CN114162164A

CN114162164A - Train adopting articulated bogie

Info

Publication number: CN114162164A
Application number: CN202111470446.7A
Authority: CN
Inventors: 王家鑫; 张桂兴; 卢娜; 晏志飞; 李辰生; 马荣; 许红江
Original assignee: CRRC Tangshan Co Ltd
Current assignee: CRRC Tangshan Co Ltd
Priority date: 2021-12-03
Filing date: 2021-12-03
Publication date: 2022-03-11
Anticipated expiration: 2041-12-03
Also published as: WO2023097836A1; CN114162164B

Abstract

The embodiment of the application provides an adopt train of articulated bogie, includes: the bogie comprises at least two carriages and a bogie connected between the two carriages; the end part of the underframe of the carriage is provided with an underframe traction beam extending along the car length direction, and the end part of the underframe traction beam is provided with a bogie mounting plate; the bogie includes: a frame and a traction device; the traction device comprises: the first traction pin and the second traction pin are connected in a rotating mode, and the first traction pin is matched with the framework to transmit longitudinal force; the first traction pin and the second traction pin are respectively used for being connected with the bogie mounting plates at the bottoms of two adjacent carriages. The train provided by the embodiment of the application has better curve passing performance.

Description

Train adopting articulated bogie

Technical Field

The application relates to a rail train running technology, in particular to a train adopting an articulated bogie.

Background

The rail train is an important traffic tie connecting various cities, and gradually becomes a main vehicle in the cities, and the rail train is also a main carrier for realizing goods transportation. The rail train mainly includes: the bogie is used for bearing the vehicle body and realizing walking and steering functions.

In the traditional scheme, two bogies are arranged at the bottom of a carriage, and the number of the bogies in the vehicle is twice that of the carriage, so that the weight of the vehicle is larger.

Disclosure of Invention

In order to solve one of the technical defects, the embodiment of the application provides a train adopting an articulated bogie.

According to a first aspect of embodiments of the present application, there is provided a train employing an articulated bogie, comprising: the bogie comprises at least two carriages and a bogie connected between the two carriages;

the end part of the underframe of the carriage is provided with an underframe traction beam extending along the car length direction, and the end part of the underframe traction beam is provided with a bogie mounting plate;

the bogie includes: a frame and a traction device; the traction device comprises: the first traction pin and the second traction pin are connected in a rotating mode, and the first traction pin is matched with the framework to transmit longitudinal force; the first traction pin and the second traction pin are respectively used for being connected with the bogie mounting plates at the bottoms of two adjacent carriages.

According to the technical scheme provided by the embodiment of the application, the bottom of a carriage is provided with an underframe draft sill, and the end part of the underframe draft sill is provided with a bogie mounting plate; the first traction pin and the second traction pin in the bogie traction device are correspondingly set to be in rotating connection, the bogie is arranged between two carriages, the first traction pin and the second traction pin are respectively connected with bogie mounting plates at the end parts of the two carriages, so that the bogie can be connected with the two carriages and transmit traction force or braking force, the first traction pin and the second traction pin are in rotating connection, the bogie can also adapt to the change of the relative positions of the two carriages along the vertical direction, the transverse direction or the longitudinal direction, and the curve passing of a train is facilitated.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

FIG. 1 is a side view of a train provided by an embodiment of the present application;

fig. 2 is a perspective view of a bogie provided in an embodiment of the present application;

FIG. 3 is a top view of a truck provided in an embodiment of the present application;

FIG. 4 is a first schematic view illustrating relative rotation of a first kingpin and a second kingpin in a truck according to an embodiment of the present disclosure;

FIG. 5 is a second schematic view of the bogie provided by the embodiments of the present application showing the relative rotation of the first kingpin and the second kingpin;

FIG. 6 is a third schematic view of the bogie provided by the embodiments of the present application showing the relative rotation of the first kingpin and the second kingpin;

FIG. 7 is an enlarged view of a portion of a truck according to an embodiment of the present application;

FIG. 8 is an exploded view of a draft gear in a truck according to an embodiment of the present application;

FIG. 9 is a schematic structural diagram of a traction device in a bogie according to an embodiment of the present application;

FIG. 10 is a partial longitudinal cross-sectional view of a truck provided in an embodiment of the present application;

FIG. 11 is a transverse cross-sectional view of a truck provided in an embodiment of the present application;

FIG. 12 is a schematic structural diagram of a wheel pair and driving device in a bogie according to an embodiment of the present disclosure;

FIG. 13 is a top view of a wheelset and drive arrangement of a truck according to an embodiment of the present disclosure;

FIG. 14 is a schematic structural diagram of a gear box and a driving motor in a bogie according to an embodiment of the present disclosure;

FIG. 15 is a cross-sectional view of a gear box coupled to a drive motor in a truck according to an embodiment of the present application;

FIG. 16 is an enlarged view of area A of FIG. 15;

FIG. 17 is an enlarged view of area B of FIG. 15;

FIG. 18 is a top view of another truck provided in an embodiment of the present application;

fig. 19 is a sectional view of the bogie provided with a speed detecting device at the axial end according to the embodiment of the present application;

FIG. 20 is a schematic end view of an axle of a truck according to an embodiment of the present application;

fig. 21 is a schematic view of a bottom frame structure provided in the embodiment of the present application (bottom surface up);

FIG. 22 is an enlarged view of a portion of FIG. 21;

FIG. 23 is a longitudinal cross-sectional view (bottom up) of an undercarriage transition beam and undercarriage draft beam;

FIG. 24 is an enlarged view of area C of FIG. 23;

FIG. 25 is a schematic view of a two-position end chassis configuration (bottom up);

FIG. 26 is a schematic cross-sectional view of FIG. 25;

FIG. 27 is an enlarged view of area D of FIG. 26;

FIG. 28 is a schematic structural diagram of a side wall according to an embodiment of the present disclosure;

fig. 29 is a schematic structural view of a side wall in a high floor area in the side wall according to the embodiment of the present application;

FIG. 30 is a cross-sectional view of a vertical side wall profile provided by an embodiment of the present application;

fig. 31 is a schematic structural view of a side wall in a low floor area in the side wall according to an embodiment of the present application;

FIG. 32 is a schematic cross-sectional view of a longitudinal side wall section provided in an embodiment of the present application;

FIG. 33 is an enlarged view of area A of FIG. 32;

FIG. 34 is a schematic view showing the structure of an opening of a built-in C-shaped groove;

fig. 35 is an enlarged view of the area B in fig. 32.

Reference numerals:

2, a compartment;

24-a chassis; 241-undercarriage draft sill; 2411-a bogie mounting plate; 242-undercarriage end beams; 243-underframe side beam; 244-middle chassis; 245-undercarriage transition beam; 2451-transition beam upper deck; 2452-lower transition beam cover plate; 2453-transition beam riser;

25 a-side window opening; 25 b-passenger room doorway; 25c — external display aperture; 251-high floor area side wall; 252-low floor area sidewall; 253-vertical side wall profiles; 2531-a first vertical profile; 2532-a second vertical profile; 2533-a third vertical profile; 2534-a fourth vertical section bar; 254-longitudinal side wall profile; 2541-a first longitudinal profile; 2542-a second longitudinal profile; 2543-a third longitudinal profile; 2544-a fourth longitudinal profile; 2545-exposed C-shaped groove; 2546-hidden C-shaped groove; 2547-section bar diagonal rib; 2548-section bar stud;

4-articulated trucks; 41-a framework; 411-motor mount;

421-axle; 422-vehicle wheels; 423-axle boxes;

431-a first tow pin; 4311-first hinge; 4312-first hinge hole; 4313-a first vehicle body connecting seat; 4314-through groove; 432-a second draw pin; 4321-a second hinge; 4322-second hinge hole; 4323-a second vehicle body mount; 433-an elastic connecting pin; 4331-keyway; 434-hinged cover; 4341-bond; 435-longitudinal buffer stop; 436-transverse damper mount; 4361-guide rail; 437-lateral buffer stop;

44-a series of suspension devices;

45-secondary suspension devices;

461-driving motor; 462-a gearbox; 4621-gearbox connecting arm; 463-a coupling; 464-gearbox connecting rods; 465-motor buffer node; 4651-motor mount; 4652-rubber sleeve; 466-rubber bushings; 467-connecting screw rod; 468-motor stop;

471-transverse damper;

481 — shaft end adapter; 482-sensing gear; 483-speed sensor; 484-shaft end hinge bar; 485-axle end cap.

Detailed Description

In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

The embodiment provides a train adopting an articulated bogie, which can be a diesel locomotive or an electric locomotive, and can be a common speed train, a motor train unit, a subway, a light rail and the like.

In the present embodiment, the vehicle length direction is referred to as a longitudinal direction (Y direction), the vehicle width direction is referred to as a lateral direction (X direction), and the vehicle height direction is referred to as a vertical direction, or a vertical direction (Z direction).

Fig. 1 is a side view of a train provided in an embodiment of the present application. As shown in fig. 1, the present embodiment provides a train using an articulated bogie, which includes at least two cars 2 and a bogie connected between the two cars 2, and the bogie is an articulated bogie 4.

The end part of the underframe of the carriage 2 is provided with an underframe traction beam extending along the car length direction, and the end part of the underframe traction beam is provided with a bogie mounting plate.

The bogie comprises: a frame and a traction device. Wherein, draw gear includes: the first traction pin and the second traction pin are connected in a rotating mode, and the first traction pin is matched with the framework to transmit longitudinal force; the first traction pin and the second traction pin are respectively used for being connected with the bogie mounting plates at the bottoms of two adjacent carriages.

The two adjacent cars 2 are referred to as a first car and a second car, respectively. The bogie mounting plate at the bottom of the first carriage is connected with a first traction pin, and the bogie mounting plate at the bottom of the second carriage is connected with a second traction pin. The ends of the first carriage and the second carriage are connected through a bogie to transmit longitudinal traction force or braking force. In addition, the first traction pin is rotatably connected with the second traction pin, and the traction device can adapt to the relative position change of two carriages along the vertical direction, the transverse direction or the longitudinal direction, and is favorable for a train to pass through a curve.

In addition, two carriages are connected through the bogie, the number of the bogie can be reduced, and one bogie is reduced for every two carriages. A train of 8 cars is conventionally provided with 2 bogies at the bottom of each car, and the whole train requires 16 bogies. In the embodiment, a train with 8 marshalling needs only 9 bogies, so that 7 bogies are reduced, the self weight of the train is greatly reduced, and the traction efficiency is improved.

According to the technical scheme provided by the embodiment, the bottom of the carriage is provided with the underframe draft sill, and the end part of the underframe draft sill is provided with the bogie mounting plate; the first traction pin and the second traction pin in the bogie traction device are correspondingly set to be in rotating connection, the bogie is arranged between two carriages, the first traction pin and the second traction pin are respectively connected with bogie mounting plates at the end parts of the two carriages, so that the bogie can be connected with the two carriages and transmit traction force or braking force, the first traction pin and the second traction pin are in rotating connection, the bogie can also adapt to the change of the relative positions of the two carriages along the vertical direction, the transverse direction or the longitudinal direction, and the curve passing of a train is facilitated.

On the basis of the above technical solution, the present embodiment illustrates the structure of the bogie in detail:

fig. 2 is a perspective view of a bogie provided in an embodiment of the present application, and fig. 3 is a plan view of the bogie provided in the embodiment of the present application. The traction device will be described in detail by taking the bogie shown in fig. 2 and 3 as an example, and the bogie provided by the embodiment comprises: the frame, wheel pair, draw gear, primary suspension device and secondary suspension device.

The frame 41 is a main structure of the bogie, and has functions of bearing the weight of the vehicle body and providing a connection interface for other components. The frame 1 comprises: the transverse beam comprises two side beams extending along the longitudinal direction and a transverse beam arranged between the two side beams.

The number of the wheel pairs is two, and the wheel pairs are respectively arranged below the end parts of the side beams. The wheel pair includes: axle 421, wheels 422 symmetrically provided on axle 421, and axle boxes 423. The axle boxes 423 may be provided on the inner side of the wheels, or may be provided on the outer side of the wheels. Fig. 1 and 2 show a bogie in which axle boxes 423 are disposed inside wheels.

A suspension 44 is provided between the end of the side member and the axle boxes 423 to absorb vertical force between the side member and the axle boxes. A series of suspension devices 44 may be implemented using stiff springs or rubber stacks, etc.

The secondary suspension device 45 is provided on the frame, specifically, may be provided on the side member or the cross member.

The traction device comprises: a first tow pin 431 and a second tow pin 432. The bogie provided by the embodiment is arranged between two carriages, so that the two carriages share one bogie. The first kingpin 431 is attached to one car and the second kingpin 432 is attached to the other car. The first traction pin 431 is rotatably connected with the second traction pin 432, the first traction pin 431 is matched with the cross beam to transmit longitudinal force, the longitudinal force comprises traction force and braking force, and the longitudinal force is transmitted to the compartment through the wheel pair, the framework and the traction pins in sequence.

The bogie provided by the embodiment adopts the first traction pin and the second traction pin which are connected in a rotating manner, and the first traction pin and the second traction pin are respectively used for being connected with two adjacent carriages; first towing pin and crossbeam cooperation transmission longitudinal force, this bogie is connected between two sections carriages, and a bogie is shared in two sections carriages, can reduce the quantity of bogie, and then alleviates the vehicle dead weight, is favorable to improving traction efficiency.

In addition, the first traction pin and the second traction pin are rotatably connected, so that the device can adapt to the relative displacement of two carriages in the transverse direction in the turning process of the vehicle, and the vehicle can smoothly pass through a curve.

Fig. 4 is a first schematic view illustrating relative rotation of a first towing pin and a second towing pin in a bogie provided by an embodiment of the present application, fig. 5 is a second schematic view illustrating relative rotation of the first towing pin and the second towing pin in the bogie provided by the embodiment of the present application, and fig. 6 is a third schematic view illustrating relative rotation of the first towing pin and the second towing pin in the bogie provided by the embodiment of the present application.

The first traction pin 431 and the second traction pin 432 are rotatably connected in various ways, such as: the elastic connecting pin is rotatably connected between the first traction pin 431 and the second traction pin 432, so that the first traction pin 431 and the second traction pin 432 can rotate in a plane formed by the length of the vehicle and the width of the vehicle to adapt to a horizontal deflection angle between two carriages, and the vehicle can smoothly pass through a curve, wherein the angle alpha can reach 13 degrees at most, as shown in fig. 4.

The first traction pin 431 and the second traction pin 432 can also rotate in a plane formed by the vehicle width and the vehicle height so as to adapt to the condition that the heights of the tracks on the two sides are different, the vehicle is prevented from rolling over, the driving safety is improved, and the included angle beta between the first traction pin 431 and the second traction pin 432 can reach 4 degrees at most, as shown in fig. 5.

The first traction pin 431 and the second traction pin 432 can rotate in a plane formed by the length and the height of the vehicle so as to adapt to the condition that the heights of the two wheel pairs in the bogie are different, the vehicle can conveniently and smoothly pass through uneven road surfaces, the driving safety is ensured, and the included angle theta between the first traction pin 431 and the second traction pin 432 can reach 1.5 degrees to the maximum extent, as shown in fig. 6.

For the above traction device, the embodiment provides an implementation manner:

fig. 7 is a partially enlarged view of a bogie provided in an embodiment of the present application, fig. 8 is an exploded view of a traction device in the bogie provided in the embodiment of the present application, fig. 9 is a structural schematic view of the traction device in the bogie provided in the embodiment of the present application, and fig. 10 is a partially longitudinal cross-sectional view of the bogie provided in the embodiment of the present application.

As shown in fig. 7 to 10, the elastic connection pin 433 includes: a central shaft, an elastic middle sleeve and an annular outer sleeve. Wherein, center pin and annular overcoat adopt rigid material to constitute, for example: a metal. The elastic intermediate sleeve is made of materials with certain elastic deformation capacity, such as: rubber. The elastic middle sleeve is arranged between the central shaft and the annular outer sleeve and is of an integrated structure formed by vulcanizing rubber and inner and outer metal layers. The central shaft is connected to a second traction pin 432 and the annular outer sleeve is connected to a first traction pin 431.

The elastic middle sleeve can realize relative rotation between the central shaft and the annular outer sleeve along the X direction, the Y direction and the Z direction, and further realize relative rotation between the first traction pin 431 and the second traction pin 432 along the X direction, the Y direction and the Z direction.

A first hinge portion 4311 is disposed on one side of an upper portion of the first pulling pin 431, the first hinge portion 4311 is provided with a first hinge hole 4312, and a center line of the first hinge hole 4312 extends in a transverse direction. The elastic connection pin 433 is inserted into the first hinge hole 4312, and specifically, the annular outer sleeve is press-fitted into the first hinge hole 4312.

The first traction pin 431 is provided at the other side of the upper portion thereof with a first body coupling seat 4313, and the first body coupling seat 43123 has a plate-shaped structure and is coupled to a body of the car by a screw fastener, for example, an end of an underframe of the body. The first traction pin 431 has an overall T-shaped configuration.

The second towing pin 432 has a second body attachment seat 4323 on one side, which is a plate-like structure and is attached to the body of another car, such as the end of the underframe of the car body, by a threaded fastener.

The other side of the second towing pin 432 is provided with two second hinge parts 4321, the two second hinge parts 4321 are perpendicular to the second vehicle body connecting seat 4323, and are arranged oppositely with a certain distance therebetween. Each second hinge portion 4321 is formed with a second hinge hole 4322. The second tow pin 432 is generally U-shaped in configuration.

The first hinge portion 4311 is inserted between the two second hinge portions 4321, and two ends of the central shaft penetrate through the second hinge holes 4322 and are fixed to the second hinge portions 4321.

Further, a hinge cover 434 is attached to the outer side of the second hinge portion 4321 and aligned with the second hinge hole 4322. The hinge cover 434 has a triangular shape, and three vertex angles thereof are fixed to the outer side surface of the second hinge part 4321 by a screw fastener. The hinge cover 434 is provided with a connection key 4341 protruding toward the inner side surface of the second hinge portion 4321, and a key groove 4331 for receiving the connection key 4341 is provided on the end surface corresponding to the center axis. The connection key 4341 is inserted into the key groove 4331 to restrict the rotation of the central shaft, thereby fixing the central shaft to the second traction pin 431 and preventing the loosening.

Of course, the above solution is not the only implementation manner, and two ends of the central shaft may be press-fitted into the second hinge holes 4322 instead of the matching manner of the connecting key and the key slot.

The bottom end of the first kingpin 431 cooperates with the cross beam to transmit longitudinal forces. One implementation is as follows: the middle part of the cross beam is provided with a through hole which is communicated up and down, and the bottom end of the first traction pin 431 is inserted into the through hole. Longitudinal bumper stops 435 are provided in the through holes between the first tow pin 431 and the cross beam, respectively. The longitudinal bumper 435 may be a structure formed by vulcanizing an outer metal layer and an inner rubber layer, and may be fixed to the cross beam by a threaded fastener, or may be fixed to a sidewall of the first tow pin 431, for buffering a rigid acting force between the first tow pin and the cross beam.

The other realization mode is as follows: the number of the cross beams can be two, and the cross beams are connected between the two side beams in parallel. The bottom end of the first kingpin 431 is inserted between the two cross-beams and a longitudinal damping stop is provided between the first kingpin 431 and the corresponding side cross-beam.

Further, a lateral buffer stop 437 is provided between the traction device and the frame to buffer lateral forces between the traction device and the frame and to limit excessive lateral displacement between the vehicle body and the frame. Specifically, the lateral bumper stop 437 is secured to the outboard side of the second hinge portion 4321 in the second draw pin 432 by a threader fastener. The lateral surfaces of the two second hinge portions 4321 are provided with lateral buffer stops 437. In the process of straight running of the vehicle, a certain gap is reserved between the transverse buffer stop 437 and the framework, and when the vehicle passes through a curve, the transverse buffer stop 437 on one side is in contact with the framework, so that large transverse displacement between the vehicle body and the framework is avoided.

Fig. 11 is a transverse cross-sectional view of a truck according to an embodiment of the present application. As shown in fig. 8, 9 and 11, the bogie may further include a transverse shock absorber 471 connected between the frame and the traction device for absorbing transverse forces between the traction device and the frame, based on the above technical solution.

The embodiment provides an implementation manner: a transverse damper mount 436 is employed and is attached to the bottom end of the first kingpin 431. Transverse shock 471 is connected at one end to transverse shock mount 436 and at the other end to frame 41.

Specifically, transverse damper mount 436 includes: shock absorber mount roof and shock absorber mount curb plate. The top plate of the shock absorber mounting seat extends along the horizontal direction and is connected to the bottom surface of the first traction pin through four threaded fasteners. The shock absorber mounting seat side plates extend vertically and are arranged on the lower surface of the shock absorber mounting seat top plate side by side, and a gap capable of accommodating the end part of the transverse shock absorber is reserved between the two shock absorber mounting seat side plates; the side end face of the side plate of the shock absorber mounting seat is connected with the transverse shock absorber through a threaded fastener.

Further, the bottom surface of the first drawing pin 431 is provided with a through groove 4314 extending in the transverse direction. Correspondingly, the top surface of the top plate of the shock absorber mounting seat is convexly provided with a guide rail 4361 which can slide in the through groove. The transverse damper mount 436 is inserted transversely into the guide rail 4361 through the guide rail 4361 and is connected vertically to the first kingpin 431 through a threaded fastener. The cooperation of the through slot and the guide rail serves to limit longitudinal movement between the first kingpin and the transverse damper mount.

The bogie can be used as a trailer bogie, namely: a non-powered bogie.

Alternatively, if the driving device is provided on the bogie, the bogie can be used as a motor car bogie, namely: a power bogie is provided. A drive means may be provided on the frame for driving the wheel in rotation.

Fig. 12 is a schematic structural diagram of a wheel set and a driving device in a bogie provided by an embodiment of the present application, fig. 13 is a top view of the wheel set and the driving device in the bogie provided by the embodiment of the present application, fig. 14 is a schematic structural diagram of a gear box and a driving motor in the bogie provided by the embodiment of the present application, and fig. 15 is a cross-sectional view of the connection between the gear box and the driving motor in the bogie provided by the embodiment of the present application.

The embodiment provides an implementation manner: as shown in fig. 12 to 15, the driving device includes: a drive motor 461 and a gearbox 462. Wherein the gear case 461 comprises: the box and set up driving gear and driven gear in the box. The driving gear is a pinion, the driven gear is a bull gear, and the driven gear is meshed with the driving gear. The driving gear accessible shaft coupling links to each other with driving motor's output, and driven gear and axletree interference fit rotate through driving motor drive driving gear, and then drive the axletree through the driven gear and rotate.

The housing of the gearbox 462 is connected to the frame 41. The housing of the drive motor 461 is connected to the housing of the gear case 462, and the housing of the drive motor 461 is also connected to the frame 41.

Specifically, the axial end of the driving motor 461 is recessed inward to form a recessed structure, the side of the gear box 462 facing the driving motor is respectively extended outward and obliquely to form gear box connecting arms 4621, the gear box connecting arms 4621 are connected with the shell of the driving motor 461 through rubber nodes, and the gear box connecting arms 4621 are enclosed to form the recessed structure. The recess formed by the driving motor 461 and the recess formed by the gear box 462 enclose a receiving space, and the coupling 463 is disposed in the receiving space. The coupling 463 may be a flexible coupling, for example: the drum-shaped gear coupling connects the shaft head of the gear box and the shaft head of the motor together to realize torque transmission. The drum-type gear coupling has high bearing capacity, large allowable angular displacement and high torque transmission capacity.

The number of the gear box connecting arms 4621 is at least three, wherein two gear box connecting arms 4621 extend upwards to two sides of a vertical central plane of the driving motor 461 respectively, and the vertical central plane is a plane passing through the axis of the driving motor 461 and extending vertically; the at least one connecting arm extends downward to below a horizontal center plane of the driving motor 461, which is a plane passing through an axis of the driving motor 461 and extending in a horizontal direction.

One implementation is as follows: the number of the gear case connecting arms 4621 is four, and two gear case connecting arms 4621 are positioned at the upper part of the gear case 462 and extend upwards respectively; two other gearbox connecting arms 4621 are located at the lower portion of the gearbox 462, each extending downwardly. The four gear box connecting arms 4621 are arranged axisymmetrically with respect to a vertical center plane of the driving motor, and the four gear box connecting arms 4621 are arranged axisymmetrically with respect to a horizontal center plane of the driving motor. Fig. 16 is an enlarged view of the area a in fig. 15. As shown in fig. 14 and 16, the gear box connecting arm 4621 is connected to the housing of the driving motor through a rubber node, a rubber bushing 466 is disposed in the rubber node, a connecting screw 467 is used to pass through a mounting hole on the housing of the driving motor and a mounting hole at the end of the gear box connecting arm 4621 respectively to be connected to a nut, the rubber bushing 466 is sleeved between the connecting screw 467 and the mounting hole of the connecting arm, the rubber bushing 466 can relieve the position deviation between the motor and the gear box to a certain extent, and the displacement pressure of the coupling is reduced to a certain extent.

The connection of the gearbox 462 to the frame 41 is achieved using a gearbox connecting rod 464. Specifically, the bottom end of the gearbox connecting rod 464 is connected to the housing of the gearbox 462 through an elastic joint, and the top end is connected to the frame 41 through an elastic joint. The gearbox connecting rod 464 can rotate at an angle to the housing of the gearbox 462.

Fig. 17 is an enlarged view of region B in fig. 15. As shown in fig. 14 and 17, the side of the housing of drive motor 461 facing away from axle 421 is connected to frame 41 by motor damping node 465. Motor buffer node 465 includes: motor mount 4651, two rubber sleeves 4652. Wherein the motor mount 4651 is fixed to a housing of the driving motor. The two rubber sleeves 4652 are arranged up and down symmetrically, and a certain gap is left between the two rubber sleeves. The frame 41 is provided with a motor mounting portion 411, and two rubber sleeves 4652 are interposed between the upper and lower sides of the motor mounting portion 411. And a connecting screw 467 sequentially penetrates through holes formed in the rubber sleeve, the motor mounting part and the motor mounting seat and then is fixedly connected with the nut.

Adopt above-mentioned motor buffering node 465's connected mode, realize the elastic suspension with the framework and hang, when the framework took place ups and downs the motion, motor buffering node 465 can absorb partial deformation to reduce motor displacement.

Further, as shown in fig. 14, a motor stop 468 is fixed to the frame 41, and the motor stop 468 is located below the motor buffer node 465, so as to prevent the driving motor from falling down due to a fault. Motor stop 468 may take the form of an L-shaped configuration or a U-shaped configuration with motor buffer node 465 located therein.

Since the driving motor 461 is connected to the frame 41, the driving motor 461 simultaneously floats with the frame 41, and the gear case 462 is connected to the axle 421 and moves about the gear case connecting rod 464, so that a displacement deviation is formed between the driving motor 461 and the gear case 462. In this embodiment, the number of the gear box connecting arms 4621 is four, the four gear box connecting arms 4621 are semi-rigidly connected to the housing of the driving motor 461 through rubber joints, and the rubber joints can absorb displacement deviation between a part of the motor and the gear box, so that the requirement for the displacement capacity of the coupling is reduced, and the profile size of the coupling can be reduced to adapt to the compact space limitation of the bogie built in the axle box.

Fig. 18 is a top view of another bogie provided in an embodiment of the present application. As shown in fig. 18, in addition to the above-described technical means, a speed detection device may be used to detect the rotational speed of the axle. Specifically, the speed detection device includes: a speed detection assembly and a speed sensor. The speed detecting assembly is fixedly disposed at an end of the axle 421, and rotates synchronously with the axle 421. The speed sensor is disposed on an inner wall of the axle housing 423 for measuring a traveling speed of the vehicle in cooperation with the speed detecting assembly.

Fig. 19 is a sectional view of a bogie provided with a speed detection device at an axial end according to an embodiment of the present application, and fig. 20 is a schematic view of an axial end of a bogie provided according to an embodiment of the present application. As shown in fig. 19 and 20, the speed sensing assembly includes a shaft end adapter 481, a sense gear 482 and a shaft end cap 485. Wherein the axle end cap 485 is connected to the frame 41 by an axle end hinge lever 484.

One end of the shaft-end adapter 481 in the axial direction is connected to the end surface of the axle 421 by a threaded fastener, and rotates in synchronism with the axle 421. The sensing gear 482 is connected to the other end of the shaft end adapter 481 in the axial direction by a threaded fastener, and the sensing gear 482 rotates in synchronization with the axle 421. Sensing gear 482 is bearing coupled to axle end cap 485 to allow axle 421, axle end adapter 482, and sensing gear 482 to rotate relative to the axle housing. The axle end cap 485 is in a U-shaped structure, and covers the induction gear and the bearing inside for protection.

The speed sensor 483 is provided inside the shaft cover 4231 with its detection end facing the sense gear 482. The speed sensor 483 is a pulse signal generator that generates an electrical pulse signal with a frequency proportional to the operating speed. N (the number of teeth of the induction gear) pulse signals are generated every time the axle rotates one circle. The end of the speed sensor 483 is spaced from the tooth tip of the sensor gear 482 by a distance of about 1 mm. When the induction gear 482 rotates, the tooth tops and the tooth valleys alternately cut magnetic lines of force through the sensors, and the speed sensor 483 senses and outputs corresponding pulse signals to detect the running speed of the vehicle.

As shown in fig. 20, a speed sensor 483 is inserted into the crankcase cover from the outside. The axle box cover is also connected to the frame 41 by an axle end hinge lever 484.

On the basis of the technical scheme, the length of the cross beam is larger than the distance between the two side beams, and a secondary connecting structure is arranged on the part of the cross beam extending to the outer side of the side beams and used for being connected with a secondary suspension device 45. The number of the secondary suspension devices 45 is four, and two secondary suspension devices 45 are arranged at one end of the cross beam in a group; two secondary suspension devices 45 located at the same end of the beam are spaced apart in the longitudinal direction. Secondary suspension 45 may be an air spring.

In the bogie, the first and

second hinge portions

4311 and 4321 have mounting surfaces extending in the vertical direction. Correspondingly, the outer end surface of the bogie mounting plate is a surface extending vertically, and the first hinge portion 4311 and the second hinge portion 4321 are correspondingly butted against the outer end surface of the bogie mounting plate and connected through a threaded fastener extending horizontally.

The chassis draft sill in the traditional scheme has more single pieces, needs to be assembled and welded together, has large welding workload, increases the time for adjusting deformation after welding, needs to use a special welding tool, and the left and right draft sills and the middle support beam are welded with the hinged panel, so the allowable stress at the welding seam is much smaller than that of the base metal, and the stress is brought to the structure optimization design and the weight reduction.

In view of the above problems, the present application provides an underframe for a train, which is used in cooperation with an articulated bogie. This chassis can adopt the aluminum alloy to make, also can adopt steel material to make, adopts aluminum alloy material in this embodiment, carries out the lightweight design on the basis of ensureing intensity.

Fig. 21 is a schematic structural view of an underframe according to an embodiment of the present disclosure, fig. 22 is a partially enlarged view of fig. 21, and specifically, fig. 22 is an enlarged view of a two-end underframe, an underframe transition beam, and a partial middle underframe according to an embodiment of the present disclosure. In the present embodiment, the vehicle length direction is referred to as a longitudinal direction, the vehicle width direction is referred to as a lateral direction, and the vehicle height direction is referred to as a vertical direction, or a vertical direction. In order to explain the structure of the chassis visually and clearly, the chassis shown in all the drawings is in an inverted state, i.e., the actual bottom surface thereof faces upward.

The chassis 24 provided by the embodiment of the present application includes: a two-position end chassis and a center chassis 244. The two-position end chassis comprises a chassis draft sill 241, and the chassis draft sill 241 is a single component integrally formed by adopting a whole material. The middle chassis 244 is connected to the two-position end chassis by chassis draft beams 241.

According to the technical scheme, the underframe traction beam 241 is not formed by assembling and welding four components, but is integrally formed by adopting a whole material, the manufacturing material can be aluminum alloy, steel material or any suitable material, the manufacturing mode can adopt any mode such as rolling, punching, casting and 3D printing, welding is not needed for the manufacturing modes, welding workload is avoided, and welding tools are not needed. The integrally formed underframe traction beam has no welding seam, and the high stress area has no weak point, so that the underframe traction beam can bear larger traction force.

Figure 23 is a longitudinal cross-sectional view (bottom up) of the undercarriage transition beam and undercarriage draft beam. Further, in some embodiments, as shown in fig. 23, the undercarriage 24 further includes undercarriage transition beams 245, one end of the undercarriage transition beams 245 being coupled to the middle undercarriage 244, and the other end of the undercarriage transition beams 245 being coupled to the undercarriage draft beams 241. In one embodiment, the main structure of the bottom frame 24 is stepped, the middle bottom frame 244 is lower, and the two end bottom frames are higher (the bottom frame 24 is shown in an inverted state, so the middle bottom frame 244 is higher in the figure), and the bottom transition beam 245 can transition at the stepped interface between the two end bottom frames and the middle bottom frame 244 to connect the two end bottom frames and the middle bottom frame. The underframe transition beam 245 plays a role in connecting the middle underframe 244 with the underframe traction beam 241, the structure of a curved surface or an inclined surface can avoid stress transition concentration, and the underframe transition beam 245 can also play a reinforcing role similar to a reinforcing rib or a reinforcing rib.

Fig. 24 is an enlarged view of the region C of fig. 23, and fig. 25 is a schematic view of a two-position-end chassis structure (bottom surface up). On the basis of the above technical solution, the embodiment of the present application provides a specific implementation manner of the underframe transition beam 245, as shown in fig. 23-25, the underframe transition beam 245 includes a transition beam upper cover plate 2451, a transition beam lower cover plate 2452, and a transition beam vertical plate 2453, where the transition beam vertical plate 2453 is a flat plate structure and is not less than one, and extends along the longitudinal direction, at least two transition beam vertical plates are arranged in parallel, and the side edges of the transition beam upper cover plate 2451 and the transition beam lower cover plate 2452 are connected to the plate surface of the transition beam vertical plate 2453.

Specifically, the embodiment of the application adopts three transition beam vertical plates 2453, two transition beam upper cover plates 2451 and two transition beam lower cover plates 2452 are respectively arranged, the middle of the three parallel equidistant transition beam vertical plates 2453 is divided into two spaces, and each space is provided with one transition beam upper cover plate 2451 and one transition beam lower cover plate 2452.

The plurality of parallel transition beam risers 2453 can respectively bear the tensile force or the compressive force transmitted by the underframe traction beam 241, disperse the stress at the joint of the underframe transition beam 245 and the underframe traction beam 241, and avoid the rapid fatigue damage at the joint caused by the over-concentration of the stress.

Further, the transition beam upper cover plate 2451, the transition beam upper cover plate 2452 and the transition beam vertical plate 2453 are connected by adopting an assembly welding mode.

As for the connection between the underframe transition beam 245 and the underframe draft sill, this embodiment provides a connection manner, as shown in fig. 23 and fig. 24, the ends of the upper transition beam cover 2451 and the lower transition beam cover 2452 connected to the underframe draft sill 241 are respectively curved upward, the ends of the underframe draft sill 241 connected to the underframe transition beam 245 are divided into two connecting portions, each of which is curved downward, and the two connecting portions are respectively butted with the upper transition beam cover 2451 and the lower transition beam cover 2452. The connection part of the chassis traction beam 241 and the chassis transition beam 245 forms a fish-bellied hollow structure, the connection part is stably transited due to the fish-bellied curved surface shape, no sharp angle easily causing high stress concentration exists, the hollow structure is designed in a light weight mode, and the weight of the chassis is reduced on the basis of ensuring the strength. Further, the chassis transition beam 245 and the chassis draft sill 241 are connected by a horizontally staggered weld.

Among the prior art, all be equipped with the coupling mount pad on the chassis draw beam, that is to say, be connected through coupling and middle chassis, connect through the coupling, poor stability, and stress concentration belongs to punctiform stress point at coupling and coupling mount pad department, and stress concentration is high, is chassis overall structure's weak department, easily causes fatigue damage, and intensity is difficult to improve. In this embodiment, the underframe transition beam 245 is used to fixedly connect the underframe traction beam 241 with the middle underframe 244, and the multi-transition beam riser 2453 and the horizontally staggered weld joint at the joint are used to connect, so that the stress transmitted from the underframe traction beam is relatively dispersed, and the load bearing capacity of the underframe is further improved.

In an embodiment, the end of the undercarriage trailing beam 241 not connected to the undercarriage transition beam is provided with a bogie mounting plate 2411. In practical application, the single-layer motor train unit head train body needs to meet the interface requirements of the traditional bogie and the articulated bogie at the same time, so that the embodiment provides a structure capable of installing the traditional bogie and an articulated bogie. Notably, the truck mount plate 2411 is a part of the undercarriage draft sill 241 unitary member and is not a separate component.

For the two-position end chassis, as shown in fig. 25, the two-position end chassis further includes a chassis end beam 242 and a chassis edge beam 243, wherein the structure of the chassis towing beam 243 is axisymmetrical with the longitudinal center line of the chassis, the chassis end beam 242 is axisymmetrically disposed on two sides of the chassis towing beam 243 with the longitudinal center line of the chassis as an axis, and the chassis edge beam 243 is axisymmetrically disposed on two sides of the chassis end beam 242 with the longitudinal center line of the chassis as an axis.

Fig. 26 is a schematic cross-sectional view of fig. 25. Further, as shown in fig. 26, the underframe end beams 242 are arranged horizontally, and the underframe edge beams 243 are arranged vertically.

Fig. 27 is an enlarged view of a region D of fig. 26. Further, as shown in fig. 27, a triangular weld is formed at the butt joint of the underframe traction beam 242 and the underframe end beam 242, and the underframe traction beam 242 and the underframe end beam are fixedly connected by welding; the underframe end beam 242 and the underframe edge beam 243 are fixedly connected by adopting an assembly welding mode.

Based on the scheme, the bogie is arranged at the end part of the carriage, and the floor height of the end part of the carriage is matched with the height of the bogie. And the floor height in the middle of the carriage can be properly reduced, and the door is arranged in the middle of the carriage, so that passengers can get on or off the bus conveniently, the internal space of the carriage can be increased, and the comfort is improved.

Based on this, can adjust the structure of above-mentioned chassis for the height of chassis middle part is lower, and the height at both ends is higher, in order to adapt to floor height.

In addition, the present embodiment also provides a structure of the side wall of the car body, so as to adapt to the low floor area in the middle of the car body and the high floor area at the end part of the car body.

Fig. 28 is a schematic structural diagram of a side wall according to an embodiment of the present application. As shown in fig. 28, the sidewalls include a high-floor region sidewall 251 and a low-floor region sidewall 252, and the bottom end of the high-floor region sidewall 251 is lower than the low-floor region sidewall 252; the low floor area side walls 252 are located at the middle of the vehicle compartment, and the high floor area side walls 251 are located at both ends of the vehicle compartment.

The underframe extends along the length of the car and is connected to the bottom of the high floor area side wall 251 and the low floor area side wall 252. At least one end of the underframe is provided with an underframe traction beam extending along the car length direction, and the end part of the underframe traction beam is used for being connected with a traction device of the bogie; the bogie is located below the high floor area.

The high floor region sidewall 251 includes: the longitudinal side wall section bar and the vertical side wall section bar are formed by splicing, wherein the longitudinal side wall section bar extends along the vehicle length direction, the vertical side wall section bar extends along the vertical direction, and the end part of the longitudinal side wall section bar is abutted against the vertical side wall section bar. The low floor area side wall 252 comprises a spliced longitudinal side wall profile.

Fig. 29 is a schematic structural view of a side wall in a high floor area in the side wall provided in the embodiment of the present application, and fig. 30 is a sectional view of a vertical side wall profile in the side wall in the high floor area provided in the embodiment of the present application. The embodiment of the present application provides a specific implementation manner of a vertical side wall profile 253, and as shown in fig. 29 and fig. 30, the vertical side wall profile 253 includes at least two vertical profiles which are spliced together. In this embodiment, the vertical side wall section 253 includes a first vertical section 2531, a second vertical section 2532, a third vertical section 2533 and a fourth vertical section 2534, the structures of the four vertical sections are similar, the cross sections of cavities of the four vertical section include a plurality of rectangular structures surrounded by the inner ribs of the vertical sections on the inner and outer surfaces of the vertical section and the inner and outer surfaces of the vertical section, and the first vertical section 2531, the second vertical section 2532, the third vertical section 2533 and the fourth vertical section 2534 are sequentially arranged in parallel in the vehicle length direction and are spliced together in a socket welding manner.

Fig. 31 is a schematic structural view of a side wall in a low floor area in the side wall according to an embodiment of the present application. The present application also provides a specific implementation of the longitudinal side wall profile 253, as shown in fig. 31, the longitudinal side wall profile 254 comprises at least two longitudinal profiles spliced together. In this embodiment, the longitudinal side wall section bar 254 includes a first longitudinal section bar 2541, a second longitudinal section bar 2542, a third longitudinal section bar 2543 and a fourth longitudinal section bar 2544, the structures of the four vertical section bars are similar, a plurality of section bar diagonal ribs 2547 are distributed inside cavities of the four vertical section bars, the inner section bar diagonal ribs 2547 are arranged densely according to stress requirements, the general trend that two ends are dense and the middle is loose is shown, section bar vertical ribs 2548 are added in places with large stress, the original cavities are cut, further reinforcement is realized, and the overall strength and rigidity are increased. The first longitudinal section bar 2541, the second longitudinal section bar 2542, the third longitudinal section bar 2543 and the fourth longitudinal section bar 2544 are sequentially arranged in parallel in the vertical direction (in the vehicle height direction) and are spliced together in a socket welding manner.

Further, a C-shaped groove for connecting or mounting other vehicle body structures or assemblies is further arranged on the longitudinal side wall profile 254, and the C-shaped groove and the longitudinal side wall profile are integrally formed by processing the same material. That is, in this embodiment, an integral C-shaped groove design is adopted, and the integral C-shaped groove structure means that the C-shaped groove and the car body profile are combined into one, extruded together in the same die, and integrally formed, so that the subsequent processes of bonding, welding and riveting the C-shaped groove are omitted. According to different requirements of the car body section and the rear installation, the distribution position of the C-shaped groove is variable, and different adaptability changes are made. The design and manufacturing technology development trend of standardization, modularization and serialization of the rail vehicle body structure is met.

Fig. 32 is a schematic cross-sectional view of a longitudinal side wall profile provided in an embodiment of the present application, fig. 33 is an enlarged view of a region a in fig. 32, fig. 34 is a schematic structural view of an opening portion of a concealed C-shaped groove, and fig. 35 is an enlarged view of a region B in fig. 32.

This embodiment provides two specific implementations of the C-shaped groove, one of which is an exposed C-shaped groove 2545 disposed on the outer surface of the longitudinal side wall profile 254, as shown in fig. 32 and 35. The center of the exposed C-shaped groove is positioned at the intersection of the inner ribs of the longitudinal side wall profile, and a triangular support with multiple vertical ribs is formed in the cavity, so that the bearing capacity is improved. Because the side wall is designed to be a variable-height structure, in the embodiment, two groups of exposed C-shaped grooves are respectively arranged on each longitudinal section, so that the installation of the built-in wall boards with different heights can be met.

The subsequent installation and use mode of the exposed C-shaped groove is as follows: the big end of the T-shaped bolt is buckled into the C-shaped groove, and the component to be installed is fixed by the T-shaped bolt. The T-shaped bolt can move in the C-shaped groove, so that the position of the mounting component can be adjusted.

Another type of C-shaped groove is a hidden C-shaped groove 2546 disposed inside the cavity of the longitudinal side wall profile 254, as shown in fig. 31, 32 and 33. The mounting opening of the inner C-shaped groove 2546 is located on the surface of the longitudinal side wall section 254, and the bottom of the inner C-shaped groove opposite to the side of the mounting opening is provided with two section inclined ribs 2547 as supports. Strictly speaking, the concealed C-shaped groove 2547 is part of the section bar studs 2548 and forms a closed quadrilateral cavity. Because the side walls are designed to be of a variable-height structure, in the embodiment, two groups of built-in C-shaped grooves 2546 are respectively arranged on each longitudinal section so as to meet the installation requirements of seat sections with different heights.

The built-in C-shaped groove can reduce the weight of the section bar and provide more installation space, and is suitable for places with strict requirements on the installation space. In the mechanism, the built-in C-shaped grooves are arranged on the third side wall section and the fourth side wall section.

Furthermore, the installation opening of the built-in C-shaped groove on the surface of the longitudinal side wall profile is a cross-shaped opening. The structure can be processed at a built-in C-shaped groove of a structure or equipment to be installed, and specifically, the middle of a processed cross-shaped opening is a rectangular hole, and two sides of the processed cross-shaped opening are oblong holes. The rectangular hole is a fabrication hole and can be used for mounting the T-shaped bolt. When the T-shaped bolt is used, the large end of the T-shaped bolt is introduced from the middle rectangular opening and slides to the long round hole, and a component to be installed is fixed by the T-shaped bolt. The T-shaped bolt can move at the opening of the long round hole, so that the effect of adjusting the position of the mounting member to a certain extent is achieved.

The side wall section bar among the prior art is all formed by the longitudinal side wall section bar from the top to the bottom concatenation that length direction and car length direction are unanimous, because section extruded section can only have one, can not realize variable cross section extrusion, so just can't realize the variable section design at car length direction (train is vertical), but in practical application, the power that the different positions of side wall on car length direction received is different, for example the bearing capacity that the side wall near the door received is great, need thicken the enhancement to the side wall, only can directly carry out whole enhancement with longitudinal side wall section bar among the prior art, cause the material waste, and can increase whole automobile body weight.

The vertical side wall section bars are spliced on the basis of the longitudinal side wall section bars, the length directions of the vertical side wall section bars are mutually vertical, the structural directions of the maximum force capable of being borne are mutually vertical, and the parts with weaker bearing capacity can be mutually compensated. And can carry out local thickening at the part that needs to bear great power and strengthen, for example with vertical side wall section bar concatenation at the both ends of vertical side wall section bar, set up near the door, just can only carry out the thickening reinforcement to vertical side wall section bar, and need not change vertical side wall section bar, both guaranteed processing simple, standard, can guarantee the requirement of intensity again, can also reach the demand of lightweight design. The integrated C-shaped groove design has the advantages that:

1) the manufacturing and installation modularization is facilitated, the production efficiency is improved, the production cost is reduced, and the overall C-shaped groove structure meets the requirements of universality, applicability, reliability, maintainability and economy. The uniform C-shaped groove realizes the identity of part structures, installation interfaces and performance parameters, and the modularization of the vehicle body interface is a necessary condition for guaranteeing the modularization of installation in the next procedure.

2) High strength and reliability

The integrated into one piece's structure has increased consolidation intensity, has improved installation intensity, has higher installation reliability. Further improving the bearing capacity, enlarging the threshold range of the weight of the accessories installed in the subsequent process or further reducing the hoisting points.

3) Convenient installation and stable quality

The installation of the subsequent accessories is simpler and more convenient and quicker, and the installer can complete the operation only by using a simple tool.

4) Reduce the deformation of the vehicle body and improve the assembly precision

If the main structure of the side wall is separated from the C groove, the C groove needs to be fixed on the vehicle body in a welding, riveting and bonding mode, welding deformation is easy to generate during welding, the verticality of the installation planeness is affected, and the process difficulty is high in places with high installation requirements; the welding of the C groove needs to be carried out on the vehicle body section bar stud, and the welding defects such as welding feathering and the like are easily caused due to uneven thickness of the section bar wall; c grooves are welded at multiple positions, so that the heat input quantity is large, and the flatness of the side wall is influenced; the side wall deformation caused by the installation of the C-shaped groove and the accessories influences the installation precision of the accessories, secondary adjustment and repair of the profile degree of the side wall are needed in order to ensure the installation quality, and the problems can be avoided by the integral C-shaped groove.

In addition, welding and riveting the C-channel requires space requirements, and visibility and accessibility of the welding limit the design position of the C-channel. If the operation is carried out in a narrow space of the vehicle body, a lot of inconvenience can be brought. Therefore, the labor intensity is greatly reduced by the full-length C-shaped groove, and the working efficiency is greatly improved. The full-length C groove structure is also beneficial to improving the assembly precision, reducing the assembly difficulty, saving the installation time and improving the working efficiency.

5) Convenient maintenance, strong replaceability and high maturity

Due to the structural system type (the C-shaped groove interface and the mounting bolt system type), when the device is maintained, replaced parts can be found conveniently, interchangeability is improved, fault quick maintenance is facilitated, maintenance time is saved, and maintenance cost is reduced.

Is beneficial to design change and is easy to adjust. When the mounting point is changed in the next procedure, the mounting requirements can be met by moving the position of the bolt without changing the vehicle body.

The height of the high-floor area side wall 251 in the vertical direction is smaller than the height 252 of the low-floor area side wall in the vertical direction, the side wall structure is provided with a passenger room door 25b, a side window 25a and an external display opening 25c, and the passenger room door 25b is arranged between the high-floor area side wall 251 and the low-floor area side wall 252.

The high-floor area side wall 251 is formed by splicing a longitudinal side wall profile 254 and a vertical side wall profile 253, wherein the vertical side wall profile 253 is arranged at the position where a passenger room door 25b on the high-floor area side wall is arranged. The low floor area side wall 252 is formed from a longitudinal side wall profile 254.

Claims

1. A train employing an articulated truck, comprising: the bogie comprises at least two carriages and a bogie connected between the two carriages;

2. The train of claim 1, wherein the traction device further comprises: an elastic connecting pin; the elastic connecting pin is rotatably connected between the first traction pin and the second traction pin, so that the first traction pin and the second traction pin can rotate in a plane formed by the vehicle length and the vehicle width, can also rotate in a plane formed by the vehicle width and the vehicle height, and can also rotate in a plane formed by the vehicle length and the vehicle height.

3. The train according to claim 2, wherein said resilient connecting pin comprises:

a rigid central shaft connected to the second kingpin;

a rigid annular outer sleeve connected to the first draw pin;

the elastic middle sleeve is arranged between the central shaft and the annular outer sleeve.

4. The train as claimed in claim 3, wherein a first hinge portion is provided at one side of the upper portion of the first towing pin, the first hinge portion is provided with a first hinge hole, and the annular outer sleeve is fixed in the first hinge hole; the other side of the upper part of the first traction pin is provided with a first vehicle body connecting seat used for being connected with a carriage; the bottom end of the first traction pin is matched with the cross beam to transmit longitudinal force;

a second vehicle body connecting seat used for being connected with the carriage is arranged on one side of the second traction pin, two second hinge parts are arranged on the other side of the second traction pin, and second hinge holes are formed in the second hinge parts; the first hinge part can be inserted between the two second hinge parts, and two ends of the central shaft penetrate through the second hinge holes and are fixed to the second hinge parts.

5. The train of claim 4, wherein the traction device further comprises: a hinge cover connected to the outer side of the second hinge portion and aligned with the second hinge hole; the inner side surface of the hinged cover is provided with a connecting key; the end face of the central shaft is provided with a key groove for accommodating the connecting key.

6. The train of claim 4, wherein the frame comprises: the device comprises side beams and a cross beam connected between the side beams; a through hole which is communicated up and down is formed in the middle of the cross beam, and the bottom end of the first traction pin is inserted into the through hole;

the traction device further comprises: and the longitudinal buffering stop gear is positioned in the through hole and is respectively arranged between the first traction pin and the cross beam.

7. The train of claim 4, further comprising:

the transverse damper mounting seat is connected to the bottom end of the first traction pin; the transverse shock absorber mounting base is further connected with a transverse shock absorber.

8. The train of claim 7, wherein the transverse damper mount comprises:

the top plate of the shock absorber mounting seat is connected to the bottom surface of the first traction pin through a threaded fastener;

the shock absorber mounting seat side plates are arranged on the lower surface of the shock absorber mounting seat top plate side by side; a gap capable of accommodating the end part of the transverse shock absorber is reserved between the two shock absorber mounting seat side plates; the side end face of the side plate of the shock absorber mounting seat is connected with the transverse shock absorber through a threaded fastener.

9. The train of claim 8, wherein the bottom surface of the first kingpin is provided with a through slot extending in a transverse direction; the top surface protrusion of shock absorber mount pad roof is provided with the guided way that can slide in logical groove.

10. The train of claim 4 wherein the first and second hinges have mounting surfaces extending vertically; the outer end face of the bogie mounting plate is a surface extending vertically; the first hinge part and the second hinge part are correspondingly butted with the outer end surface of the bogie mounting plate and are connected through a threaded fastener.

11. The train of claim 10, wherein the underframe further comprises underframe end beams and underframe side beams, the underframe draft beams are configured to be axisymmetric about the underframe longitudinal centerline, the underframe end beams are disposed on opposite sides of the underframe draft beams and the underframe side beams are disposed on opposite sides of the underframe end beams and are axisymmetric about the underframe longitudinal centerline.