a free end.

Alternatively, both the top and bottom ends of the side beam connecting pin <NUM> are movable ends. A blind hole is formed in the side beam <NUM>, the bottom end of the side beam connecting pin <NUM> is inserted into the blind hole, and the top end of the side beam connecting pin <NUM> passes upward through the connection base <NUM>, and is then inserted into the secondary suspension device <NUM>.

Alternatively, the top end of the side beam connecting pin <NUM> is fixed to the bottom end of the secondary suspension device <NUM>, and the bottom end of the side beam connecting pin <NUM> passes downward through the connection base <NUM> and is then inserted into the blind hole formed in the side beam <NUM>.

Alternatively, in the connection base <NUM>, the upper and lower surfaces of the base body top plate <NUM> are each provided with a connecting pin; the connecting pin arranged on the upper surface is inserted upward into the secondary suspension device <NUM>, and the connecting pin arranged on the lower surface is inserted downward into the blind hole in the side beam <NUM>.

The above-mentioned secondary suspension device <NUM> may be configured as a structure commonly used in the field, such as a steel spring, an air spring, a rubber pile, or the like, or may also adopt the structure of this embodiment. <FIG> is a schematic structural diagram of the secondary suspension device according to the second embodiment of this application; and <FIG> is a cross-sectional view of the secondary suspension device according to the second embodiment of this application. As shown in <FIG>, the secondary suspension device <NUM> includes: secondary rigid support layers <NUM> and secondary elastic buffer layers <NUM> that are alternately stacked, and the secondary rigid support layers <NUM> are located at the outermost sides. The secondary rigid support layer <NUM> at the top end is in contact with the vehicle body, and the secondary rigid support layer <NUM> at the bottom end is in contact with the connection base <NUM>. The secondary rigid support layer <NUM> can be made of a rigid material and mainly plays a supporting role to keep the overall shape of the secondary suspension device <NUM> basically unchanged. The secondary elastic buffer layer <NUM> can be made of an elastic material and can be elastically deformed to buffer the vertical force between the vehicle body and the connection base. For example, the secondary rigid support layer <NUM> can be made of a metal material as a metal layer, and the secondary elastic buffer layer <NUM> can be made of rubber as a rubber layer. The secondary rigid support layers <NUM> and the secondary elastic buffer layers <NUM> are fixed into a whole by means of vulcanization.

Specifically, three secondary rigid support layers <NUM> are provided, and the three secondary rigid support layers <NUM> are arranged in parallel. Two secondary elastic buffer layers <NUM> are provided and respectively arranged between adjacent secondary rigid support layers <NUM>. A cross-sectional area of the secondary elastic buffer layer <NUM> gradually decreases along a direction from the secondary rigid support layer <NUM> on the outer side to the secondary rigid support layer <NUM> on the inner side. From the figures, the secondary elastic buffer layer <NUM> is bowl-shaped, and the combination of the two secondary elastic buffer layers <NUM> forms an hourglass-shaped structure.

The secondary connecting hole <NUM> is formed in the secondary rigid support layer <NUM> at the bottom and extends into the secondary elastic buffer layer <NUM> below, so that the side beam connecting pin <NUM> can be inserted.

Those skilled in the art can also make appropriate improvements to the above-mentioned secondary suspension device <NUM>, so that the secondary suspension device <NUM> can be applied to different types of bogies.

The implementation of the force transmission device <NUM> is described in detail as follows.

The force transmission device <NUM> is connected between the two connection bases <NUM>, and the top end of the force transmission device <NUM> is also connected with the vehicle body to provide a traction force or braking force for the vehicle body.

This embodiment provides an implementation of the force transmission device <NUM> as follows.

<FIG> is a schematic structural diagram of an assembly of the force transmission device with the connection base and the side beam according to the second embodiment of this application; <FIG> is a schematic structural diagram of the force transmission device according to the second embodiment of this application; and <FIG> is an exploded view of the force transmission device according to the second embodiment of this application. As shown in <FIG>, the force transmission device includes: a traction beam <NUM>, a traction pin <NUM> and traction buffers <NUM>. Two ends of the traction beam <NUM> are respectively connected with the connection bases <NUM> at the corresponding ends. A top end of the traction pin <NUM> is connected with the vehicle body, a bottom end of the traction pin <NUM> is in an assembled relationship with the traction beam <NUM>, and the traction buffers <NUM> are arranged between the traction beam <NUM> and the traction pin <NUM>.

The traction pin <NUM> can refer to the structure commonly used in the prior art. The top end of the traction pin <NUM> is connected to the vehicle body, and the bottom end of the traction pin <NUM> is fitted with the traction beam <NUM>, so that the longitudinal force of the bogie can be transmitted to the traction pin <NUM> through the traction beam <NUM>, and then to the vehicle body.

In this embodiment, the top end of the traction pin <NUM> is provided with vehicle body mounting portions <NUM>, and the vehicle body mounting portion <NUM> is provided with vehicle body connecting holes <NUM>. The connection with the bottom of the vehicle body is achieved by the vehicle body connecting holes <NUM> each fitted with a bolt. The top end of the traction pin <NUM> extends in the longitudinal direction to form four vehicle body mounting portions <NUM>, and each vehicle body mounting portion <NUM> is provided with two vehicle body connecting holes <NUM>.

<FIG> is a schematic structural diagram of the traction beam in the force transmission device according to the second embodiment of this application. As shown in <FIG>, the traction beam <NUM> is of a frame-shaped structure. Frame edges parallel to the longitudinal direction are referred to as longitudinal frames <NUM>, and frame edges parallel to the lateral direction are referred to as lateral frames <NUM>. There is a smooth rounded transition between the longitudinal frame <NUM> and the lateral frame <NUM>, so that the horizontal section of the traction beam <NUM> becomes a rounded rectangle. The traction beam <NUM> is of a hollow box-shaped structure.

The bottom end of the traction pin <NUM> is located in an area surrounded by the traction beam <NUM>, and the traction buffers <NUM> are also arranged in this area and located between the traction pin <NUM> and an inner wall of the traction beam <NUM>. Specifically, two traction buffers <NUM> are provided and respectively arranged between the two longitudinal sides of the traction pin <NUM> and the corresponding lateral frames <NUM>. The traction buffer <NUM> can buffer the longitudinal force between the traction beam <NUM> and the traction pin <NUM> to avoid direct rigid impact and friction between the traction beam <NUM> and the traction pin <NUM>.

The traction buffer <NUM> can adopt a structure commonly used in the prior art, or can also adopt the structure shown in <FIG>. As shown in <FIG>, the traction buffer <NUM> includes: a surrounding baffle plate <NUM>, a traction buffer assembly <NUM>, and traction buffer connecting bolts <NUM>.

The surrounding baffle plate <NUM> is arranged around the outer side of the lower part of the traction pin <NUM>, and there is no gap between the surrounding baffle plate <NUM> and the traction pin <NUM>. The surrounding baffle plate <NUM> is composed of four flat baffle plates, and the surrounding baffle plate <NUM> can be matched with the bottom of the traction pin <NUM> in shape; that is, the surrounding baffle plate <NUM> is of a barrel structure with a rectangular horizontal section.

The traction buffer assembly <NUM> is arranged on a longitudinal end surface of the surrounding baffle plate <NUM>; that is, the traction buffer assembly <NUM> is located between the surrounding baffle plate <NUM> and the lateral frame <NUM>. The traction buffer assembly <NUM> and the lateral frame <NUM> are fixed together with the traction buffer connecting bolts <NUM>. Specifically, a frame edge connecting hole <NUM> is formed in the lateral frame <NUM>, and the centerline of the frame edge connecting hole <NUM> extends along the longitudinal direction. Bolt holes for the traction buffer connecting bolts <NUM> are correspondingly formed in the traction buffer assembly <NUM>, and the traction buffer connecting bolts <NUM> pass through the frame edge connecting holes <NUM> and the bolt holes in the traction buffer assembly <NUM> from the outside of the lateral frame <NUM> in sequence, and are then connected to corresponding nuts to fix the traction buffer assembly <NUM> on the lateral frame <NUM>.

The traction buffer assembly <NUM> is in direct contact with the surrounding baffle plate <NUM> and is located between the surrounding baffle plate <NUM> and the lateral frame <NUM> to buffer the longitudinal force therebetween.

Further, the traction buffer <NUM> further includes: traction buffer adjusting gaskets <NUM> arranged between the traction buffer assembly <NUM> and the lateral frames <NUM>. There may be one, two, three or more traction buffer adjusting gaskets <NUM> for adjusting the distance between the traction buffer assembly <NUM> and the lateral frame <NUM>. Due to the difference between the actual size and the design size of each part, a number of traction buffer adjusting gaskets <NUM> are arranged between the lateral frame <NUM> and the traction buffer assembly <NUM>, so that the distance between the traction buffer <NUM> and the traction pin <NUM> meets the design requirements. The number of the traction buffer adjusting gaskets <NUM> can be set according to the distance between the traction buffer assembly <NUM> and the lateral frame <NUM>.

The traction buffer adjusting gasket <NUM> may be pre-connected between the traction buffer assembly <NUM> and the lateral frame <NUM>, or the traction buffer adjusting gasket <NUM> may be assembled after the entire traction buffer <NUM> is assembled. <FIG> is an enlarged view of area B in <FIG>. As shown in <FIG>, in this embodiment, the traction buffer adjusting gasket <NUM> is provided with gasket openings <NUM> that can accommodate the traction buffer connecting bolts <NUM>. Two gasket openings <NUM> are provided and symmetrically distributed at two ends of the traction buffer adjusting gasket <NUM>. During application, the gasket openings <NUM> are inserted downward between the lateral frame <NUM> and the traction buffer assembly <NUM>, and the traction buffer connecting bolts <NUM> are accommodated in the gasket openings <NUM> to limit the lateral movement of the traction buffer adjusting gaskets <NUM>.

The traction buffer assembly <NUM> functions to buffer the longitudinal force between the surrounding baffle plate <NUM> and the lateral frame <NUM>, and its elastic structure can be made of a material with certain elasticity. This embodiment provides an implementation of the traction buffer assembly <NUM> as follows. <FIG> is an exploded view of the traction buffer assembly in the force transmission device according to the second embodiment of this application. As shown in <FIG>, the traction buffer assembly <NUM> includes: a first metal connector <NUM>, a rubber connector <NUM>, a second metal connector <NUM>, and a third metal connector <NUM> arranged in sequence along the longitudinal direction.

The first metal connector <NUM> is provided with bolt holes and can be connected to the lateral frame <NUM> through the traction buffer connecting bolts <NUM>. The second metal connector <NUM> and the third metal connector <NUM> are correspondingly provided with bolt holes and can be fixed together by bolts and come into contact with the surrounding baffle plate <NUM>. The rubber connector <NUM> is located between the first metal connector <NUM> and the second metal connector <NUM>. The rubber connector <NUM> is fixed to the first metal connector <NUM> and the second metal connector <NUM> by means of vulcanization.

The connection between the force transmission device <NUM> and the connection base <NUM> can be implemented as follows. As shown in <FIG> and <FIG>, a traction connecting pin <NUM> is used to connect the traction beam <NUM> and the connection base <NUM>. Specifically, one end of the traction connecting pin <NUM> is connected to the longitudinal frame <NUM> of the traction beam <NUM>, for example, to the middle part of the longitudinal frame <NUM>. The other end of the traction connecting pin <NUM> is inserted into a traction beam mounting hole <NUM> (as shown in <FIG>) on the inner side of the connection base <NUM>. The longitudinal force is transferred between the connection base <NUM> and the force transmission device <NUM> by a longitudinal acting force between the traction connecting pin <NUM> and the traction beam mounting hole <NUM>.

Further, the longitudinal frame <NUM> and the connection base <NUM> can also be connected together by a traction connecting bolt <NUM>, so that the relative position between the longitudinal frame <NUM> and the connection base <NUM> can be kept fixed.

Specifically, as shown in <FIG>, an inwardly protruding traction beam connecting sleeve <NUM> is arranged on the second base body inner side plate <NUM> of the connection base <NUM>, and provided therein with the traction beam mounting hole <NUM> having a centerline extending in the lateral direction. The traction connecting bolt <NUM> is fixed into the traction beam mounting hole <NUM>.

As shown in <FIG>, a traction bolt connecting hole <NUM> is formed at the middle part of the longitudinal frame <NUM> of the traction beam <NUM>. Correspondingly, as shown in <FIG>, an end of the traction beam connecting sleeve <NUM> extends outward to form a connecting flange <NUM>, and a bolt hole is formed in the connecting flange <NUM> (the connecting flange is not shown in <FIG>). The traction connecting bolt <NUM> passes through the longitudinal frame <NUM> and the connecting flange <NUM> in sequence and is then fitted with a corresponding traction connecting nut to achieve fixing.

The longitudinal frame <NUM> on one side is connected by four traction connecting bolts <NUM>, and the connection is rigid connection; that is, the relative position between the connection base <NUM> and the force transmission device <NUM> cannot be changed.

This embodiment also provides another connection method for implement flexible connection between the connection base <NUM> and the force transmission device <NUM>, thereby broadening the adaptability of the bogie to various road surfaces. When a small vertical bulge or depression occurs on a track, the wheel on the corresponding side travels on the bulge or depression, thus driving the connection base <NUM> to bump up and down slightly. Due to the flexible connection between the connection base <NUM> and the force transmission device <NUM>, the slight movement of the connection base <NUM> will not be transmitted to the force transmission device <NUM>, so as to ensure that the vertical height of the force transmission device <NUM> remains basically unchanged, thereby improving the stability of the vehicle body and the riding comfort.

<FIG> is an exploded view of another assembly form of the force transmission device and the connection base according to the second embodiment of this application; <FIG> is a cross-sectional view of the other assembly form of the force transmission device and the connection base according to the second embodiment of this application; and <FIG> is an enlarged view of area D in <FIG>. As shown in <FIG> and <FIG>, a traction buffer connecting sleeve <NUM> is fitted over the traction connecting pin <NUM> and pressed between the traction connecting pin <NUM> and the inner wall of the traction beam mounting hole <NUM> in the connection base <NUM>. In this way, the longitudinal force can be transmitted between the connection base <NUM> and the force transmission device <NUM> and the lateral relative position between the connection base <NUM> and the force transmission device <NUM> can also be fixed. In addition, the traction buffer connecting sleeve <NUM> itself can elastically deform in a direction of <NUM>°, so that the flexible connection between the connection base <NUM> and the force transmission device <NUM> is achieved and the connection base <NUM> and the force transmission device <NUM> can rotate relative to each other at a certain angle.

<FIG> is a schematic structural diagram of the traction buffer connecting sleeve in the force transmission device according to the second embodiment of this application. As shown in <FIG>, the traction buffer connecting sleeve <NUM> may specifically include: an outer traction buffer sleeve <NUM>, an inner traction buffer sleeve <NUM> and a middle traction buffer sleeve <NUM>. The middle traction buffer sleeve <NUM> is fixedly connected between the outer traction buffer sleeve <NUM> and the inner traction buffer sleeve <NUM>. The outer traction buffer sleeve <NUM> is configured for interference fit with the traction beam mounting hole <NUM> and the inner traction buffer sleeve <NUM> is configured for interference fit with the traction connecting pin <NUM>, so that the entire traction buffer connecting sleeve <NUM> is fixed between the traction beam mounting hole <NUM> and the traction connecting pin <NUM>.

The above-mentioned middle traction buffer sleeve <NUM> may be made of a material capable of elastic deformation. In this embodiment, the middle traction buffer sleeve <NUM> is configured as a rubber sleeve, and the outer traction buffer sleeve <NUM> and the inner traction buffer sleeve <NUM> are both configured as metal sleeves. The middle traction buffer sleeve <NUM> is fixed to the outer traction buffer sleeve <NUM> and the inner traction buffer sleeve <NUM> by means of vulcanization. When the wheel <NUM> on one side travels on a road with bulges or depressions, the vertical height of the centerline of the wheel rises, thus driving the centers of gravity of the axle <NUM>, the axle box <NUM> on the corresponding side of the wheel, and the connection base <NUM> to rise. The center of gravity of the connection base <NUM> is raised, resulting in a certain angle between the centerline of the traction beam mounting hole <NUM> and the centerline of the traction connecting pin <NUM>. Because the middle traction buffer sleeve <NUM> can be elastically deformed, its upper part is compressed, its lower part is stretched, and the deformation of the traction connecting pin <NUM> is reduced and transmitted to the force transmission device <NUM>, so that the center of gravity of the force transmission device <NUM> remains unchanged.

Further, an outer peripheral surface of the middle traction buffer sleeve <NUM> is configured as a spherical surface, so that its middle position along the centerline direction is fixedly connected with the outer traction buffer sleeve <NUM>, and a certain buffer gap <NUM> is formed between its two ends along the centerline direction and the outer traction buffer sleeve <NUM>. This buffer gap <NUM> can function as a deformation space for the middle traction buffer sleeve <NUM>, thereby increasing the deformation of the middle traction buffer sleeve <NUM> and further improving the buffering effect.

The above-mentioned force transmission device <NUM> is configured to transmit the longitudinal force between the connection base <NUM> and the vehicle body, and the longitudinal force between the connection base <NUM> and the axle box <NUM> can be transmitted through the side beam <NUM>. If the side beam <NUM> is configured as a rigid beam, a better force transmission effect can be achieved. If the side beam <NUM> is made of a carbon fiber, a glass fiber, or the like, a connection structure is required to be arranged between the connection base <NUM> and the axle box <NUM> to transmit the longitudinal force.

<FIG> is a schematic structural diagram of an arrangement of a simplex pull rod between the connection base and the axle box according to the second embodiment of this application. As shown in <FIG>, the simplex pull rod <NUM> is arranged between the connection base <NUM> and the axle box <NUM> on the same side in the lateral direction to transmit the longitudinal force. The simplex pull rod <NUM> extends in the longitudinal direction and has one end connected to the connection base <NUM> and the other end connected to the axle box <NUM>.

<FIG> is an exploded view of an assembly of the simplex pull rod with a first pull rod connecting assembly and a second pull rod connecting assembly according to the second embodiment of this application. As shown in <FIG>, the first pull rod connecting assembly can be configured to connect the simplex pull rod <NUM> and the axle box <NUM>, and the second pull rod connecting assembly can be configured to connect the simplex pull rod <NUM> and the connection base <NUM>.

Specifically, first, an implementation of the first pull rod connecting assembly is described in detail as follows.

<FIG> is an exploded view of an assembly of the simplex pull rod and the axle box according to the second embodiment of this application; and <FIG> is a schematic structural diagram of the assembly of the simplex pull rod and the axle box according to the second embodiment of this application. As shown in <FIG>, one end of the simplex pull rod <NUM> is provided with a first pull rod hole <NUM>, and a centerline of the first pull rod hole <NUM> extends in the lateral direction. Correspondingly, the axle box <NUM> is provided with pull rod threaded holes <NUM>.

The above-mentioned first pull rod connecting assembly includes: a first mandrel 95a1 and pull rod connecting studs 95a2. The first mandrel 95a1 is inserted into the first pull rod hole <NUM>. Two ends of the first mandrel 95a1 are exposed out of the first pull rod hole <NUM>, and first mandrel bolt holes 95a11 are formed at the two ends. One end of the pull rod connecting stud 95a2 is fixed in the pull rod threaded hole <NUM> in the axle box <NUM> by threaded fitting, and the other end of the pull rod connecting stud 95a2 passes through the first mandrel bolt hole 95a11 and is then connected to a first pull rod connecting nut 95a3. A gasket can be arranged between the pull rod connecting stud 95a2 and the first pull rod connecting nut 95a3 as required.

Two pull rod connecting protrusions <NUM> are arranged on a box body <NUM> of the axle box <NUM>, and each pull rod connecting protrusion <NUM> is provided with the pull rod threaded hole <NUM> having a centerline extending in the longitudinal direction.

In addition to the above implementation of this embodiment, other implementations may also be used to connect the simplex pull rod <NUM> and the axle box <NUM>, which is not limited in this embodiment.

<FIG> is a cross-sectional view of a first mandrel according to the second embodiment of this application. As shown in <FIG>, the first mandrel 95a1 may specifically include: a first mandrel body 95a12, a first outer mandrel sleeve 95a13 and a first mandrel buffer sleeve 95a14. The first mandrel body 95a12 has a cylindrical middle part and two rectangular parallelepiped ends, and the first mandrel bolt holes 95a11 are formed in the rectangular parallelepiped parts. The first outer mandrel sleeve 95a13 is fitted over the first mandrel body 95a12 and is in interference fit with the inner wall of the first pull rod hole <NUM>.

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

Since the first mandrel buffer sleeve 95a14 itself can deform within a range of <NUM>°, when the wheel travels in an uneven area, the vertical heights of the wheel <NUM> and the axle box <NUM> are increased. Through the deformation of the first mandrel buffer sleeve 95a14, a force applied by the axle box <NUM> to the simplex pull rod <NUM> due to the height change can be offset and the vertical height of the simplex pull rod <NUM> is not changed; as a result, the vertical heights of the connection base <NUM> and the vehicle body will not be influenced and the riding comfort can be improved.

Second, an implementation of the second pull rod connecting assembly is described in detail as follows.

<FIG> is an exploded view of an assembly of the simplex pull rod and the connection base according to the second embodiment of this application; and <FIG> is a schematic structural diagram of the assembly of the simplex pull rod and the connection base according to the second embodiment of this application. As shown in <FIG>, <FIG> and <FIG>, the other end of the simplex pull rod <NUM> is provided with a second pull rod hole <NUM>, and a centerline of the second pull rod hole <NUM> extends in the lateral direction. Correspondingly, pull rod connecting holes <NUM> are formed in the connection base <NUM> to connect the simplex pull rod <NUM>.

The above-mentioned second pull rod connecting assembly includes: a second mandrel 95b1 and pull rod connecting bolts 95b2. The second mandrel 95b1 is inserted into the second pull rod hole <NUM>. Two ends of the second mandrel 95b1 are exposed out of the second pull rod hole <NUM>, and second mandrel bolt holes 95b11 are formed at the two ends. The pull rod connecting bolt 95b2 passes through the pull rod connecting hole <NUM> in the connection base <NUM> and the second mandrel bolt hole 95b11 in sequence and is then connected to a second pull rod connecting nut 95b3. A gasket can be arranged between the pull rod connecting bolt 95b2 and the second pull rod connecting nut 95b3 as required.

As shown in <FIG> and <FIG>, pull rod connecting columns <NUM> are arranged at the bottom of the connection base <NUM>, and a pull rod connecting hole <NUM> having a centerline extending in the longitudinal direction is formed in the pull rod connecting column <NUM>.

In addition to the above implementation of this embodiment, other implementations may also be used to connect the simplex pull rod <NUM> and the connection base <NUM>, which is not limited in this embodiment.

The structure of the second mandrel 95b1 may refer to the structure of the first mandrel 95a1, and the second mandrel 95b1 may be of the same structure as the first mandrel 95a1. Specifically, the second mandrel 95b <NUM> may include: a second mandrel body, a second outer mandrel sleeve, and a second mandrel buffer sleeve. The second mandrel body has a cylindrical middle part and two rectangular parallelepiped ends, and the second mandrel bolt holes 95b11 are formed in the rectangular parallelepiped parts. The second outer mandrel sleeve is fitted over the second mandrel body and is in interference fit with the inner wall of the second pull rod hole <NUM>.

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

The following is a detailed description of the components related to the wheel set.

<FIG> is a schematic structural diagram of the wheel set and the axle box according to the second embodiment of this application. As shown in <FIG>, the wheel set includes an axle <NUM> and wheels <NUM>. Two wheels <NUM> are provided and symmetrically arranged on the axle <NUM>. Two axle boxes <NUM> are provided and symmetrically arranged on the axle <NUM> and located at inner sides of the wheels <NUM>.

On the basis of the above technical solution, this embodiment provides a split wheel as follows.

<FIG> is a schematic structural diagram of the wheel according to the second embodiment of this application; and <FIG> is an exploded view of the wheel according to the second embodiment of this application. As shown in <FIG>, the wheel <NUM> includes a wheel boss <NUM>, a wheel rim <NUM>, and a wheel ring <NUM>. An axle hole <NUM> is formed at the center of the wheel boss <NUM>, and the axle <NUM> can be inserted into the axle hole <NUM> and is in interference fit with the axle hole <NUM>. A part between the axle hole <NUM> and an outer edge of the wheel boss <NUM> is configured as a spoke plate <NUM>, and a surface of the spoke plate <NUM> may be configured as a plane or a curved surface.

The wheel rim <NUM> is fitted over an outer peripheral surface of the wheel boss <NUM> and in interference fit with the wheel boss <NUM>, so that the axle <NUM>, the wheel boss <NUM> and the wheel rim <NUM> rotate synchronously. The wheel ring <NUM> is configured to connect the wheel boss <NUM> and the wheel rim <NUM>.

<FIG> is a cross-sectional view of the wheel according to the second embodiment of this application; and <FIG> is an enlarged view of area E in <FIG>. The specific structure may refer to <FIG>, a tread <NUM> is arranged at an outer peripheral surface of the wheel rim <NUM>, and one end of the tread <NUM> along the axial direction protrudes to form a wheel flange <NUM>. The tread <NUM> is configured to come into contact with a railway track, and the wheel flange <NUM> is configured to abut against an inner side of the track, so as to limit the wheel <NUM> on the track.

A limiting flange <NUM> is arranged on an inner peripheral surface of one end of the wheel rim <NUM> in the axial direction, and the limiting flange <NUM> protrudes from the outer peripheral surface to the inner peripheral surface. The limiting flange <NUM> is located at one end away from the wheel flange <NUM>. Correspondingly, an axial end of the wheel boss <NUM> is provided with a stepped surface <NUM> to be lapped on the limiting flange <NUM>. During the assembly process, the wheel boss <NUM> is mounted in the wheel rim <NUM> leftwards until the stepped surface <NUM> comes into contact with the limiting flange <NUM>, and then, the assembly of the wheel boss <NUM> is completed. The limiting flange <NUM> can limit the wheel boss <NUM> from coming off the wheel rim <NUM> from the left side.

The wheel ring <NUM> is configured to fix the wheel boss <NUM> in the wheel rim <NUM>. Specifically, a wheel ring assembling groove <NUM> is formed in an inner peripheral surface of the other end of the wheel rim <NUM> in the axial direction, and the wheel ring <NUM> can be embedded in the wheel ring assembling groove <NUM>. The wheel ring <NUM> is annular and has a thickness greater than a depth of the wheel ring assembling groove <NUM>, and the wheel ring <NUM> has an outer part embedded in the wheel ring assembling groove <NUM> and an inner part located outside the wheel ring assembling groove <NUM>. The part located outside the wheel ring assembling groove <NUM> extends to the end surface of the wheel boss <NUM> and presses the wheel boss <NUM> in the wheel rim <NUM> tightly, thus preventing the wheel boss <NUM> from coming off to the right.

The above implementation can be carried out to limit the wheel boss <NUM> within the wheel rim <NUM>, but it is not the only implementation. Those skilled in the art can also modify the above solution to obtain other implementations which can also achieve the effect of limiting the position of the wheel boss <NUM>.

The above-mentioned wheel <NUM> is of a split structure and consists of the wheel boss <NUM>, the wheel rim <NUM> and the wheel ring <NUM>. When the tread of the wheel rim <NUM> is seriously worn, only the wheel rim <NUM> needs to be replaced, and the wheel boss <NUM> does not need to be replaced. The wheel boss <NUM> can be reused, which reduces the waste of materials and reduces the operating cost of the rail vehicle. The structure of the wheel <NUM> is relatively simple and can be produced easily.

A wheel ring notch <NUM> can be formed in the wheel ring <NUM>, so that the wheel ring can be deformed for convenient assembly. The cross section of the wheel ring <NUM> may be rectangular, trapezoidal, or the like. The wheel ring assembling groove <NUM> matches the wheel ring <NUM> in shape.

The above-mentioned wheel boss <NUM> can be made of a light-weight high-strength material, such as an aluminum-based graphene material, an aluminum alloy, a magnesium alloy, or the like. Since the aluminum-based graphene material, the aluminum alloy, the magnesium alloy and other light-weight high-strength materials have the characteristics of high strength and low density, in the case where the above-mentioned wheel boss <NUM> is made of the aluminum-based graphene material, the aluminum alloy, the magnesium alloy or other light-weight high-strength materials, on the condition that the wheel <NUM> meets the strength requirement, the weight of the wheel <NUM> can be greatly reduced, and the overall mass of the wheel set, the bogie and the rail vehicle can be further reduced, which is favorable for energy saving and consumption reduction of the rail vehicle. In addition, it can also reduce the unsprung mass of the bogie, the acting force between the wheel and the track, the wear of the wheel and the track, and the noise.

In addition, as shown in <FIG>, an oil groove <NUM> is formed in an axle hole wall of the wheel boss <NUM>, and an oil filler hole <NUM> in communication with the oil groove <NUM> is formed in the wheel boss <NUM>. The oil groove <NUM> may be configured as an annular oil groove, and the cross section of the oil groove <NUM> may be semicircular.

When the wheel boss <NUM> is disassembled from the axle <NUM>, lubricating oil can be filled into the oil groove <NUM> through the oil filler hole <NUM>, so that the lubricating oil can reach a position between the axle <NUM> and the wheel boss <NUM> through the oil filler hole <NUM> and the oil groove <NUM> to form an oil film between the axle <NUM> and the wheel boss <NUM>. In this way, the surface of the axle <NUM> or the wheel boss <NUM> is prevented from being damaged during the axle withdrawal process, thereby prolonging the service life of the axle <NUM> and the wheel boss <NUM> and reducing the use cost. Moreover, the wheel boss <NUM> can be disassembled from the axle <NUM> without using a large force, which facilitates the operation.

The above-mentioned bogie can function as a non-powered bogie, and if a driving device is provided therein, the bogie can function as a powered bogie. This embodiment provides an implementation of the driving device as follows.

<FIG> is a schematic structural diagram of the powered bogie according to the second embodiment of this application; and <FIG> is a cross-sectional view of the wheel set, the axle boxes and the driving devices according to the second embodiment of this application. As shown in <FIG>, the driving device <NUM> includes: a direct drive motor <NUM> and balance rods <NUM>. The direct drive motor <NUM> is arranged on the axle <NUM> and located between the two axle boxes <NUM>.

The direct drive motor <NUM> includes a motor housing <NUM>, a rotor <NUM>, and a stator. The motor housing <NUM> is connected to the connection base <NUM> through the balance rod <NUM>. The stator is arranged on the motor housing <NUM> and is fixed. The rotor <NUM> is in interference fit with the axle <NUM> to rotate synchronously with the axle <NUM>.

The direct drive motor <NUM> may be of a structure commonly used in the prior art. Bearings may be arranged between the motor housing <NUM> and the axle <NUM> to support the motor housing <NUM> and ensure that the rotor <NUM> can rotate smoothly. In this embodiment, since the axle box <NUM> is arranged between the wheel <NUM> and the direct drive motor <NUM>, the motor housing <NUM> can be connected to the box body <NUM> of the axle box <NUM>, so that the motor housing <NUM> and the box body <NUM> share the bearing <NUM>.

One end of the balance rod <NUM> is connected to the motor housing <NUM>, and the other end of the balance rod <NUM> is connected to the connection base <NUM>. The connection with the motor housing <NUM> may be implemented by means of bolting, welding, riveting, or the like. The connection with the connection base <NUM> can be implemented as follows.

<FIG> is a schematic structural diagram of an assembly of the balance rod and the connection base according to the second embodiment of this application; and <FIG> is an exploded view of the assembly of the balance rod and the connection base according to the second embodiment of this application. As shown in <FIG>, the balance rod <NUM> and the connection base <NUM> are connected together by a balance rod connector. The balance rod connector includes: a balance rod mandrel <NUM> and balance rod connecting bolts <NUM>.

Specifically, the balance rod <NUM> is of an approximate "V"-shaped structure and has a top connected to the motor housing <NUM> and two ends connected to the corresponding connection bases <NUM>. A balance rod connecting hole <NUM> is formed at the end of the balance rod <NUM>, and the balance rod mandrel <NUM> can pass through the balance rod connecting hole <NUM>. The structure of the balance rod mandrel <NUM> may refer to the structure of the first mandrel 95a1 shown in <FIG>. A middle part of the balance rod mandrel <NUM> is inserted in the balance rod connecting hole <NUM>, and two ends of the balance rod mandrel <NUM> are exposed out of the balance rod connecting hole <NUM> and each provided with a balance rod mandrel connecting hole <NUM>.

Correspondingly, balance rod connecting openings are formed in the connection base <NUM>, specifically in the base body top plate <NUM>. Balance rod connecting protrusions <NUM> are arranged at inner top corners of the base body top plate <NUM>, and a balance rod threaded hole <NUM> is formed in an end surface of the balance rod connecting protrusion <NUM>. After passing through the balance rod mandrel connecting hole <NUM>, the balance rod connecting bolt <NUM> is fixed in the balance rod threaded hole <NUM> by threaded fitting.

Two balance rod connecting protrusions <NUM> connected to one end of the balance rod <NUM> are provided, and a certain gap exits between the two balance rod connecting protrusions <NUM> to form a balance rod avoidance groove. The end of the balance rod <NUM> can be accommodated in the balance rod avoidance groove.

Using the above-mentioned balance rod mandrel <NUM> to connect the balance rod <NUM> and the connection base <NUM> can offset a starting torque of the motor.

On the basis of the above technical solution, a braking device <NUM> is arranged in the bogie to carry out braking in a braking state. As shown in <FIG> and <FIG>, this embodiment adopts disc braking. That is, a brake disc <NUM> is arranged on a disc surface of the wheel <NUM> (i.e., a spoke plate surface, also known as, the outer surface of the above-mentioned wheel boss <NUM>), and the braking device <NUM> carries out braking by clamping the brake disc <NUM>. For the wheel <NUM> provided above, the brake disc <NUM> can be connected with the wheel boss <NUM> by bolts.

<FIG> is a schematic structural diagram of connection of the braking device and the connection base according to the second embodiment of this application; <FIG> is a schematic structural diagram of the braking device according to the second embodiment of this application; <FIG> is an exploded view of an assembly of a braking unit connector in the braking device and the connection base according to the second embodiment of this application; and <FIG> is a cross - sectional view of the assembly of the braking unit connector in the braking device and the connection base according to the second embodiment of this application.

As shown in <FIG> and <FIG>, the braking device <NUM> includes a braking unit <NUM> and the braking unit connector <NUM>. The braking unit connector <NUM> is configured to connect the braking unit <NUM> to the connection base <NUM>. The braking unit connector <NUM> has a first vertical mounting surface configured to be attached to a second vertical mounting surface on the connection base <NUM> to implement assembly and connection.

Specifically, brake mounting bases <NUM> are arranged at the outer side of the connection base <NUM>, and specifically, at the top of the second base body outer side plate <NUM> located at the outer side of the connection base <NUM>. One connection base <NUM> is provided with two brake mounting bases <NUM> each connected with one corresponding braking device <NUM>.

The brake mounting base <NUM> is provided with the second vertical mounting surface <NUM>. Correspondingly, the braking unit connector <NUM> is provided with the first vertical mounting surface <NUM> facing the second vertical mounting surface <NUM>. The first vertical mounting surface <NUM> and the second vertical mounting surface <NUM> are both vertical surfaces. The first vertical mounting surface <NUM> and the second vertical mounting surface <NUM> are closely attached and can be connected by means of bolting, clamping, or the like. In this embodiment, mounting base threaded holes <NUM> are formed in the brake mounting base <NUM>, and a centerline of the mounting base threaded hole <NUM> is vertical to the second vertical mounting surface <NUM>; that is, the mounting base threaded hole <NUM> extends in the horizontal direction. Correspondingly, the braking unit connector <NUM> is provided with brake connector bolt holes <NUM>, and a centerline of the brake connector bolt hole <NUM> is vertical to the first vertical mounting surface <NUM>; that is, the brake connector bolt hole <NUM> extends in the horizontal direction. A brake connecting bolt <NUM> is used to pass through the brake connector bolt hole <NUM> and then to be fixed in the mounting base threaded hole <NUM> by thread fitting.

The above-mentioned brake connecting bolts <NUM> connect the braking unit <NUM> and the connection base <NUM> together, and their ends are subjected to the gravitational force of the braking unit <NUM>. The brake connecting bolts <NUM> may be bent during long-term running, which affects the relative position between the braking unit and the wheel. In order to avoid the problem, the following improvements can be made.

The first vertical mounting surface <NUM> is provided with a first support portion, and correspondingly, the second vertical mounting surface <NUM> is provided with a second support portion. The second support portion matches the first support portion in shape and is configured to apply an upward supporting force to the first support portion, thereby relieving the vertical force on the brake connecting bolts <NUM>.

Specifically, the above-mentioned first support portion may be configured as a support groove <NUM> formed in the first vertical mounting surface <NUM> and extending in the horizontal direction. The support groove <NUM> is located at the middle position of the first vertical mounting surface <NUM> along the vertical direction. Two brake connector bolt holes <NUM> are symmetrically arranged above the support groove <NUM> and two brake connector bolt holes <NUM> are symmetrically arranged below the support groove <NUM>. The above-mentioned second support portion is configured as a support key <NUM> protruding from the second vertical mounting surface <NUM>. The support key <NUM> extends in the horizontal direction and is located at the middle position of the second vertical mounting surface <NUM> along the vertical direction. Two mounting base threaded holes <NUM> are symmetrically arranged above the support key <NUM> and two mounting base threaded holes <NUM> are symmetrically arranged below the support key <NUM>. The height of the support key <NUM> protruding from the second vertical mounting surface <NUM> is less than the depth of the support groove <NUM>, and the support key <NUM> can be accommodated in the support groove <NUM> to support the braking unit connector <NUM>.

A center distance between the brake mounting base <NUM> and the connection base <NUM> is relatively short; that is, a moment arm corresponding to the braking unit <NUM> is relatively short, so that a torque received by the brake mounting base <NUM> is small and the brake mounting base <NUM> is not prone to deformation. In this way, the position of the braking unit <NUM> will not change, thus ensuring that the braking unit <NUM> can always be located on both sides of the brake disc <NUM> in the wheel <NUM>, and the braking effect can be better achieved during the braking process.

The connection between the braking unit connector <NUM> and the braking unit <NUM> may be implemented by means of bolting, welding, clamping, or the like, which is not specifically limited in this embodiment.

On the basis of the above technical solution, the connection forms of various dampers in the bogie are described in detail as follows.

<FIG> is a schematic structural diagram of connection of the connection base and various dampers according to the second embodiment of this application. As shown in <FIG> and <FIG>, each anti-yaw damper <NUM> extends in the longitudinal direction and has one end connected to the connection base <NUM> and the other end connected to the vehicle body. Each vertical damper <NUM> extends in the vertical direction and has one end connected to the connection base <NUM> and the other end connected to the vehicle body. Each anti-roll torsion bar <NUM> extends in the lateral direction and two ends of the anti-roll torsion bar <NUM> are respectively connected with the connection bases <NUM> on both sides. The two ends of the anti-roll torsion bar <NUM> are each provided with a vertical connecting rod extending in the vertical direction to be connected with the vehicle body. Each lateral damper <NUM> extends in the lateral direction and has one end connected to the traction pin <NUM> and the other end connected to the connection base <NUM>.

The structures of the anti-yaw damper <NUM>, the anti-roll torsion bar <NUM>, the vertical damper <NUM> and the lateral damper <NUM> can all be implemented with reference to the prior art. In this embodiment, only the connection between the dampers and the connection base <NUM> is described in detail.

The outer surface of the connection base <NUM> is provided with a damper mounting portion <NUM> for connecting the anti-yaw damper <NUM>, the anti-roll torsion bar <NUM> and the vertical damper <NUM>. Specifically, a damper mounting base <NUM> is configured to be fixed on the damper mounting portion <NUM>, and the anti-yaw damper <NUM>, the anti-roll torsion bar <NUM> and the vertical damper <NUM> are all connected to the damper mounting base <NUM>.

The above-mentioned damper mounting base <NUM> can be welded into a box-shaped structure by using steel plates, and connecting openings for connecting the dampers are formed in the damper mounting base <NUM>.

<FIG> is a schematic structural diagram of connection of the lateral damper with the traction pin and the connection base according to the second embodiment of this application. As shown in <FIG>, each lateral damper <NUM> extends in the lateral direction and has one end connected to the traction pin <NUM> and the other end connected to the connection base <NUM>. Specifically, a connecting hole is formed in the second base body inner side plate <NUM> in the connection base <NUM>, and an outer end of the lateral damper <NUM> can be fixed by a bolt passing through the connecting hole and fitted with a nut.

A lateral damper mounting base <NUM> is connected to the bottom end of the traction pin <NUM>, and the lateral damper mounting base <NUM> can be fixed on the traction pin <NUM> by bolts. An inner end of the lateral damper <NUM> can be fixedly connected to the lateral damper mounting base <NUM> by bolts.

Further, as shown in <FIG>, <FIG>, <FIG> and <FIG>, if the side beam <NUM> is made of a carbon fiber, a glass fiber and other fiber materials, the elasticity of the side beam <NUM> is good, but the rigidity of the side beam <NUM> is not enough to achieve a good anti-roll effect. Therefore, an anti-roll link <NUM> can be configured to be connected between the simplex pull rods <NUM> on two lateral sides. The anti-roll links <NUM> extend in the lateral direction. For example, when the vehicle passes through a cross triangular pit, the height difference between the wheels on two sides is large and the relative position of the two side beams and the vehicle body does not change; as a result, the links are twisted. When the vertical height of a wheel <NUM> is too high, the anti-roll link <NUM> can exert a downward vertical force on the wheel, so that the wheel is closely attached to the track, thus avoiding a derailment accident and reducing the risk of rolling over of the rail vehicle.

In the above embodiments, the axle box <NUM> is located at the inner side of the wheel <NUM>. Besides, the axle box <NUM> may also be arranged at an outer side of the wheel <NUM>, and correspondingly, the ends of the side beam <NUM> also extend to the outer sides of of the wheels <NUM> so as to be assembled with the axle boxes <NUM> through the primary suspension devices <NUM>. The connection base <NUM> is connected with the axle box <NUM> through the simplex pull rod <NUM>, the connection base <NUM> is also connected with the braking devices <NUM>, and the positions of the braking devices <NUM> correspond to the positions of the wheels <NUM>. Therefore, the structure of the connection base <NUM> can be adaptively adjusted to meet the assembly of various parts.

When the axle box <NUM> is located at the outer side of the wheel <NUM>, the bearing is arranged between the box body <NUM> of the axle box <NUM> and the axle <NUM>. For the powered bogie using the direct drive motor <NUM>, a bearing is also arranged between the motor housing <NUM> and the rotor <NUM> to ensure the normal operation of the direct drive motor <NUM>.

This embodiment provides a rail vehicle using the bogie according to any of the above-mentioned embodiments. The rail vehicle according to this embodiment adopts the bogie described above, two independent side beams span over the two wheel sets, the two side beams are parallel to each other, and ends of the side beams are located above the axle boxes and supported by the axle boxes; the primary suspension devices are arranged between the axle boxes and the side beams; one connection base is arranged at the middle part of each side beam, and the force transmission device is connected between the two connection bases to provide a traction force or braking force for the vehicle body. Since the two side beams are independent, the advantages of small size, light weight and low manufacturing difficulty are achieved. In the subsequent assembly process with other parts, the side beams can be hoisted easily and conveniently, which can simplify the operation of alignment.

In the description of this application, it should be understood that the orientations or positional relationships, indicated by the terms "central", "longitudinal", "lateral", "length", "width", "thickness", "on", "under", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", or the like, are based on the orientations or positional relationships shown in the drawings and are only for the purpose of facilitating and simplifying the description of this application, rather than indicating or implying that the described device or element must have a particular orientation or must be constructed and operated in a particular orientation, and therefore they cannot be construed as limiting this application.

Thus, features defined by the term "first" or "second" may include one or more such features, either explicitly or implicitly. In the description of this application, the meaning of "a plurality of" is at least two, such as two, three, etc., unless specifically defined otherwise.

Claim 1:
A bogie, comprising:
two wheel sets arranged in parallel, each wheel set including an axle (<NUM>) and two wheels (<NUM>) symmetrically arranged on the axle;
two side beams (<NUM>) spanning over the two wheel sets, the two side beams (<NUM>) being parallel with each other;
axle boxes (<NUM>) arranged on the axles (<NUM>), located under the side beams (<NUM>) adjacent to inner sides of their respective wheels (<NUM>), and configured to support the side beams (<NUM>);
primary suspension devices (<NUM>), each primary suspension device being arranged between one of the axle boxes (<NUM>) and the respective side beam (<NUM>);
two connection bases (<NUM>) each arranged at a middle part of respective side beam (<NUM>), each of connection bases (<NUM>) is connected to the axle boxes (<NUM>) of the respective side beam (<NUM>) by simplex pull rods (<NUM>), and wherein opposite simplex pull rods (<NUM>) of the two side beams (<NUM>) are connected by anti-roll links (<NUM>) to exert a downward vertical force when there is a difference in elevation between the wheels (<NUM>); and
a force transmission device (<NUM>) connected between the two connection bases (<NUM>), the force transmission device (<NUM>) being further configured to be connected to a vehicle body.