CN112498499A

CN112498499A - Rubber wheel train

Info

Publication number: CN112498499A
Application number: CN202011403359.5A
Authority: CN
Inventors: 张弛; 崔周森; 胡基贵; 刘英博; 杨云帆; 肖遥
Original assignee: CRRC Nanjing Puzhen Co Ltd
Current assignee: CRRC Nanjing Puzhen Co Ltd
Priority date: 2020-12-04
Filing date: 2020-12-04
Publication date: 2021-03-16
Anticipated expiration: 2040-12-04
Also published as: WO2022116697A1; CN112498499B

Abstract

The embodiment of the application provides a rubber-tyred train, includes: the train bogie comprises at least two carriages, wherein a bullet train bogie is arranged below the front end of the carriage at the end part of the train, and the carriages are connected through a trailer bogie; the train comprises a train body, a train body and a passenger room, wherein the train body is positioned at the end part of the train and comprises a driver cab and the passenger room, the passenger room comprises a front passenger room area and a rear passenger room area which are sequentially distributed along the length direction of the train, the front passenger room area is positioned between the driver cab and the rear passenger room area, and the floor height of the front passenger room area is higher than that of the rear passenger room area. The rubber-tyred train that this application embodiment provided has better bending performance, and for low floor design, makes things convenient for the passenger to get on or off the bus.

Description

Rubber wheel train

Technical Field

The application relates to a ground rubber-tyred vehicle technology, in particular to a rubber-tyred train.

Background

At present, the vehicles in cities mainly comprise public transport vehicles, rapid buses, cars, subways, light rails and trams. The bus has the advantages of low cost, good visual field and the like when people go out by taking the bus, but has the problems of slow running caused by traffic jam, multiple transfer caused by fixed lines and the like. The car has the advantages of convenience, rapidness and the like when people go out, but along with the gradual increase of car keeping quantity in cities, serious traffic jam, difficult parking and serious environmental pollution become problems which puzzle people for a long time and need to be solved urgently. The subway, the light rail and the tramcar adopt electric power as driving force to run along independent rails, the problems of serious traffic jam, difficult parking and serious environmental pollution are solved, but an underground tunnel, an overground viaduct and a ground rail need to be built in the early stage, so that the construction period is long, the construction process is complex, inconvenience is brought to people's trip due to the fact that road space needs to be occupied in the construction process, the tramcar also occupies a part of road space during operation, and more importantly, the construction cost is very high. The bus rapid transit has the advantages of being rapid, environment-friendly, low in construction cost and the like, but the platform of the bus rapid transit still occupies a part of road space, and the coverage line of the bus rapid transit is limited.

Disclosure of Invention

In order to solve one of the technical defects, the embodiment of the application provides a rubber-tyred train.

According to a first aspect of embodiments of the present application, there is provided a rubber-tyred train, including: the train bogie comprises at least two carriages, wherein a bullet train bogie is arranged below the front end of the carriage at the end part of the train, and the carriages are connected through a trailer bogie;

the train comprises a train body, a train body and a passenger room, wherein the train body is positioned at the end part of the train and comprises a driver cab and the passenger room, the passenger room comprises a front passenger room area and a rear passenger room area which are sequentially distributed along the length direction of the train, the front passenger room area is positioned between the driver cab and the rear passenger room area, and the floor height of the front passenger room area is higher than that of the rear passenger room area.

By adopting the technical scheme provided by the embodiment of the application, the train comprises the motor trains and at least one intermediate train arranged between the two motor trains, the motor train bogie is arranged below the motor trains, and the trailer bogie is arranged between the motor trains and the intermediate train, so that the curve passing performance of the train can be improved, and the turning radius is reduced; the floor height of the front passenger room area of the bullet train is higher than that of the rear passenger room area, and the lower floor of the rear passenger room area can facilitate passengers to get on or off the train.

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 rubber-tyred train provided in an embodiment of the present application;

FIG. 2 is a side view of a rubber wheel train body provided in an embodiment of the present application;

FIG. 3 is a perspective view of a vehicle body frame provided in an embodiment of the present application;

FIG. 4 is a side view of a vehicle body frame provided in an embodiment of the present application;

FIG. 5 is a schematic diagram of a transition beam arrangement provided by an embodiment of the present application;

FIG. 6 is a schematic structural diagram of a transition beam provided in an embodiment of the present application;

FIG. 7 is a side view of the connection of the transition beam with the high underbody longitudinal beam and the low underbody transverse beam provided by the embodiment of the application;

FIG. 8 is a bottom view of a high floor area provided by an embodiment of the present application;

FIG. 9 is a schematic structural view of a high underbody longitudinal beam provided by the embodiment of the application;

fig. 10 is a schematic structural view of a first high longitudinal beam body in the underbody high longitudinal beam provided by the embodiment of the application;

FIG. 11 is a schematic view of a connection structure between a first mounting hanger and a first high longitudinal beam provided in the embodiment of the present application;

FIG. 12 is a schematic structural diagram of a vehicle door according to an embodiment of the present disclosure;

FIG. 13 is a schematic structural diagram of a door stud provided in an embodiment of the present application;

FIG. 14 is a schematic view of a partial structure of a door pillar according to an embodiment of the present disclosure;

FIG. 15 is a schematic structural diagram of a reinforcing plate according to an embodiment of the present disclosure;

FIG. 16 is a cross-sectional view A-A of FIG. 12;

FIG. 17 is an enlarged view of a portion of the area P in FIG. 16;

FIG. 18 is a cross-sectional view B-B of FIG. 12;

FIG. 19 is a schematic structural diagram of a vehicle door sealing structure provided in an embodiment of the present application;

FIG. 20 is a cross-sectional view C-C of FIG. 19;

FIG. 21 is a cross-sectional view D-D of FIG. 19;

FIG. 22 is a cross-sectional view E-E of FIG. 19;

fig. 23 is a schematic structural view of a vehicle door emergency unlocking device provided in the embodiment of the present application;

FIG. 24 is a cross-sectional view F-F of FIG. 23;

fig. 25 is a schematic view of an installation structure of a fixing frame of an unlocking device according to an embodiment of the present application;

fig. 26 is a schematic structural diagram of a vehicle body provided with an air supply system according to an embodiment of the present application;

fig. 27 is a schematic structural view of an air supply duct provided in the embodiment of the present application;

FIG. 28 is a cross-sectional view of an air supply duct provided in an embodiment of the present application;

fig. 29 is a bottom view of an air conditioner according to an embodiment of the present application;

FIG. 30 is a view showing a specific position of a water collecting tray on a vehicle body according to an embodiment of the present application;

FIG. 31 is a partial schematic view of a vehicle body provided with a water collecting tray and a water guiding pipe according to an embodiment of the present disclosure;

FIG. 32 is an enlarged view of a portion of FIG. 31;

fig. 33 is a schematic structural view of an end wall of a cab according to an embodiment of the present invention;

FIG. 34 is a schematic view of a partition wall assembly according to an embodiment of the present disclosure;

fig. 35 is a schematic overall arrangement diagram of a wire crossing device according to an embodiment of the present application;

FIG. 36 is a top view of a wire crossing device arrangement provided in an embodiment of the present application;

fig. 37 is a schematic layout view of a first slot box and a second slot box in a crossing device according to an embodiment of the present application;

FIG. 38 is a schematic structural view of a cable support bracket according to an embodiment of the present application;

FIG. 39 is a partial schematic structural view of a vehicle body according to an exemplary embodiment of the present disclosure;

FIG. 40 is a schematic view of a first vehicle body drawbar seat according to an embodiment of the present application at a first viewing angle;

FIG. 41 is a schematic illustration of a first vehicle body drawbar seat according to an embodiment of the present application at a second viewing angle;

FIG. 42 is an exploded view of a first vehicle body drawbar seat provided in accordance with an embodiment of the present application;

FIG. 43 is a schematic view of a second body drawbar seat according to an embodiment of the present application at a first viewing angle;

FIG. 44 is a schematic illustration of a second body drawbar seat according to an embodiment of the present application at a second viewing angle;

FIG. 45 is an exploded view of a second vehicle body drawbar seat provided in accordance with an embodiment of the present application;

FIG. 46 is a perspective view of a trailer truck provided in an embodiment of the present application;

FIG. 47 is a schematic view of a trailer bogie with a towing attachment provided thereon according to an embodiment of the present application;

FIG. 48 is a top view of a truck provided in an embodiment of the present application;

FIG. 49 is a perspective view of a truck according to an embodiment of the present application showing two frame body hinges connected together;

FIG. 50 is a top view of two frame hinges as the train travels straight;

FIG. 51 is a top view of two frame hinges as a train passes through a curve;

fig. 52 is an exploded view of the bogie according to the present embodiment of the present invention with the frame body connected to the slewing bearing device;

FIG. 53 is a cross-sectional view of a slew bearing in a truck provided in an embodiment of the present application;

FIG. 54 is a cross-sectional view of a slewing bearing device in a bogie according to an embodiment of the present application;

FIG. 55 is a first schematic structural view of a revolving support cover plate according to an embodiment of the present disclosure;

fig. 56 is a second schematic structural view of a revolving support cover plate according to an embodiment of the present application;

FIG. 57 is a schematic view of an installation of a bullet train traction device provided by an embodiment of the present application;

FIG. 58 is a schematic view of the connection structure of the traction device and the frame of the bullet train provided by the embodiment of the present application;

FIG. 59 is a schematic view of a connecting structure of a towing pintle and a frame according to an embodiment of the present application;

FIG. 60 is a top view of FIG. 59;

FIG. 61 is a side view of FIG. 59;

FIG. 62 is a schematic view of a connection structure of a steering driving device and a frame of a motor vehicle according to an embodiment of the present application;

FIG. 63 is a schematic view of FIG. 62 from another perspective;

FIG. 64 is a schematic structural view of a traction drive of a bullet train provided in accordance with an embodiment of the present application;

fig. 65 is a schematic structural view of a propeller shaft according to an embodiment of the present disclosure;

FIG. 66 is a schematic view of a connection structure of a traction motor and a vehicle body according to an embodiment of the present disclosure;

fig. 67 is a first schematic structural diagram of a vehicle-mounted power receiving device according to an embodiment of the present application;

fig. 68 is a second schematic structural diagram of a vehicle-mounted power receiving device according to an embodiment of the present application;

fig. 69 is a third schematic structural diagram of a vehicle-mounted power receiving device according to an embodiment of the present application;

fig. 70 is a schematic view illustrating a charging pile moving toward an on-vehicle powered device according to an embodiment of the present application;

fig. 71 is a schematic diagram illustrating a charging pile and a vehicle-mounted powered device according to an embodiment of the present application when they are plugged in place;

fig. 72 is a partial schematic view of a charging stand according to an embodiment of the present application;

fig. 73 is an electrical connection diagram of a charging controller and an onboard controller according to an embodiment of the present disclosure;

fig. 74 is a schematic view illustrating an initial position of a charging protection cover in the vehicle charging system according to the embodiment of the present application;

fig. 75 is a schematic view of a charging protection cover in a covered position in the vehicle charging system according to the embodiment of the present application.

Reference numerals:

1-motor train; 101-a driver cab; 102-passenger room; 103-vehicle body skirtboard; 104-a movable skirt board; 111-roof rail; 1112-vehicle bottom low beam; 1114-vehicle bottom high beam; 112-roof rail; 1131, a long vehicle body upright post; 1132-short car body uprights; 1133, turning an outer column; 1134, turning an inner side column; 114-vehicle bottom high longitudinal beam; 1141-a first high stringer beam body; 1142-a second high stringer beam body; 1143-a first stringer recess; 1144-first stringer horizontal mount; 1145-a second stringer recess; 1146-second stringer horizontal mount; 1147-a first mounting hanger; 1151-vehicle end outboard cross member; 11511-a first mounting plate; 11512-a first side panel; 11513-a first baffle; 11514-a first clamping plate; 11515-a first guard plate; 11516-seat mounting interface; 1152-vehicle end inboard cross member; 11521-a second mounting plate; 11522-a second side panel; 11523-a second baffle; 11524-a second guard plate; 1153-a first body drawbar seat; 11531-a first body; 11532-a first connection; 1154-a second body drawbar seat; 11541-a second body; 11542-a second connection; 116-bolster; 1161-air spring mounting portion; 1162-air spring air supply channel; 117-vehicle bottom low longitudinal beam; 1181-side stringer; 1182-diagonal draw beam; 1183-impact beam; 1184-a cab frame beam;

121-high floor area; 122-low floor area; 123-a transition beam; 1231-transition beam upper cover plate; 12311-upper deck horizontal load bearing section; 12312-upper deck inclined section; 12313-upper cover plate horizontal connecting section; 1232-a transition beam riser; 1233-transition beam lower cover plate; 12331-lower deck horizontal load bearing section; 12332-lower deck tilt section; 12333-first lower decking bend; 12334-a second lower cover plate bending section; 131-a front side window; 132-a rear window; 141-middle ceiling; 142-an air supply duct; 1421 — air supply cavity; 1422-hydrostatic chamber; 14221 — air outlets; 1423 — duct spacer; 14231-blow hole; 143-air conditioning; 1431-drainage hole; 1441-water collection tray; 14411 — water guide hole; 1442-aqueduct;

15-a vehicle door; 151-door uprights; 1511-first plate; 1512-a second plate; 1513-third plate; 1514-a reinforcing plate; 15141-stiffener through holes; 1515-first batten fixing hole; 15151-first bead adjusting part; 15152-first bead fixing part; 152-door top beam; 1521-second batten fixing hole; 153-a first sealing bead; 1531 — a first seal; 1532 — a first connection; 154-second sealing bead; 1541-a second seal; 1542-a second linker; 15421-connecting the battens; 155-emergency unlocking means; 156-unlocking device mount; 1561-a first fixed surface; 1562-a second fixed surface; 1563-adjusting shim; 16-a line crossing apparatus; 161-first wire chase box; 162-a second wire chase box; 163-flying lead support; 164-a first terminal adapter box; 165-a second terminal adapter box; 1611-a first cable; 1621-a second cable; 1631-a cable holder; 1632-a cable clamp block; 1633-cable vias; 17-cab headwall; 171-sidewall columns; 172-partition wall columns; 1721-partition wall column body; 1722-partition wall upright post connecting section; 173-partition wall beam; 174-partition connecting column; 18-a vehicle-mounted power receiving device; 181-a box body; 182-a charging stand; 1821-a charging interface; 1822-a pilot hole; 183-guard plate; 184-vehicle controller;

2-intermediate vehicle;

3-a motor car bogie; 31-side beam; 32-a cross beam; 321-longitudinal stop carrier plate; 33-a bullet train traction device; 331-a traction center pin; 3311-kingpin mounting plate; 3312-stepped shaft; 3313-traction pin limit lug; 33131-damper mounting groove; 33132-limiting plane; 332-a traction module; 333-longitudinal stop; 334 transverse stop; 3341-lateral stop mount; 3342-lateral stop 335 center pin connection; 336-kingpin mount. 34-a motor car steering driving device; 342-a power steering gear; 343-power steering swing arm; 3441-power steering tie rod; 3442-first transfer lever; 3443-second drive link; 3444-third drive link; 3451-first tire steering swing arm; 3452-second tire steering swing arm; 3453-third tire steering swing arm; 3454-fourth tire steering swing arm; 346-limit switch; 347-a first drive axle; 348 — a second drive axle; 349-booster cylinder; 351-a first motor car wheel pair; 3511-first railcar wheel; 3512-second railcar wheel; 3513-limit stops; 352-a second pair of wheels; 3521-third railcar wheel; 3514-fourth railcar wheel; 36-secondary suspension; 37-a bullet train traction drive; 371-traction motor; 372-a drive axle; 373-a drive shaft; 3731-first transmission; 3732-second transmission part; 3733-third transmission part; 374-traction motor mount; 375-traction motor support base; 38-transverse damper;

4-a trailer bogie; 41-a first frame body; 411-a first frame hinge; 412-a first frame connecting part; 413-a first cushion mount arm; 42-a first axle; 43-a second frame; 431-a second frame hinge; 432-a second frame connecting part; 433 — a second cushion mount arm; 44-a second axle; 45-a slewing bearing device; 451-slewing bearings; 4511 — first swivel; 4512 — second swivel; 452-a pivoting support deck; 4521-run through passage limit boss; 4522-removing the threaded hole; 4523-spring pin mounting holes; 4524-cover plate fastener mounting holes; 453-waterproof pad; 454-a resilient pin; 455-sealing the plug; 456-cover plate fasteners; 441-outboard axle drawbar seat; 442-inboard axle drawbar seat; 461-a first traction assembly; 462-a second pulling assembly; and 5, a through passage. 6-charging pile; 61-a support body; 62-servo slide; 63-a plug-in device; 64-a charge controller; 631-a charging plug; 632-pose compensation means; 6321-a support frame; 6322-a first mounting plate; 6323-a second mounting plate; 6324-a third mounting plate; 6325-first guide bar; 6326-a first spring; 6327-second guide bar; 6328-second spring; 6329-third guide bar; 6330-third spring; 634-a guide; 635-electromagnetic lock; 636-a positioning sensor; 65-charging protective cover.

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 present embodiment provides a rubber-tyred train capable of traveling on the ground. In the present embodiment, the width direction of the train is referred to as the lateral direction, the length direction of the train is referred to as the longitudinal direction, and the direction perpendicular to the horizontal plane is referred to as the vertical direction or the vertical direction.

The rubber wheel train comprises at least two carriages, a motor train bogie is arranged below the front end of the carriage at the end part of the train, and the carriages are connected through a trailer bogie; the train comprises a train body, a train body and a passenger room, wherein the train body is positioned at the end part of the train and comprises a driver cab and the passenger room, the passenger room comprises a front passenger room area and a rear passenger room area which are sequentially distributed along the length direction of the train, the front passenger room area is positioned between the driver cab and the rear passenger room area, and the floor height of the front passenger room area is higher than that of the rear passenger room area.

For example: the rubber wheel train comprises two carriages which are all motor cars. A motor car bogie is arranged below the front end of the motor car, and a trailer bogie is connected between the two motor cars. Or the rubber wheel train comprises three or more than three carriages, motor cars are arranged at two ends of the train, motor car bogies are arranged below the front ends of the two motor cars, and trailer bogies are connected between the carriages.

Fig. 1 is a side view of a rubber wheel train provided in an embodiment of the present application. Taking the rubber-tyred train shown in fig. 1 as an example, the train includes two head cars and at least one intermediate car 2, and the intermediate car 2 is located between the two head cars. The bottom of the head car is provided with a motor car bogie 3, and a trailer bogie 4 is arranged between the head car and the middle car and between two middle cars, so the head car can be called as a motor car 1.

In the embodiment, three carriages are taken as an example, two motor cars and one intermediate car. The motor train unit 1 includes a driver's cab and a passenger compartment, the passenger compartment includes a front passenger compartment area and a rear passenger compartment area which are sequentially arranged along a vehicle length direction, the front passenger compartment area is located between the driver's cab and the rear passenger compartment area, and a floor height of the front passenger compartment area is higher than that of the rear passenger compartment area. The driver's cab and the front passenger compartment area serve as a high floor area, and the rear passenger compartment area serves as a low floor area.

Further, the intermediate car 2 is a low floor car having the same floor height as the low floor height of the bullet train 1. A through passage for communicating passenger rooms of the two adjacent vehicles is arranged between the two adjacent vehicles, and the bottom end of the through passage falls on a trailer bogie.

The embodiment provides an implementation mode of a head car body: fig. 2 is a side view of a head car body of a rubber-tyred train according to an embodiment of the present disclosure, fig. 3 is a perspective view of a car body frame according to an embodiment of the present disclosure, and fig. 4 is a side view of the car body frame according to an embodiment of the present disclosure. As shown in fig. 2 to 4, the vehicle body includes: the automobile body frame, well roof, high floor, low floor, front side window, rear side window and door.

The vehicle body frame is used as a frame type main structure, and an internal space enclosed by the vehicle body frame is divided into a high floor area 121 at the front end and a low floor area 122 at the rear end. The middle top plate is arranged at the top of the vehicle body framework and extends to the two longitudinal ends of the vehicle body framework along the vehicle length direction. The floor of the high floor region 121 is a high floor, and is disposed at the bottom of the front end of the vehicle body frame and laid on the upper surface thereof. The floor of the low floor region 122 is a low floor, is provided at the bottom of the rear end of the vehicle body frame, and is laid on the upper surface thereof. The high floor and the low floor have a vertical height difference and are in transitional connection through the vertical floor.

Two side faces of the vehicle body framework are respectively provided with a front side window 131, a rear side window 132 and a vehicle door 15, the top end of the front side window 131 is connected to the top of the vehicle body framework, and the bottom end of the front side window 131 extends to the middle height of the side face of the vehicle body framework. The top end of the rear side window 132 is connected to the top of the vehicle body frame, and the bottom end of the rear side window 132 is equal to the bottom end of the front side window in height. The door 15 is located between the front side window 131 and the rear side window 132, and the top end of the door 15 is connected to the top of the vehicle body frame and the bottom end is connected to the low floor.

According to the technical scheme provided by the embodiment, the bottom of the front end of the vehicle body framework is higher than that of the rear end, the high floor is arranged at the bottom of the front end, the low floor is arranged at the bottom of the rear end, a high floor area and a low floor area are respectively formed, and the vehicle door is arranged at the position of the low floor, so that passengers can conveniently get on or off the vehicle; in addition, the side wall structure in traditional scheme is no longer adopted to the automobile body that this embodiment provided, but adopts the front side window to connect between automobile body frame top and the front end bottom of automobile body frame, and the rear side window sets up the rear end at the door, and is the same with front side window mounting height and mounting means, is equivalent to the form that the automobile body both sides are whole big side window for the automobile body both sides have a wider field of vision, and can also solve the great problem of weight that traditional side wall structure brought, realize the lightweight design of automobile body.

On the basis of the technical scheme, a cab end wall 17 is adopted to divide a space surrounded by the vehicle body framework into a cab 101 and a passenger room 102, wherein the cab 101 is positioned at the front end of a high-floor area 121. The front end of the passenger compartment is located in the high floor area 121 and the rear end is located in the low floor area 122. The cab end wall 17 extends in the lateral direction and is connected between the two side face structures of the vehicle body frame.

The embodiment provides an implementation mode of a vehicle body framework: as shown in fig. 3 and 4, the vehicle body frame includes: the roof comprises a roof framework at the top, a high floor area framework and a low floor area framework at the bottom, a transition beam and a vertical framework. The high floor area framework and the low floor area framework are sequentially arranged along the longitudinal direction and are connected through the transition beam. The vertical framework is connected between the roof framework and the high floor area framework and between the roof framework and the low floor area framework. The high floor is arranged on the upper surface of the high floor area framework, and the low floor is arranged on the upper surface of the low floor area framework.

A specific implementation manner is as follows: the roof skeleton includes: a roof rail 112 and a roof cross rail 111. The number of the roof rails 112 is two, and the two roof rails 112 extend along the vehicle length direction and are arranged side by side and located on the two transverse sides of the vehicle body framework. The number of the roof cross members 111 is plural, and the plural roof cross members 111 are arranged at intervals in the vehicle length direction and vertically connected between the roof side rails 112.

The high floor area skeleton includes: a high underbody longitudinal beam 114, a high underbody transverse beam 1114 and a side longitudinal beam 1181. Wherein, the quantity of the high longeron 114 of vehicle bottom is two, and two high longerons 114 of vehicle bottom all extend along the automobile body direction, and the two arranges side by side, is located the horizontal both sides of automobile body skeleton front end bottom. The quantity of vehicle bottom high crossbeam 1114 is a plurality of, and a plurality of vehicle bottom high crossbeams 1114 are laid along the long direction interval of car, connect perpendicularly between two vehicle bottom high longerons 114. In addition, a longitudinal beam can be arranged between the two high-car-bottom longitudinal beams 114 and correspondingly connected with the high-car-bottom cross beam 1114, so that the strength of the high-floor area framework is improved. Side rail 1181 extends in the longitudinal direction and is connected at its rear end to the vehicle door. The number of the side longitudinal beams 1181 is two, the two side longitudinal beams are arranged side by side and located at both lateral sides, and front ends of the two side longitudinal beams 1181 extend forward and are connected to the cab frame beam 1184.

The above-mentioned vertical skeleton includes: a plurality of vertically extending body uprights 1131 are connected at their top ends to the roof rail 112 and at their bottom ends to the side rails 1181. The number of the long vehicle body pillars 1131 is plural, the plural long vehicle body pillars 1131 are arranged at intervals in the vehicle length direction, and the front side window 131 or the rear side window 132 is respectively disposed between two adjacent long vehicle body pillars 1131.

The low floor area skeleton includes: a floor low longitudinal beam 117 and a floor low cross beam 1112. Wherein, the low longeron 117 of vehicle bottom extends along the car length direction, and its quantity can be a plurality of, and the low longeron 117 of a plurality of vehicle bottoms is laid along the horizontal direction interval in proper order. The height of the vehicle bottom low longitudinal beam 117 is lower than that of the vehicle bottom high longitudinal beam 114, and the front end of the vehicle bottom low longitudinal beam 117 extends to the lower part of the vehicle bottom high longitudinal beam 114. In addition, the low floor area frame also includes a structure similar to the side member 1181, in which the front end is connected to the door and the rear end extends to the rear end of the vehicle body frame.

Vertical skeleton still includes: a plurality of vertically extending body stubs 1132 are connected between the side rails 1181 and the underbody low rail 117. The door 15 is connected between the roof rail 112 and the underbody rail 117. The underbody low cross member 1112 extends in the transverse direction and is connected between the underbody low longitudinal members 117. The number of the underbody low beams 1112 is multiple and the beams are sequentially arranged at intervals along the longitudinal direction.

The front side window 131 and the rear side window 132 are connected at the top ends to the roof side rail 112 and at the bottom ends to the side rails. The peripheral edges of the front window 131 and the rear window 132 are screen-printed with light-blocking layers to shield the respective beam structures.

A diagonal beam 1182 is connected between both sides of the cab frame beam 1181 and the roof side rail 112 to improve the strength of the cab. The lower part of the front end of the vehicle body framework is also provided with an anti-collision beam 1183, and the anti-collision beam 1183 is of an annular frame structure and can fully absorb collision energy.

In addition, vehicle body skirts are arranged above the roof side rails and enclose the two sides of the vehicle body. And equipment such as an energy storage device, an air conditioner and the like can be arranged above the middle top plate, and the apron plate of the vehicle body can protect the equipment.

On the basis of the above technical solution, the present embodiment describes in detail the transition beam 123 connected between the high floor area framework and the low floor area framework: fig. 5 is a schematic layout view of a transition beam provided in the embodiment of the present application, fig. 6 is a schematic structural view of the transition beam provided in the embodiment of the present application, and fig. 7 is a side view of a connection between the transition beam provided in the embodiment of the present application and a high underbody longitudinal beam and a low underbody transverse beam.

As shown in fig. 5 to 7, the transition beam 123 provided in the present embodiment includes a transition beam upper cover plate 1231 and a transition beam lower cover plate 1233; the transition beam upper cover plate 1231, the transition beam lower cover plate 1233 and the transition beam vertical plate 1232 can be metal plates, the transition beam upper cover plate 1231 and the transition beam lower cover plate 1233 are arranged oppositely, and the transition beam upper cover plate 1231 is located above the transition beam lower cover plate 1233. One end of the transition beam upper cover plate 1231 and one end of the transition beam lower cover plate 1233 are respectively connected with the high vehicle bottom longitudinal beam 114, the other end of the transition beam upper cover plate 1231 and the other end of the transition beam lower cover plate 1233 extend obliquely towards the low vehicle bottom cross beam 1112 and are respectively connected with the low vehicle bottom cross beam 1112, the oblique direction of the transition beam upper cover plate 1231 and the oblique direction of the transition beam lower cover plate 1233 are consistent with the stress direction of the transition beam 123, namely the oblique direction of the transition beam upper cover plate 1231 and the oblique direction of the transition beam lower cover plate 1233 are parallel or approximately parallel to the stress direction of the transition beam 123, and the stress of the transition beam 123 refers to the component force of the traction force and the braking force transmitted along the high vehicle bottom longitudinal beam 114 on the transition beam 123; by the arrangement, the stress concentration phenomenon of the transition beam 123 can be reduced, the bending of the upper cover plate 1231 and the lower cover plate 1233 of the transition beam 123 can be prevented, and the anti-extrusion capacity of the transition beam 123 can be improved.

In order to further improve the anti-extrusion capacity of the transition beam 123, the transition beam 123 further comprises a plurality of transition beam risers 1232, and the transition beam risers 1232 are fixed between the transition beam upper cover plate 1231 and the transition beam lower cover plate 1233; the transition beam riser 1232 is vertically connected between the transition beam upper cover plate 1231 and the transition beam lower cover plate 1233 to improve the structural strength of the transition beam 123, especially to improve the vertical bearing capacity of the transition beam 123.

One end of the transition beam vertical plate 1232 facing the underbody low cross beam 1112 protrudes out of the transition beam upper cover plate 1231 and the transition beam lower cover plate 1233 and extends horizontally, and the protruding part of the transition beam vertical plate 1232 is used for being connected with the underbody low cross beam 1112. A notch is formed in one side, facing the transition beam, of the underbody low cross beam 1112, or the underbody low cross beam 1112 is made of C-shaped steel, and a protruding portion of a transition beam vertical plate 1232 is inserted into the underbody low cross beam 1112 and is fixed; that is, the end of the transition beam riser 1232 facing the underbody low cross beam 1112 is fixed on the underbody low cross beam 1112 in a mode of "locking notch", so that the connection strength of the transition beam and the underbody low cross beam 1112 can be improved.

The transition beam provided by the embodiment of the application is used for connecting a high underbody longitudinal beam 114 located in a high floor area and a low underbody transverse beam 1112 located in a low floor area, and the integral inclination direction of the transition beam upper cover plate 1231 and the transition beam lower cover plate 1233 of the transition beam is consistent with the stress direction of the transition beam 123, so that the transition beam can be prevented from being bent due to the phenomenon of large torsional force bearing and stress concentration; meanwhile, a transition beam vertical plate 1232 is arranged between the transition beam upper cover plate 1231 and the transition beam lower cover plate 1233, so that the structural strength of the transition beam 123 is improved, and the structural strength and the bearing capacity of the vehicle body are improved.

On the basis of the above embodiment, a plurality of transition beam risers 1232 are arranged between the transition beam upper cover plate 1231 and the transition beam lower cover plate 1233, the transition beam risers 1232 are respectively welded with the transition beam upper cover plate 1231 and the transition beam lower cover plate 1233 to form an integral structure, one end of the transition beam risers 1232 facing the underbody low beam 1112 extends out of the transition beam upper cover plate 1231 and the transition beam lower cover plate 1233, and the protruding portion of the transition beam risers 1232 is inserted into the underbody low beam 1112 and is welded and fixed with the underbody low beam 1112. It will be appreciated that the upper surface of the end of the transition beam upper cover plate 1231 facing the underbody low cross beam 1112 may be aligned with the upper surface of the underbody low cross beam 1112 and joined together by a butt fusion weld; the end surface of the transition beam lower cover plate 1233 facing the underbody low cross beam 1112 may be aligned with the lower surface of the underbody low cross beam 1112 and joined together by a butt fusion weld.

Further, the transition beam upper cover plate 1231 provided by the embodiment of the present application includes an upper cover plate inclined section 12312, and an upper cover plate horizontal bearing section 12311 and an upper cover plate horizontal connecting section 12313 located at two ends of the upper cover plate inclined section 12312, where the upper cover plate horizontal bearing section 12311, the upper cover plate inclined section 12312 and the upper cover plate horizontal connecting section 12313 are sequentially connected, or the upper cover plate inclined section 12312, the upper cover plate horizontal bearing section 12311 and the upper cover plate horizontal connecting section 12313 form an integrated structure; the upper cover plate horizontal bearing section 12311 is used for being connected with the high longitudinal beam 114 at the bottom of the vehicle, the upper cover plate horizontal connecting section 12313 is used for being butted and fixed with the low cross beam 1112 at the bottom of the vehicle, and the extending direction of the upper cover plate inclined section 12312 is consistent with the stress direction of the transition beam 123.

Specifically, one end of the upper cover plate horizontal bearing section 12311, which faces the high underbody longitudinal beam 114, is located at the bottom of the high underbody longitudinal beam 114 and is fixedly attached to the bottom surface of the high underbody longitudinal beam 114; the one end that the high longeron 114 of vehicle bottom was kept away from to upper cover plate level bearing section 12311 is connected with the one end of upper cover plate slope section 12312, and the other end of upper cover plate slope section 12312 extends towards the direction slope of vehicle bottom low crossbeam 1112, and the one end that upper cover plate slope section 12312 was towards vehicle bottom low crossbeam 1112 is connected with one side of upper cover plate horizontal connection section 12313, and the opposite side of upper cover plate horizontal connection section 12313 aligns and welded fastening with vehicle bottom low crossbeam 1112. It can be understood that the inclination degree of the upper cover tilting segment 12312 can be adjusted according to the force magnitude and direction of the transition beam 123, for example, the angle between the upper cover tilting segment 12312 and the upper cover horizontal connecting segment 12313 can be 120 ° to 160 °, and the angle between the upper cover tilting segment 12312 and the upper cover horizontal connecting segment 12313 can be 123.5 °.

Furthermore, in order to improve the connection strength between the transition beam 123 and the underbody low cross beam 1112, the sectional areas of the upper cover plate inclined section 12312 and the upper cover plate horizontal connection section 12313 are designed in a gradual change manner, and the sectional widths of the upper cover plate inclined section 12312 and the upper cover plate horizontal connection section 12313 are gradually increased along the directions of the underbody high longitudinal beam 114 and the underbody low cross beam 1112. By the arrangement, the stress concentration phenomenon on the transition beam 123 can be reduced; meanwhile, the width of the butt joint of the upper cover plate horizontal connecting section 12313 and the underbody low cross beam 1112 can be effectively increased, so that the length of an effective welding seam is increased; thereby increasing the contact area between the transition beam 123 and the underbody low cross beam 1112 and reducing the stress concentration phenomenon of the transition beam 123.

Transition roof beam lower shroud 1233 bears section 12331 including lower apron linkage segment and lower apron level, and wherein, lower apron level bears section 12331 and upper cover level and bears section 12311 parallel and relative setting, and lower apron level bears the one end that section 12331 faces vehicle bottom low crossbeam 1112 and is connected with vehicle bottom low crossbeam 1112, and lower apron level bears section 12331 can be with the lower surface parallel and level of vehicle bottom low crossbeam 1112, and both link together through butt joint penetration welding seam.

One end of the lower cover plate horizontal bearing section 12331, which is far away from the vehicle bottom low cross beam 1112, is connected with one end of the lower cover plate connecting section, and one end of the lower cover plate connecting section, which is far away from the lower cover plate horizontal bearing section 12331, is connected with the upper cover plate horizontal bearing section 12311; after the two are fixed together, the two are fixed at the bottom of the vehicle bottom high longitudinal beam 114 in a welding mode; or one end of the lower cover plate connecting section, which is far away from the lower cover plate horizontal bearing section 12331, is connected with the transition beam vertical plate 1232; preferably, one end of the lower cover plate connecting section, which is far away from the lower cover plate horizontal bearing section 12331, is connected to the transition beam vertical plate 1232.

Specifically, the lower cover plate connecting section comprises a lower cover plate inclined section 12332, a first lower cover plate bending section 12333 and a second lower cover plate bending section 12334; the first lower cover plate bending section 12333 is located between the lower cover plate inclined section 12332 and the lower cover plate horizontal bearing section 12331, the second lower cover plate bending section 12334 is located between the lower cover plate inclined section 12332 and the upper cover plate horizontal bearing section 12311, and the lower cover plate inclined section 12332 is connected with the transition beam vertical plate 1232; namely, one end of the lower cover plate inclined section 12332 is connected with the lower cover plate horizontal bearing plate through the first lower cover plate bending section 12333; the other end of the lower cover plate inclined section 12332 is connected with the transition beam vertical plate 1232 through the second lower cover plate bending section 12334, so that the upper cover plate horizontal bearing section 12311 is flush with the bottom surface of the vehicle bottom high longitudinal beam 114.

The inclined direction of the lower cover panel inclined section 12332 and the inclined direction of the upper cover panel 12312 may be parallel or approximately parallel. It can be understood that the inclination degree of the inclined section 12332 of the lower cover plate can be adjusted according to the force and direction between the high-car-bottom longitudinal beam 114 and the low-car-bottom cross beam 1112, for example, the included angle between the inclined section 12332 of the lower cover plate and the horizontal connecting section 12331 of the lower cover plate can be 120 ° to 160 °, for example, the included angle between the inclined section 12332 of the lower cover plate and the horizontal connecting section 12331 of the lower cover plate can be 136 °.

Further, the first lower cover plate bending section 12333 and the second lower cover plate bending section 12334 have similar structures, and both can be L-shaped structures, that is, the first lower cover plate bending section 12333 and the second lower cover plate bending section 12334 respectively include a horizontal connecting section and a vertical connecting section. The horizontal connecting section of the first lower cover plate bending section 12333 is arranged close to the lower cover plate horizontal bearing plate and connected together; the vertical connecting section of the first lower cover plate bending section 12333 is connected with the bottom end of the lower cover plate inclined section 12332; thereby connecting lower deck angled section 12332 with lower deck horizontal load-bearing section 12331 via first lower deck bend section 12333.

One end of the horizontal connecting section of the second lower cover plate bending section 12334 is arranged close to the top end of the lower cover plate inclined section 12332, and the two are connected together; the vertical connecting section of the second lower cover plate bending section 12334 is connected to the upper cover plate horizontal bearing section 12311, and can be connected to the vehicle bottom longitudinal beam 114 together, so as to connect the lower cover plate tilting section 12332 with the upper cover plate horizontal bearing section 12311 through the second lower cover plate bending section 12334.

It can be understood that the first lower cover plate bending section 12333 and the second lower cover plate bending section 12334 provided in the embodiments of the present application may be formed by bending two ends of the lower cover plate tilting section 12332, and the bending positions may be smoothly transitioned to reduce stress concentration; further, the lower cover plate horizontal bearing section 12331 and the lower cover plate connection section of the lower cover plate 1233 of the transition beam may be an integral structure, so as to enhance the structural strength of the lower cover plate 1233 of the transition beam, thereby enhancing the overall structural strength of the transition beam 123.

On the basis of the above technical solution, the embodiment will explain the implementation manner of the car bottom high longitudinal beam 114:

fig. 8 is a bottom view of a high floor area provided in the embodiment of the present application, fig. 9 is a schematic structural view of a high underbody longitudinal beam provided in the embodiment of the present application, fig. 10 is a schematic structural view of a first high longitudinal beam body in the high underbody longitudinal beam provided in the embodiment of the present application, and fig. 11 is a schematic structural view of a connection structure between a first mounting hanger and the first high longitudinal beam body provided in the embodiment of the present application. As shown in fig. 8 to 11, the bottom surface of the underbody high longitudinal beam 114 is in a shape with a high middle and two low ends, and the middle part forms a space for installing a bogie, which is a railcar bogie 3. The motor car bogie 3 is accommodated in the space of keeping away to reach the effect that reduces high floor area height, with the height difference that can reduce high floor area and low floor area, promote passenger's travelling comfort.

On the basis of the above embodiments, the underbody high longitudinal beam 114 provided in the embodiment of the present application may be a split structure, the underbody high longitudinal beam 114 includes a first high longitudinal beam body 1141 and a second high longitudinal beam body 1142, and the first high longitudinal beam body 1141 and the second high longitudinal beam body 1142 may be connected together; the recessed portions include a first longitudinal beam recessed portion 1143 and a second longitudinal beam recessed portion 1145, the first longitudinal beam recessed portion 1143 is formed on the first tall longitudinal beam body 1141, the second longitudinal beam recessed portion 1145 is formed on the second tall longitudinal beam body 1142, and the first longitudinal beam recessed portion 1143 and the second longitudinal beam recessed portion 1145 are connected.

Specifically, the first high longitudinal beam body 1141 includes a first longitudinal beam horizontal mounting portion 1144 and a first longitudinal beam recessed portion 1143, the first longitudinal beam recessed portion 1143 is located at one end of the first longitudinal beam horizontal mounting portion 1144, and the thickness of the first longitudinal beam horizontal mounting portion 1144 is greater than that of the first longitudinal beam recessed portion 1143; that is, one end of first high longitudinal beam body 1141 is recessed to form first longitudinal beam recessed portion 1143; similarly, second stringer beam body 1142 includes second stringer horizontal mounting portion 1146 and second stringer recessed portion 1145, second stringer recessed portion 1145 is located at one end of second stringer horizontal mounting portion 1146, and thickness of second stringer horizontal mounting portion 1146 is greater than thickness of second stringer recessed portion 1145; that is, one end of second high side rail body 1142 is recessed to form second side rail recessed portion 1145.

The first rail recess 1143 and the second rail recess 1145 are disposed adjacent to each other and connected together such that the recess is located in the middle portion of the entire underbody high rail 114 to form a space for avoiding the bogie, which may be an arcuate space for avoiding the bogie. By the arrangement, the motor car bogie can be ensured to have enough vertical space for arranging the primary and secondary vibration dampers, so that the effect of reducing the height of a high floor area is achieved.

Further, in order to enhance the connection strength between the first high-longitudinal beam body 1141 and the second high-longitudinal beam body 1142, the vehicle body provided in the embodiment of the present application further includes a bolster 116, and the bolster 116 is disposed in the avoidance space. Specifically, a bolster 116 is disposed at a joint of the first high-longitudinal beam body 1141 and the second high-longitudinal beam body 1142, the bolster 116 is disposed below the high-underbody longitudinal beams 114, the bolster 116 is perpendicular to the high-underbody longitudinal beams 114, two ends of the bolster 116 are respectively connected to the two high-underbody longitudinal beams 114, and this embodiment takes one end of the bolster 116 as an example for description.

One end of the first longitudinal beam recessed portion 1143 of the first high longitudinal beam body 1141 is lapped and fixed on the bolster 116, and one end of the second longitudinal beam recessed portion 1145 of the second high longitudinal beam body 1142 is lapped and fixed on the bolster 116, so that the first high longitudinal beam body 1141 and the second high longitudinal beam body 1142 are jointly fixed on the bolster 116, and the structural strength of the underbody high longitudinal beam 114 is improved.

As shown in fig. 9 and 10, on the basis of the above embodiments, the first high longitudinal beam body 1141 and the second high longitudinal beam body 1142 provided by the embodiments of the present application may have a cavity structure surrounded by a plurality of profiles; alternatively, the underbody high longitudinal beam 114 can be made of a section bar with a cavity; and under the condition of ensuring the structural strength of the vehicle bottom high longitudinal beam 114, each profile of the vehicle bottom high longitudinal beam 114 is provided with a lightening hole. For example, a rectangular elongated hole may be formed in the bottom surface or the top surface of the high-bottom longitudinal beam 114, and a rectangular hole or a triangular hole may be formed in both side surfaces of the high-bottom longitudinal beam 114, and the triangular hole may be located at the transition connection between the recessed portion and the horizontal mounting portion of the high-bottom longitudinal beam 114. The lightening holes are formed in the beam body of the high-vehicle-bottom longitudinal beam 114, the whole vehicle body is lightened, and the lightening holes can provide a through channel for wiring in the later stage of a vehicle and facilitate wiring.

As shown in fig. 11, in conjunction with fig. 8 and 9; in order to facilitate the installation of the high-bottom longitudinal beam 114 and equipment below the high-bottom longitudinal beam, two ends of the high-bottom longitudinal beam 114 are respectively provided with an installation hanging seat, and the installation hanging seats are positioned on one side of the high-bottom longitudinal beam 114, which faces the bogie. Specifically, a first mounting hanging seat 1147 is arranged at one end of the first high longitudinal beam body 1141 away from the first longitudinal beam recessed portion 1143, and the first mounting hanging seat 1147 is located at one side of the first high longitudinal beam body 1141 facing the motor train bogie; a second mounting hanger (not shown) is disposed at an end of the second high-side beam body 1142 away from the second side beam recess 1145, and is located at a side of the second high-side beam body 1142 facing the bogie. First installation hanger 1147 and second installation hanger's structure is the same, all includes the body that colludes that a plurality of intervals set up, colludes the body and is used for the equipment of carry below the automobile body.

The end of the bolster 116 is used to connect with the air spring of the motor car bogie 3, and the bolster 116 is provided with an air spring supply passage 1162 and an air supply interface for supplying air to the air spring.

The frame structure of the intermediate vehicle can be set with reference to a motor vehicle, for example: the connecting structure comprises a roof cross beam, a roof longitudinal beam, a vehicle bottom low cross beam and connecting structures of all columns. This embodiment will not be described in detail.

The motor car and the middle car are both provided with doors, and the doors can be arranged on one side or both sides. On the basis of the above technical solution, taking a bullet train as an example, the embodiment provides an implementation manner of the vehicle door 15:

fig. 12 is a schematic structural view of a vehicle door according to an embodiment of the present invention, fig. 13 is a schematic structural view of a door pillar according to an embodiment of the present invention, fig. 14 is a schematic partial structural view of a door pillar according to an embodiment of the present invention, and fig. 15 is a schematic structural view of a reinforcement plate according to an embodiment of the present invention. As shown in fig. 12 to 15, two door pillars 151, a door header 152, and a door leaf. Wherein, two door stand 151 are arranged along the car length direction interval, and the door leaf setting is between two door stand 151. The door pillar 151 extends in a vertical direction, and the bottom end thereof is connected to the bottom of the vehicle body frame, specifically, to the underbody low side member 117. The door header 152 is connected between the tops of the two door pillars 151, and the door header 152 is also connected to the top of the vehicle body frame, specifically to the roof rail 112.

The door pillar 151 includes a first plate 1511, two second plates 1512, and two third plates 1513, wherein the first plate 1511 is disposed along the extending direction of the door pillar 151; the second flat plates 1512 are disposed along the extending direction of the door pillar 151, and the two second flat plates 1512 are respectively vertically connected to two sides of the first flat plate 1511; two third flat plates 1513 are respectively disposed at the vertical ends of the first flat plate 1511, and the third flat plates 1513 are perpendicularly connected to the first flat plate 1511 and the two second flat plates 1512.

The first flat plate 1511, the two second flat plates 1512, and the two third flat plates 1513 together enclose a cavity with an opening, the opening end of the cavity is provided with a plurality of reinforcing plates 1514 arranged at intervals along the vertical direction, and two sides of the reinforcing plates 1514 are respectively connected with the two second flat plates 1512.

In the present embodiment, the reinforcing plate 1514 is disposed within the cavity opening of the door pillar 151 to increase the lateral stiffness and strength of the door pillar 151, while the space formed between two adjacent reinforcing plates can meet the installation requirements for field construction.

Optionally, the vertical width of the end of the reinforcing plate 1514 connected to the second plate 1512 is greater than the vertical width of the central portion of the reinforcing plate 1514, and two vertical end faces of the reinforcing plate 1514 are recessed inwardly to form a curved surface. Specifically, the length of the reinforcing plate 1514 in the extending direction of the door pillar 151 is gradually reduced in the direction away from the second flat plate 1512, and through the arrangement, the reinforcing plate 1514 integrally forms a structure with two wide ends and a narrow middle part, so that the joint of the reinforcing plate 1514 and the second flat plate 1512 has high connection strength, and meanwhile, a larger installation space can be formed in the middle of the reinforcing plate 1514, and the installation and construction on site by workers are facilitated.

Preferably, in the present embodiment, the surface of the reinforcing plate 1514 facing the third flat plate 1513 is an arc surface, and compared with other structures, the arc-shaped structure can form a larger installation space between two adjacent reinforcing plates 1514. Since the curved surfaces are provided on both sides of the reinforcement plate 1514, the reinforcement plate 1514 as a whole is formed into a butterfly-like shape.

Further, in this embodiment, a surface of the reinforcing plate 1514 connected to the second flat plate 1512 is an inclined surface, and the connection surface between the reinforcing plate 1514 and the second flat plate 1512 is set as the inclined surface, so that the contact area between the reinforcing plate 1514 and the second flat plate 1512 can be increased, and the connection strength can be increased.

The reinforcing plate 1514 is welded to the second plate 1512, so that connection stability is guaranteed, and construction is convenient.

Further, a central portion of the reinforcement plate 1514 is provided with a reinforcement plate through-hole 15141, and the reinforcement plate through-hole 15141 is used for mounting other equipment to secure the other equipment within the cavity of the door pillar 151. The reinforcing plate 1514 is a weather-resistant steel plate, for example, a steel plate made of high weather-resistant steel Q345NQR2, and has high strength.

Fig. 16 is a sectional view taken along a line a-a in fig. 12, fig. 17 is an enlarged partial view of a region P in fig. 16, fig. 18 is a sectional view taken along a line B-B in fig. 12, fig. 19 is a schematic structural view of a door seal structure according to an embodiment of the present application, fig. 20 is a sectional view taken along a line C-C in fig. 19, fig. 21 is a sectional view taken along a line D-D in fig. 19, and fig. 22 is a sectional view taken along a line E-E in fig.. As shown in fig. 12, 16 to 22, the door further includes two first and

second seal beads

153, 154; two first sealing beads 153 are arranged on the opposite sides of the two door uprights 151, and a second sealing bead 154 is arranged on the side of the door header 152 facing the door uprights 151.

Specifically, a plurality of first pressing strip fixing holes 1515 are formed in the opposite side faces of the door upright 151, a plurality of first pressing strip through holes matched with the first pressing strip fixing holes 1515 are formed in the first sealing pressing strip 153, and a first fastener penetrates through the first pressing strip fixing holes 1515 and the first pressing strip through holes to fixedly connect the first sealing pressing strip 153 with the door upright 151; the first bead fixing hole 1515 includes a first bead adjusting part 15151 and a first bead fixing part 15152 connected to each other, the diameter of the first bead adjusting part 15151 is larger than that of a first fastener, and the first fastener is snap-fixed in the first bead fixing part 15152.

A plurality of second pressing strip fixing holes 1521 are formed in the side face, facing the door upright post 151, of the door top beam 152, a plurality of second pressing strip through holes matched with the second pressing strip fixing holes 1521 are formed in the second sealing pressing strip 154, and a second fastener penetrates through the second pressing strip fixing holes 1521 and the second pressing strip through holes to fixedly connect the second sealing pressing strip 154 with the door top beam 152; the second pressing strip fixing hole 1521 comprises a second pressing strip adjusting part and a second pressing strip fixing part which are connected with each other, the diameter of the second pressing strip adjusting part is larger than that of a second fastening part, and the second fastening part is clamped and fixed in the second pressing strip fixing part.

When the vehicle door of the embodiment is installed, the second sealing bead 154 is firstly installed on the door top beam 152, then the first sealing bead 153 is installed on the corresponding door upright post 151, and finally the second sealing bead 154 and the first sealing bead 153 are connected together.

Specifically, the second fastener and the second bead through hole may be pre-assembled, and then the second fastener and the second sealing bead 154 are integrally installed in correspondence to the second bead fixing hole 1521, and during specific installation, the second fastener may be placed in the second bead adjusting portion, and after the position of the second sealing bead 154 is adjusted, the second fastener is slid into the second bead fixing portion, and then locked and fixed.

Similarly, on the basis, the first fastener and the first bead through hole are preassembled, and then the first fastener and the first sealing bead 153 are integrally installed corresponding to the first bead fixing hole 1515, and during specific installation, the first fastener may be placed in the first bead adjusting portion 15151, after the position of the first sealing bead 153 is adjusted (note that the connecting position corresponding to the first sealing bead 153 needs to be adjusted according to the position of the second sealing bead 154 at the same time), the first fastener is slid into the first bead fixing portion 15152, and then is locked and fixed. The installation mode is convenient for field workers to operate, saves time and can improve production efficiency.

Preferably, the first bead adjusting part 15151 and the first bead fixing part 15152 are both rectangular, the minimum side length of the first bead adjusting part 15151 is greater than the maximum outer diameter of the first fastener, and the minimum side length of the first bead fixing part 15152 is greater than or equal to the minimum outer diameter of the first fastener and less than the maximum outer diameter of the first fastener; the arrangement mode can ensure that the first fastener can only rotate and be adjusted in the first pressing strip adjusting part 15151, and the first pressing strip fixing part 15152 cannot rotate, so that the connection stability is ensured.

Similarly, the second pressing strip adjusting part and the second pressing strip fixing part are rectangular, the minimum side length of the second pressing strip adjusting part is larger than the maximum outer diameter of the second fastening piece, and the minimum side length of the second pressing strip fixing part is larger than or equal to the minimum outer diameter of the second fastening piece and smaller than the maximum outer diameter of the second fastening piece; the arrangement mode can ensure that the second fastener can only rotate and be adjusted in the second pressing strip adjusting part, and the second pressing strip fixing part cannot rotate, so that the connection stability is ensured.

Preferably, the first fastener is in interference connection with the first bead fixing part 15152; the second fastener is connected with the second pressing strip fixing part in an interference mode. The interference connection mode is adopted, so that the centering precision is good, the load of torque, axial force or the combination of the torque and the axial force can be borne, the bearing capacity is high, and the reliable work can be realized under the impact vibration load.

In this embodiment, the first fastener and the second fastener can both adopt square neck screws and matched nuts and washers.

Further, the first sealing bead 153 includes a first sealing portion 1531 and a first connecting portion 1532, the first sealing portion 1531 is fixedly connected to the door pillar 151, the first connecting portion 1532 is connected to one side of the first sealing portion 1531, and the first connecting portion 1532 is perpendicular to the door pillar 151 and the door top rail 152; the second sealing bead 154 includes a second sealing portion 1541 and a second connecting portion 1542, the second sealing portion 1541 is fixedly connected to the door top beam 152, the second connecting portion 1542 is connected to one side of the second sealing portion 1541, and the second connecting portion 1542 is perpendicular to the door top beam 152 and the door pillar 151. The two first connection portions 1532 are connected to both ends of the second connection portion 1542, respectively, in connection engagement.

Specifically, two ends of the second connecting portion 1542 are respectively provided with a connecting bead 15421, a width of the connecting bead 15421 is equal to a width of the corresponding first connecting portion 1532, and the first connecting portion 1532 is overlapped on the first connecting bead 15421 and is fixedly connected to the connecting bead 15421. The first connecting portion 1532 is bonded or bolted to the connecting bead 15421.

Fig. 23 is a schematic structural diagram of a vehicle door emergency unlocking device according to an embodiment of the present application; FIG. 24 is a cross-sectional view F-F of FIG. 23; fig. 25 is a schematic view of an installation structure of an unlocking device fixing frame according to an embodiment of the present application. As shown in fig. 23 to 25, the vehicle door of the present embodiment further includes a matched emergency unlocking device 155, and the emergency unlocking device 155 is disposed on the external vehicle wall panel below the front side window or the rear side window for realizing manual opening of the vehicle door.

Specifically, the side wall is equipped with unlocking device mount 156 towards one side in the carriage, and unlocking device mount 156 includes first stationary plane 1561 and second stationary plane 1562, and second stationary plane 1562 sets up perpendicularly in one side that first stationary plane 1561 is close to the automobile body stand, and this stand can be automobile body long column or automobile body short column. An emergency unlocking device mounting hole is formed in the outer wall plate, a through hole corresponding to the emergency unlocking device mounting hole is formed in the first fixing surface 1561, and the emergency unlocking device 155 penetrates through the emergency unlocking device mounting hole and the through hole and then is fixedly connected with the unlocking device fixing frame 156.

As shown in fig. 23, a plurality of first long holes are formed in the second fixing surface 1562, a plurality of second long holes are formed in the vehicle body pillar, the extending direction of the first long holes is perpendicular to the extending direction of the second long holes, an adjusting shim 1563 is further provided between the second fixing surface 1562 and the vehicle body pillar, and the second fixing surface 1562 is fixedly connected to the vehicle body pillar after the fastening member sequentially passes through the second long holes, the adjusting shim 1563, and the first long holes.

Since the extending direction of the first long hole is perpendicular to the extending direction of the second long hole, the position of the unlocking device fixing frame 156 in the vehicle height direction can be adjusted by adjusting the connecting and matching position of the first long hole and the second long hole; in addition, the position of the unlocking device fixing frame 156 in the width direction of the vehicle body can be adjusted by increasing or decreasing the shim or adjusting the thickness of the shim 1563; by means of the mode, the installation error caused by the deviation of the relative position between the external wall panel and the vehicle body stand column can be adjusted, the multi-direction adjustable installation mode is convenient to adapt to the existing structure of the vehicle body, on-site hole matching is not needed, on-site worker operation is facilitated, time is saved, and production efficiency is greatly improved.

Further, a plurality of emergency unlocking device fixing holes are formed in the periphery of the emergency unlocking device mounting hole, a plurality of emergency unlocking device through holes in one-to-one correspondence with the emergency unlocking device fixing holes are formed in the emergency unlocking device 155, a plurality of emergency unlocking device fixing pieces in one-to-one correspondence with the emergency unlocking device fixing holes are formed in the first fixing surface 1561, and the emergency unlocking device connecting piece penetrates through the emergency unlocking device fixing holes and the emergency unlocking device through holes and then is fixedly connected with the emergency unlocking device fixing pieces.

When the emergency unlocking device is installed, the vehicle door emergency unlocking device 155 is placed into the emergency unlocking device installation hole from the outer side of the vehicle body, and the emergency unlocking device connecting piece penetrates through the emergency unlocking device fixing hole and the emergency unlocking device through hole to perform pre-assembly on the emergency unlocking device fixing hole and the emergency unlocking device through hole; the unlocking device fixing frame 156 is adjusted to a proper position in the above manner, so that the emergency unlocking device fixing piece on the unlocking device fixing frame 156 is integrally installed and fixed after being aligned with the emergency unlocking device connecting piece, and the installation accuracy is guaranteed.

In this embodiment, the connecting member of the emergency unlocking device may be a countersunk screw, and the fixing member of the emergency unlocking device may be a rivet nut and is fixedly connected to the unlocking device fixing frame 156 in advance.

On the basis of the technical scheme, the vehicle body further comprises an air conditioner and an air supply system, the air conditioner and the air supply system are arranged above the middle top plate, and the air conditioner supplies air to the inner space of the vehicle body through the air supply system. The motor car and the intermediate car can be provided with an air conditioner and an air supply system. Or only the motor car is provided with an air conditioner, and the motor car and the middle car are provided with communicated air supply systems.

The embodiment provides a specific implementation manner of an air supply system: fig. 26 is a schematic structural diagram of an air supply system provided on a vehicle body according to an embodiment of the present application, fig. 27 is a schematic structural diagram of an air supply duct according to the embodiment of the present application, and fig. 28 is a cross-sectional view of the air supply duct according to the embodiment of the present application. As shown in fig. 26 to 28, the air supply system includes two air supply ducts 142, the air supply ducts are disposed below the air conditioner 143, and the two air supply ducts 142 are respectively located on both sides of the air conditioner 143 in the vehicle width direction.

The air supply duct 142 includes an air supply chamber 1421 and a static pressure chamber 1422, and the air supply chamber 1421 is communicated with the static pressure chamber 1422 through an air supply passage. 1421 the air supply cavity is communicated with an air outlet of the air conditioner 143, and an air supply outlet is arranged at the bottom of the static pressure cavity 1422 and communicated with the inner space of the vehicle body. Specifically, an air duct partition 1423 extending in the vehicle length direction is provided in the air supply duct 142 to partition the air supply duct 142 into an air supply chamber 1421 and a static pressure chamber 1422, and an air supply hole 14231 is provided in the air duct partition 1423 as an air supply passage.

One implementation is as follows: the air supply duct 142 includes an air supply cavity 1421, a static pressure cavity 1422, and a duct partition 1423, which are disposed along the vehicle length direction, the air supply cavity 1421 is connected to an air outlet of the air conditioner 143, the duct partition 1423 is a vertical partition, the air supply duct 142 is divided between the air supply cavity 1421 and the static pressure cavity 1422 on the left and right sides, an air supply passage for connecting the air supply cavity 1421 and the static pressure cavity 1422 is disposed on the duct partition 1423, the static pressure cavity 1422 is disposed on one side of the air supply duct 142 away from the air conditioner 143, and an air outlet 14221 is disposed on one side of the static pressure cavity 1422 facing the middle top plate. In the embodiment, the two air supply ducts 142 are respectively arranged on the two sides of the air conditioner 143, so that the uniformity of air supply at all places in the carriage can be improved.

In this embodiment, the air supply channel is disposed on a side of the air duct partition 1423 away from the middle top plate 141, and the air supply channel is disposed in a full length direction, so that the time for fresh air sent by the air conditioner 143 to stay in the air supply cavity 1421 can be prolonged, thereby improving the buffering effect, and enabling the fresh air sent by the air conditioner 143 to be uniformly delivered to each part of the air supply cavity 1421; the air supply channel arranged throughout can ensure that fresh air uniformly enters all parts of the static pressure cavity 1422.

As shown in fig. 30, the air blowing partition 1423 is provided with a plurality of air blowing holes 14231, and two adjacent air blowing holes 14231 are provided at equal intervals. The supply port 14231 communicates between the supply chamber 1421 and the static pressure chamber 1422. The air outlets 14221 are sequentially arranged along the length direction of the vehicle, so that fresh air can uniformly enter the compartment.

The air conditioner 143 is disposed in the transverse middle of the middle top plate 141, the two air supply ducts 142 are symmetrically disposed on the two transverse sides of the air conditioner 143, so that the distance between the air conditioner 143 and the two air supply ducts 142 is equal, and the air outlet 14221 of the air conditioner 143 is located in the middle of the two air supply ducts 142, thereby ensuring that fresh air can uniformly enter the air supply ducts 142 and the second air supply duct.

On the basis of the technical scheme, the vehicle body is also provided with a condensed water diversion system for collecting condensed water of the air conditioner and leading the condensed water out of the vehicle body.

Fig. 29 is a bottom view of an air conditioner according to an embodiment of the present invention, fig. 30 is a detailed position view of a water collecting tray according to an embodiment of the present invention on a vehicle body, fig. 31 is a partial schematic view of a vehicle body provided with a water collecting tray and a water guide pipe according to an embodiment of the present invention, and fig. 32 is a partial enlarged view of fig. 31. As shown in fig. 29 to 32, the condensed water guide system includes: a water collection tray 1441 and a water guide pipe 1442. Wherein, the water collecting tray 1441 is disposed below the air conditioner 143 and is used for collecting condensed water of the air conditioner 143. The bottom surface of the water collection tray 1441 is provided with a water guide hole. One end of the water conduit 1442 is connected to a water guiding hole of the water collecting tray 1441, and the other end of the water conduit passes through the door pillar 151 of the vehicle door and extends to the outside of the vehicle body.

Specifically, the air conditioner 143 is provided with a plurality of drain holes 1431 for discharging condensed water, a water collection tray 1441 is arranged below the air conditioner 143, the water collection tray 1441 is positioned below the plurality of drain holes 1431, a water guide hole 14411 is arranged on the water collection tray 1441, and the water guide hole 14411 is connected to the external environment. By arranging the water collecting tray 1441 below the air conditioner 143, water generated during operation of the air conditioner 143 can be discharged out of the vehicle body in time, and parts in the vehicle are protected from being corroded and damaged.

Specifically, the plurality of water discharge holes 1431 are arranged in two rows along the vehicle length direction, the two rows of water discharge holes 1431 are respectively located at two lateral sides of the air conditioner 143, a water collection tray 1441 is correspondingly arranged below each row of water discharge holes 1431, water guide holes 14411 are arranged at two sides of the water collection tray 1441 along the length direction of the vehicle body, and the water guide holes 14411 are connected with the external environment through water guide pipes 1442.

Optionally, the width of both ends of the water collecting tray 1441 is greater than the width of the middle of the water collecting tray 1441 along the length direction of the vehicle body, so that most of the water in the water collecting tray 1441 can be collected at both ends of the water collecting tray 1441, and is conveniently discharged through the water guiding holes 14411.

Optionally, a water guide pipe through hole is formed in one side, facing the inner space of the vehicle body, of the door upright column 151, a groove is formed in the door upright column 151 in the vertical direction, a water guide pipe communicating hole is formed below the groove, the water guide pipe 1442 penetrates through the water guide pipe through hole and then is arranged in the groove, and the water guide pipe 1442 penetrates through the water guide pipe communicating hole to be connected with the external environment.

Further, the number of the water collecting trays 1441 is two, and the water collecting trays are arranged below the air conditioner 143 at intervals in a direction perpendicular to the vehicle length direction. The number of the water pipes 1442 is two, the top end of one water pipe 1442 is correspondingly connected with a water guiding hole of one water collecting tray 1441, and the two water pipes 1442 penetrate into the door upright post 151 on the opposite side after crossing up and down at the top of the vehicle body framework.

Optionally, the water conduit 1442 includes a metal pipe and a flexible pipe, and the water conduit 1442 and the water guide hole 14411, the water conduit 1442 and the water conduit through hole, and the water conduit 1442 and the water conduit communicating hole are all connected through the metal pipe. The joints of the water guide pipe 1442 and other parts are all made of metal pipes, so that the strength can be ensured, and the water guide pipe 1442 is prevented from being damaged; and the other parts of the water conduit 1442 can be conveniently arranged with a hose, so that the installation is convenient. The connection between the metal pipe and the hose can be connected and transited by using a hose clamp.

Further, in this embodiment, a cab end wall is further disposed in the vehicle body frame, extends in the transverse direction, and is connected between two side surfaces of the vehicle body frame to divide the high floor area into a cab 101 and a passenger compartment 102. The cab end wall is arranged to be connected with the vehicle body framework, and the structural strength of the front end of the vehicle body can be enhanced.

Fig. 33 is a schematic structural view of an end wall of a cab according to an embodiment of the present invention, and fig. 34 is a schematic structural view of a partition wall assembly according to an embodiment of the present invention. As shown in fig. 33 and 34, the cab end wall 17 includes two sidewall pillars 171, the two sidewall pillars 171 are respectively located at two sides of the vehicle body, and the two sidewall pillars 171 may be parallel and oppositely disposed. For example, the sidewall pillar 171 is vertically disposed between the roof rail 112 and the underbody cross member 1114, the top end of the sidewall pillar 171 is connected to the roof rail located above the cab, and the bottom end of the sidewall pillar 171 is connected to the underbody cross member 1114.

The cab end wall 17 further comprises a partition wall assembly, the top end of the partition wall assembly is connected with the roof cross beam 111 located above the cab, two sides of the partition wall assembly can be respectively connected with the side wall upright posts 171, and the bottom of the partition wall assembly is fixed on the vehicle bottom high cross beam 1114, so that the cab end wall 17 is connected with the roof longitudinal beam, the roof cross beam 111 and the vehicle bottom high cross beam 1114 of the vehicle body. Specifically, the partition assembly includes a partition beam 173 and two partition columns 172; wherein, the partition wall beam 173 is positioned at the top of the partition wall assembly, and the length direction of the partition wall assembly is consistent with the width direction of the vehicle body; the partition cross member 173 is used to connect the two partition uprights 172 together, and the partition cross member 173 is located below the roof cross member 111, both ends of the partition cross member 173 extend toward the two side wall uprights 171, respectively, and both ends of the partition cross member 173 are fixed to the two side wall uprights 171, respectively.

Two partition wall stands 172 interval settings are on vehicle bottom high crossbeam 1114 to two partition wall stands 172, vehicle bottom high crossbeam 1114 and partition wall crossbeam 173 enclose the passageway that communicates guest room and cab, and partition wall stand 172 also can regard as the door frame structure of cab, can install driver's cabin door on partition wall stand 172. The partition wall upright column 172 and the side wall upright column 171 are parallel and opposite to each other and can be vertically arranged between the underbody high beam 1114 and the roof beam 111, namely, the bottom end of the partition wall upright column 172 is connected with the underbody high beam 1114, and the top end of the partition wall upright column 172 penetrates through the partition wall beam 173 and is fixed on the roof beam 111; or the top end portion of the bulkhead pillar 172 protrudes from the bulkhead cross member 173, and the protruding portion may be connected to the roof cross member 111.

The cab end wall 17 comprises a side wall upright post 171 and a partition wall assembly, wherein the partition wall upright post 172, the side wall upright post 171, a roof longitudinal beam 112, a roof cross beam 111 and a vehicle bottom high cross beam 1114 of the vehicle body are connected together to form a closed frame structure, so that the structural strength of the front end of the vehicle body is enhanced, and the torsion resistance of the vehicle body is improved.

On the basis of the above embodiments, the top ends of the partition wall columns 172 need to protrude from the partition wall beams 173, the partition wall columns 172 can be attached and fixed to the side surfaces of the partition wall beams 173, and the partition wall columns 172 can be of an integrated structure; or the partition wall upright column 172 adopts a separate structure and is divided into two parts by taking the partition wall cross beam 173 as a boundary; the part between the partition wall cross beam 173 and the vehicle bottom cross beam 1114 can be called a partition wall upright body 1721, and the part between the partition wall cross beam 173 and the vehicle top cross beam 111 can be called a partition wall upright connecting section 1722; namely, the partition upright column comprises a partition upright column body 1721 and a partition upright column connecting section 1722, the partition upright column body 1721 is connected between the vehicle bottom high beam 1114 and the partition cross beam 173, and two ends of the partition upright column body 1721 are respectively connected with the vehicle bottom high beam 1114 and the partition cross beam 173; the partition wall pillar connecting section 1722 is located between the partition wall cross member 173 and the roof cross member 111, and both ends of the partition wall pillar connecting section 1722 are connected to the partition wall cross member 173 and the roof cross member 111, respectively.

Preferably, the partition wall columns 172 are designed as a monolithic structure to facilitate the fabrication of the partition wall assembly; meanwhile, the partition wall cross member 173 may be disposed directly below the roof cross member 111 and connected through a partition wall pillar connection section 1722 vertically disposed between the partition wall cross member 173 and the roof cross member 111, so that a vertical load bearing capacity of the partition wall cross member 173 may be enhanced to improve an overall structural strength of the cab end wall 17.

In addition to the above embodiments, the partition wall assembly further includes at least one partition wall connection post 174; a partition connecting post 174 connects the partition cross member 173 with the roof cross member 111, and the partition connecting post 174 is located between two partition post connecting sections 1722. For example, one partition connecting column 174 is provided on the side of the partition cross member 173 facing the roof side rail 112, the partition connecting column 174 is located between two partition connecting sections, that is, the partition connecting column 174 may be located above the passage of the cab end wall 17, and the partition connecting column 174 and the two partition pillar connecting sections 1722 may be provided on the partition cross member 173 at equal intervals to enhance the connecting strength of the partition cross member 173 with the roof cross member 111.

Fig. 35 is a schematic overall arrangement diagram of a wire crossing device provided in the embodiment of the present application, fig. 36 is a schematic plan view of the wire crossing device provided in the embodiment of the present application, fig. 37 is a schematic arrangement diagram of a first wire casing and a second wire casing in the wire crossing device provided in the embodiment of the present application, and fig. 38 is a schematic structural diagram of a cable support frame provided in the embodiment of the present application.

As shown in fig. 35 to 28, the rubber-tyred train provided by the embodiment of the present application further includes a wire crossing device, where the wire crossing device is generally disposed at an end of the train body, and is used for implementing the crossover of two high-voltage cables and low-voltage cables of the train body. For example, the high-voltage cable in the first vehicle body is disposed on the left side of the vehicle body, and the low-voltage cable is disposed on the right side of the vehicle body; the high voltage cable in the second vehicle body is disposed on the right side of the vehicle body, and the low voltage cable is disposed on the left side of the vehicle body. When connecting the high-voltage cable and the low-voltage cable in the first vehicle body to the high-voltage cable and the low-voltage cable in the second vehicle body, the high-voltage cable and the low-voltage cable are usually cross-bridged at the end portions of the vehicle body.

The wire crossing device provided by the embodiment of the application comprises a first wire slot box 161, a second wire slot box 162 and a cross wire support frame 163, wherein the first wire slot box 161 and the second wire slot box 162 are respectively arranged at the end parts of a vehicle body and are positioned at the top of the vehicle body. The crossover support 163 is located at the top of the through passage 5 connecting the two bodies, and high and low voltage cables led out from the bodies respectively pass through the first wire slot box 161 and the second wire slot box 162 and then extend to the other body through the crossover support 163.

For convenience of describing the present embodiment, the first wire casing 161 and the second wire casing 162 are disposed on the first vehicle body, and the jumper support 163 is disposed on the through passage 5 between the first vehicle body and the second vehicle body, that is, the high-voltage and low-voltage cables led out from the first vehicle body are connected to the high-voltage and low-voltage cables in the second vehicle body after passing through the jumper connection device.

Specifically, the first wire chase box 161 is located outside the roof of the first vehicle body, specifically above the end of the center roof panel. The first cable tray 161 extends in the lateral direction, and the first cable 1611 is inserted into the first cable tray 161 in the lateral direction. The first cable 1611 may be a high voltage cable or a low voltage cable; for example, the first cable 1611 is a high voltage cable, which is located on the left side of the first vehicle body, has one end leading from the left side to the roof, and extends from left to right along the outer surface of the roof, and may extend to the right side of the roof of the first vehicle body.

The first cable 1611 of the first vehicle body is led out from the first wire casing 161, and this end is arranged along the right side of the through passage 5 and extends toward the second vehicle body through the jumper support bracket 163. The jumper support frame 163 is used to support the first cable 1611 to prevent the first cable 1611 from being damaged by the friction between the first cable 1611 and the top of the through passage 5, and the first cable 1611 can be connected to the high-voltage cable on the right side of the second vehicle body after passing through the jumper support frame 163, thereby completing the connection of the high-voltage cables in front of the first vehicle body and the second vehicle body.

The second wire chase box 162 is located inside the roof of the first vehicle body, specifically below an end of the center roof panel, for example, on the carrier frame below the center roof panel. The second slot box 162 extends in the transverse direction, and the second cable 1621 is threaded through the second slot box 162 in the transverse direction. The second cable 1621 may be a high voltage cable or a low voltage cable; for example, the second cable 1621 is a low-voltage cable, which is located on the right side of the first vehicle body, has one end led to the roof of the first vehicle body from the right side, and extends from right to left along the outer surface of the roof, which may extend to the left side of the roof of the first vehicle body.

The second cable 1621 of the first vehicle body is led out from the second chute box 162, and this end is arranged along the left side of the through passage 5 and extends toward the second vehicle body through the straddle carrier 163. The flying lead support frame 163 serves to support the second cable 1621 to prevent the second cable 1621 from rubbing against the top of the through passage 5 to damage the second cable 1621.

The first cable 1611 is laid above the ceiling plate, the second cable 1621 is laid below the ceiling plate, and the first cable 1611 and the second cable 1621 are arranged on both sides of the jumper support frame 163 at an interval from top to bottom through the ceiling plate, thereby electromagnetically shielding the space between the first cable 1611 and the second cable 1621. The second cable 1621 passes through the jumper support bracket 163, and is connected to the low-voltage cable on the left side of the second vehicle body, thereby completing the connection of the low-voltage cable between the first vehicle body and the second vehicle body.

On the basis of the above embodiments, the jumper support frame 163 provided in this embodiment may be located at the center of the through passage 5 to balance the jumper length of the first cable 1611 and the jumper length of the second cable 1621, so that the jumper section of the cables is shortest, and the cost is reduced. When the jumper support frame 163 is disposed at an edge of one side of the through passage 5, a phenomenon that the jumper length of the first cable 1611 is large or the jumper length of the second cable 1621 is large may occur; if the length of the cable above the through passage 5 is long, the lowest point of the cable may contact the top of the through passage 5, and the cable may be damaged.

Further, when the jumper support 163 is provided at the edge of the through passage 5, since the edge position of the through passage 5 is displaced relatively to the vehicle body when the vehicle makes an excessively small curve turn, the required amount of deformation of the jumper cable is increased, and the jumper cable may be broken when the minimum margin of the jumper cable is secured. In the embodiment, the crossover support frame 163 is disposed at the middle position, and the displacement change of the crossover support frame relative to the vehicle body is small, so that the phenomenon of breaking the crossover cable can be avoided. In the embodiment, the crossover support frame 163 is arranged at the center of the through passage 5, so that the phenomena of damage and tearing caused by abrasion of the crossover cable can be avoided, and the reliability of high and low cable crossover of the vehicle is improved.

As shown in fig. 38, the jumper support bracket 163 provided in the embodiment of the present application includes a cable fixing base 1631 and a plurality of cable clamping blocks 1632; the bottom mounting of cable fixing base 1631 is at the top of through way 5, cable fixing base 1631's top is provided with a plurality of cable clamp splice 1632, every cable clamp splice 1632 includes a plurality of first arc walls, one side of cable clamp splice 1632 is also can be provided with the second arc wall with first arc wall matched with towards cable clamp splice 1631's top, when cable clamp splice 1632 installs to cable fixing base 1631, form the cable through-hole 1633 that supplies the cable to pass between first arc wall and the second arc wall, the cable clamp is established in the cable through-hole 1633 that forms between cable clamp splice 1632 and cable fixing base 1631's top promptly. Alternatively, the cable clamping block 1632 is fixed to the cable fixing seat 1631, and then another cable clamping block 1632 is fixed to the cable clamping block 1632, the first arc-shaped grooves of two adjacent cable clamping blocks 1632 form a cable through hole 1633, that is, the cable is clamped in the cable through hole 1633 formed between two adjacent cable clamping blocks 1632.

The cable clamping blocks 1632 in this embodiment are respectively disposed on two sides of the cable fixing seat 1631 to form a first cable through hole for the first cable 1611 to pass through and a second cable through hole for the second cable 1621 to pass through on two sides of the span support frame 163.

Specifically, the overline support frame 163 includes a plurality of cable through holes 1633, and the position according to cable through hole 1633 can be divided into first cable through hole and second cable through hole, and a plurality of first cable through holes can be the array and arrange the one side at overline support frame 163, and a plurality of second cable through holes can be the array and arrange the opposite side at overline support frame 163, so that a plurality of first cables 1611, a plurality of second cables 1621 wear to establish on overline support frame 163, and first cable 1611 and second cable 1621 interval set up the both sides at overline support frame 163.

Further, the cable fixing seat can be a rectangular surrounding frame, and the rectangular surrounding frame comprises an upper bottom surface, a lower bottom surface and two side surfaces, wherein the upper bottom surface and the lower bottom surface are opposite, and the two side surfaces are connected with the upper bottom surface and the lower bottom surface; the lower bottom surface of the rectangular surrounding frame can be used as a fixing surface for fixing the rectangular surrounding frame on the through passage 5, two side surfaces of the rectangular surrounding frame are respectively used for fixing the cable clamping blocks 1632, and the two sides of the rectangular surrounding frame are respectively provided with a first cable through hole and a second cable through hole by the aid of the stacked cable clamping blocks 1632. So set up, this embodiment overline support frame 163 adopts split type structure, can dismantle between cable fixing base 1631 and the cable clamp splice 1632 and be connected, be convenient for be connected to first cable 1611 and second cable 1621 to overline support frame 163 on, promote the bridging efficiency of vehicle high, low pressure cable.

On the basis of the above embodiment, in order to further improve the bridging efficiency of the high-voltage and low-voltage cables of the rubber wheel train, the crossing line crossing device further comprises two first connection terminal adapter boxes 164, the two first connection terminal adapter boxes 164 are respectively located at two ends of the through passage 5 along the length direction of the train body, and one of the first connection terminal adapter boxes 164 is arranged at one end of the first train body close to the through passage 5 and located on the outer surface of the roof of the first train body; another first terminal adapter 164 is disposed at one end of the second vehicle body close to the through passage 5 and on the outer surface of the roof of the second vehicle body; the first terminal adapter block 164 is used to connect the first cable 1611, i.e., the first terminal adapter block 164 is used to span the high voltage cable.

Specifically, the first cable 1611 includes a main line section and a jumper section, the jumper section is located above the through passage 5, one end of the jumper section is connected to the first terminal adapter box 164 located in the first vehicle body, and the other end of the jumper section passes through the jumper support frame 163 to be connected to the first terminal adapter box 164 located in the second vehicle body; that is, the jumper sections of the first cable 1611 are connected to two first terminal junction boxes 164, respectively.

The first terminal adapter 164 of the second body is connected to the first cable 1611 in the second body; the first terminal adapter box 164 disposed on the first vehicle body is located on the right side of the roof, that is, the first terminal adapter box 164 is located on the right end of the first slot box 161, after a main line segment of the first cable 1611 led out from the first vehicle body passes through the first slot box 161, the main line segment of the first cable 1611 can extend from the left side to the right side of the roof, and one end of the main line segment led out from the first slot box 161 is connected with the first terminal adapter box 164, so that the first cable 1611 in the first vehicle body is bridged with the first cable 1611 in the second vehicle body.

The wire passing cross device further comprises two second wiring terminal adapter boxes 165, the two second wiring terminal adapter boxes 165 are respectively positioned at two ends of the through passage 5 along the length direction of the vehicle body, and one second wiring terminal adapter box 165 is arranged at one end, close to the through passage 5, of the first vehicle body and is positioned on the outer surface of the top of the first vehicle body; another second terminal adapter 165 is arranged at an end of the second vehicle body close to the through passage 5, and the second terminal adapter 165 is used for connecting a second cable 1621, that is, the second terminal adapter 165 is used for bridging a low-voltage cable.

Specifically, the second cable 1621 includes a trunk section and a jumper section, the jumper section is located above the through passage 5, one end of the jumper section is connected to the second terminal adapter box 165 located on the first vehicle body, and the other end of the jumper section passes through the jumper support frame 163 to be connected to the second terminal adapter box 165 located on the second vehicle body; that is, the jumper sections of the second cables 1621 are connected to the two second terminal adapter blocks 165, respectively.

The second terminal adapter 165 of the second body is connected to the first cable 1611 in the second body; the second terminal adapter box 165 disposed on the first vehicle body is located on the left side of the roof, that is, the second terminal adapter box 165 is located at the left end of the second slot box 162, after the main line segment of the second cable 1621 led out from the first vehicle body passes through the second slot box 162, the main line segment of the second cable 1621 can be extended from the right side to the left side of the roof, and the end coming out from the second slot box 162 is connected to the second terminal adapter box 165, so that the second cable 1621 in the first vehicle body is bridged with the second cable 1621 in the second vehicle body.

In this embodiment, the first terminal adapter box 164 and the second terminal adapter box 165 are disposed at two ends of the through passage 5, the first cable 1611 and the second cable 1621 respectively include a main line section and a bridging section, the bridging section is located above the through passage 5, and the main line section and the bridging section are respectively connected to the terminal adapter boxes, so that cables can be bridged between the first vehicle body and the second vehicle body, and the bridging efficiency of high-voltage cables and low-voltage cables between the first vehicle body and the second vehicle body is improved.

In this embodiment, the ends of the vehicle bodies are used to connect trailer towing means on the trailer bogie 4 to transmit a towing force or braking force between the trailer bogie and the vehicle body and to accommodate each direction of relative movement between two adjacent vehicle bodies.

Fig. 39 is a partial schematic structural view of a vehicle body according to an exemplary embodiment of the present disclosure, fig. 40 is a schematic structural view of a first vehicle body drawbar seat according to an exemplary embodiment of the present disclosure at a first viewing angle, fig. 41 is a schematic structural view of a first vehicle body drawbar seat according to an exemplary embodiment of the present disclosure at a second viewing angle, fig. 42 is an exploded view of a first vehicle body drawbar seat according to an exemplary embodiment of the present disclosure, fig. 43 is a schematic structural view of a second vehicle body drawbar seat according to an exemplary embodiment of the present disclosure at a first viewing angle, fig. 44 is a schematic structural view of a second vehicle body drawbar seat according to an exemplary embodiment of the present disclosure at a second viewing angle, and fig. 45 is an exploded view of a second vehicle body drawbar seat according to an exemplary embodiment of the present disclosure.

As shown in fig. 39 to 45, the vertical skeleton further includes: two outboard vehicle end pillars 1133 and two inboard vehicle end pillars 1134 extend in the vertical direction, the two inboard vehicle end pillars 1134 being located between the two outboard vehicle end pillars 1133. The low floor area skeleton further comprises: a vehicle end outboard cross member 1151 and a vehicle end inboard cross member 1152, the vehicle end outboard cross member 1151 is vertically connected between the vehicle end outboard pillar 1133 and the vehicle end inboard pillar 1134, the vehicle end inboard cross member 1152 is vertically connected between the bottom ends of the two vehicle end inboard pillars 1134, and the vehicle end inboard cross member 1152 is lower in height than the vehicle end outboard cross member 1151.

Each of the vehicle-end outboard cross members 1151 is provided with a first vehicle body drawbar seat 1153, and the vehicle-end inboard cross member 1152 is provided with two second vehicle body drawbar seats 1154, which are respectively located on both sides of the longitudinal centerline of the vehicle body. The interface of the first body drawbar seat 1153 faces the vehicle length direction for coupling with a first drawbar extending in the vehicle length direction. The interfaces of the two second vehicle body drawbar seats 1154 are angled toward the longitudinal centerline of the vehicle body and are connected to the two second drawbar, respectively, and the included angle between the two second drawbar and the longitudinal centerline of the vehicle body is an acute angle.

Specifically, the first body drawbar seat 1153 is perpendicular to the body end face. The first body drawbar seat 1153 may be vertically connected to one end of the first traction unit 461, and the two first traction units 461 are parallel to each other and aligned with the length direction of the vehicle body. The second body drawbar seat 1154 is angled away from its adjacent first body drawbar seat 1153. The two second body drawbar seat 1154 are angled with respect to each other such that the second drawbar assembly 462 associated therewith is also angled, the two second drawbar assemblies 462 being generally "splayed" when connected.

With the above arrangement, the two first traction assemblies 461 and the two second traction assemblies 462 can be connected to the end of the vehicle body at the same time to transmit the traction force and the braking force between the trailer bogie 4 and the vehicle body together, so that the load on each traction assembly is reduced, and the traction force and the braking force are equally distributed to the whole vehicle body end wall, thereby avoiding the stress concentration.

In addition, the heights of the two first body drawbar seats 1153 and the wheel center height are kept consistent to reduce loss in transmission of traction and braking force, and also reduce the wheel load shedding rate; the two second vehicle body drawbar seat 1154 can ensure smooth transmission of traction force and braking force when the vehicle passes through a small curve, thereby improving transmission efficiency.

Specifically, the first vehicle body drawbar seat 1153 includes a first main body 11531 and two first connection portions 11532, the two first connection portions 11532 are respectively disposed at two ends of the first main body 11531, a first connection hole is disposed at a side of the first connection portion 11532 away from the first main body 11531, and the first connection hole is configured to be connected to a first drawbar node 4612 on the first drawbar assembly 461. The first connection hole may be a threaded hole, a corresponding connection through hole is provided on the first traction rod node 4612, and a fastener is fixed in the threaded hole after passing through the through hole, so as to fixedly connect the two.

The second body drawbar seat 1154 includes a second main body 11541 and two second coupling portions 11542, two second coupling portions 11542 are respectively provided at both ends of the second main body 11541, and a side of the second coupling portion 11542 facing away from the second main body 11541 is provided with a second coupling hole for coupling with a second drawbar node 4622 on the second drawbar assembly 462. Optionally, the second connection hole may be a threaded hole, a corresponding connection through hole is provided on the second traction rod node 4622, and the fastener is fixed in the threaded hole after passing through the through hole, so as to fixedly connect the two.

The outboard cross member 1151 further includes a first mounting beam, two first fenders 11513 and two first clamp plates 11514. The first mounting beam comprises a first mounting plate 11511 and a first side plate 11512 vertically arranged at two ends of the first mounting plate 11511, the first mounting plate 11511 and the first side plate 11512 jointly enclose a first mounting cavity for mounting a first vehicle body traction rod seat, a first mounting beam through hole for the first vehicle body traction rod seat to pass through is formed in the first mounting plate 11511, and the first vehicle body traction rod seat passes through the first mounting beam through hole and then is fixed on the first mounting beam.

The first baffle 11513 is disposed opposite to the first mounting plate 11511 to shield a portion of the first mounting cavity, the first baffle 11513 is fixedly connected to an end of the first side plate 11512 away from the first mounting plate 11511, and the two first baffles 11513 abut against a first side and a second side of the first vehicle body drawbar seat, respectively.

The two first clamping plates 11514 are respectively located at the upper and lower sides of the first vehicle body drawbar seat and abut against the first vehicle body drawbar seat, and the first clamping plate 11514 is fixedly connected with one end of the first side plate 11512 departing from the first mounting plate 11511.

The present embodiment passes the first body drawbar seat 151 through the first mounting beam through hole such that the end thereof having the first connection hole faces the trailer bogie 4 to be connected with the corresponding first drawbar assembly 461. The first body drawbar seat is fixed in the first mounting cavity by the cooperation of the two first clamping plates 11514 and the two first stop plates 11513.

Further, the vehicle-end outer cross member 1151 of the present embodiment further includes two first shielding plates 11515, the two first shielding plates 11515 are respectively disposed on the first side and the second side of the first vehicle body drawbar seat, and both ends of the first shielding plate 11515 are respectively connected to the first mounting plate 11511 and the first baffle 11513. The two first fender panels 11515 may provide protection to the first body drawbar seat 1153 on the first and second sides of the first body drawbar seat, thereby increasing its useful life.

In addition, the present embodiment has a plurality of seat mounting interfaces 11516 on the first side plate 11512 and the seat mounting interface 11516 is configured to couple to corresponding structure on the seat to secure the seat to the vehicle body end wall.

Further, the vehicle end inboard cross member 1152 further includes a second mounting beam and a second baffle 11523. The second mounting beam comprises a second mounting plate 11521 and a second side plate 11522 vertically disposed at two ends of the second mounting plate 11521, the second mounting plate 11521 and the second side plate 11522 together define a second mounting cavity for mounting the second vehicle body drawbar seat, and a second mounting beam through hole for passing the second vehicle body drawbar seat is disposed on the second mounting plate 11521.

The second baffle 11523 and the second mounting plate 11521 are arranged oppositely to shield part of the second mounting cavity, one end of the second baffle 11523, which is far away from the second mounting plate 11521, of the second side plate 11522 is fixedly connected with one end of the second baffle 11523, a second through hole corresponding to the through hole of the second mounting beam is formed in the second baffle 11523, and the second vehicle body draw bar seat sequentially penetrates through the second through hole and the through hole of the second mounting beam and then is fixed on the second mounting beam.

In the embodiment, the second vehicle body drawbar seat is sequentially fixed on the second mounting beam after passing through the second through hole and the second mounting beam through hole, so that one end of the second vehicle body drawbar seat having the second connection hole faces the trailer bogie 4 to be connected with the corresponding second drawbar assembly 462. The second vehicle body drawbar seat 1154 section is fixed in the second mounting cavity by the limiting function of the through hole and the second mounting beam through hole.

Further, the inboard cross member 1152 further includes two second fender plates 11524, the two second fender plates 11524 are respectively disposed on the first side and the second side of the second body strut seat, and both ends of the second fender plates 11524 are respectively connected to the second mounting plate 11521 and the second fender 11523. The two second fender plates 11524 may provide protection to the second body drawbar seat 1154 on the first and second sides of the second body drawbar seat, thereby increasing its service life.

Optionally, the angle between the second body drawbar seat 1154 and the plane of the body end wall is preferably 30 ° -40 °, in which case the second drawbar assembly 462 can be maintained at a high transfer efficiency.

Based on the above scheme, the present embodiment provides an implementation manner of the trailer bogie 4: fig. 46 is a perspective view of a trailer bogie provided in an embodiment of the present application. As shown in fig. 4, the trailer bogie 4 includes a first frame body 41, a second frame body 43, a first axle 42, and a second axle 44. First and

second axles

42 and 44 are respectively attached to the bottoms of two adjacent vehicle bodies, and first and

second frame bodies

41 and 43 are connected between the first and

second axles

42 and 44. Articulated between first support body 41 and the second support body 43, the two rotates relatively, can adapt to the train better and turn, and can reduce turning radius. The first and

second axles

42, 44 extend in the transverse direction, and are each connected at their respective ends to a wheel.

Fig. 47 is a schematic structural view of a trailer bogie provided with a towing device according to an embodiment of the present application. As shown in fig. 47, two first traction assemblies 461 and two second traction assemblies 462 are provided on the outboard side of each axle. The connection mode of the second axle 44 will be described as an example. The second vehicle axle 44 has a transversely extending intermediate axle section and end axle sections extending upwardly from both ends of the intermediate axle section.

The end bridge sections of the second axle 44 are each provided with an outboard axle drawbar seat 441, the middle bridge section is provided with two inboard axle drawbar seats 442, and the inboard axle drawbar seats 442 are disposed obliquely toward the outboard axle drawbar seat 441 adjacent thereto.

The first trailing assembly 461 has opposite ends for attachment to the outboard axle trailing bar seat 441 and the first body trailing bar seat 1153, respectively. The two first pulling members 461 are parallel to each other and extend in the longitudinal direction.

The second hitch assembly 462 has opposite ends for coupling the inboard axle drawbar seat 442 and the second body drawbar seat 1154, respectively. The two second traction assemblies 462 are disposed at an incline and the first ends of the two second traction assemblies 462 connected to the axle are located between the second ends of the two second traction assemblies 462 connected to the vehicle body such that the two second traction assemblies 462 are substantially "figure eight" in shape after connection.

With the above arrangement, the two first traction assemblies 461 and the two second traction assemblies 462 together transmit the traction force and the braking force between the trailer bogie 4 and the vehicle body connected thereto, so that the load on each traction assembly is reduced, and the traction force and the braking force are equally distributed to the entire vehicle body frame and the trailer bogie 4, thereby avoiding the stress concentration. Moreover, the second traction assembly 462 can also transmit lateral forces between the vehicle body and the bogie, improving stability during vehicle cornering.

The first frame body 41 includes: a first frame hinge portion 411 and a first frame connecting portion 412. Wherein the first frame connecting portion 412 is connected between the first axle 42 and the first frame hinge portion 411. The second frame body 43 includes: a second frame hinge part 431 and a second frame connecting part 432. Wherein second frame connection 432 is connected between second axle 44 and first frame hinge 411. The first and second frame

body hinge portions

411 and 431 are connected to each other by a swing supporting means 45.

The slewing bearing device 45 comprises a slewing bearing 451, wherein the slewing bearing 451 comprises a first rotator 4511 and a second rotator 4512 which are in mutual rotating fit, and the rotating axes of the first rotator 4511 and the second rotator 4512 are perpendicular to the ground; the first rotator 4511 may be connected to the first frame body 41, and the second rotator 4512 may be connected to the second frame body 43, that is, the first frame body 41 and the second frame body 43 are rotatably connected through the slewing bearing 451.

Specifically, first support body 41 passes through fastener fixed connection with first turning 4511, and the first end of first support body 41 is provided with first step hole, and first step hole includes first aperture section and second aperture section, and the aperture of first aperture section is greater than the aperture of second aperture section to form first step face in the transitional coupling department of first aperture section and second aperture section, first aperture section can be close to first turning 4511 and set up, so that first turning 4511 installs in the below of first step face.

Similarly, the second frame body 43 is fixedly connected with the second rotator 4512 through a fastener, a second step hole is formed at the first end of the second frame body 43, the second step hole includes a third aperture section and a fourth aperture section, the aperture of the third aperture section is larger than that of the fourth aperture section, so that a second step surface is formed at the transition connection position of the third aperture section and the fourth aperture section; a third bore segment may be disposed adjacent to the second swivel 4512 such that the second swivel 4512 is secured above the second step face.

In one embodiment, the first rotator 4511 and the second rotator 4512 are arranged up and down, and the rotation axes of the first rotator 4511 and the second rotator 4512 are perpendicular to the ground, or perpendicular to the first step surface and the second step surface; the first rotator 4511 includes a first mounting surface and a bowl-shaped spherical structure protruding from the first mounting surface, an upper bottom surface of the bowl-shaped spherical structure is fixed on the first mounting surface, and a lower bottom surface of the bowl-shaped spherical structure faces the second rotator 4512; second rotator 4512 includes a second mounting surface and a second spherical hole that mates with the bowl-shaped spherical structure and faces first rotator 4511.

A second mounting surface of the second rotator 4512 is attached to a second step surface, the second mounting surface is connected with the second step surface through a bolt, and the second rotator 4512 is embedded in the second frame body 43; a first mounting surface of the first rotator 4511 is attached to the first step surface, the first mounting surface is connected with the first step surface through a bolt, part of the bowl-shaped spherical structure is inserted into the second spherical hole, the side surface of the bowl-shaped spherical structure is attached to the hole wall of the second spherical hole, a certain gap is vertically arranged between the first frame body 41 and the second frame body 43, and the bowl-shaped spherical structure can be laterally offset in the second spherical hole; that is, first rotator 4511 and second rotator 4512 may not only rotate about the rotation axis but also deflect laterally.

In another embodiment, a first rotator 4511 and a second rotator 4512 are arranged above and below, the first rotator 4511 has a first mounting surface, and the first mounting surface is attached and fixed to a first step surface; the second rotator 4512 has a second mounting surface, and the second mounting surface is attached to and fixed to the second step surface; wherein, second body 4512 is provided with bowl-shaped spherical surface structure, and first body 4511 is provided with the first spherical hole with bowl-shaped spherical surface structure matched with, and the side of bowl-shaped spherical surface structure and the lateral wall laminating of first spherical hole, has certain clearance between first support body 41 and the second support body 43 at the vertical, can make bowl-shaped spherical surface structure in first spherical downthehole side direction offset, first body 4511 and second body 4512 not only can be rotatory around the axis of rotation promptly, but also lateral deflection.

In this embodiment, the first rotator 4511 and the second rotator 4512 are arranged up and down, and the rotation axes of the first rotator 4511 and the second rotator 4512 are perpendicular to the ground, or perpendicular to the first step surface and the second step surface; a second mounting surface of the second rotator 4512 is attached to a second step surface, the second mounting surface is connected with the second step surface through a bolt, and the second rotator 4512 is embedded in the second frame body 43; the first mounting surface of the first rotator 4511 is attached to the first step surface, the first mounting surface is connected with the first step surface through a bolt, and a certain floating gap is formed between the first frame body 41 and the second frame body 43, so that the first rotator 4511 and the second rotator 4512 have certain lateral deflection capability in the rotating process around the rotating axis, and the curve passing performance and the adaptability of a vehicle can be improved.

In this embodiment, a rotary supporting cover plate 452 is further disposed above the first frame body 41, and the rotary supporting cover plate 452 is used for sealing the first step hole of the first frame body 41; the rotation support cover 452 may be a circular plate, the rotation support cover 452 is disposed at the first end of the first frame body 41, and the rotation support cover 452 is attached to the surface of the first frame body 41 for sealing the first stepped hole. For example, the rotation support cover 452 is covered at the first stepped hole and fixed to the first frame 41. With such an arrangement, dust, foreign materials, rainwater, etc. can be prevented from entering the slewing bearing, and the reliability of the slewing bearing device 45 can be improved.

Two through passage limiting bosses 4521 are arranged on one side, away from the first frame body 41, of the rotary support cover plate 452, and the two through passage limiting bosses 4521 are arranged on the rotary support cover plate 452 at intervals and protrude out of the surface of the rotary support cover plate 452, so that a through passage limiting space is formed between the rotary support cover plate 452 and the rotary support cover plate 452.

The through passage is a passage connecting the two car bodies, the bogie is connected between the two car bodies, and the rotary support cover plate 452 is positioned below the through passage. A through passage limiting block is arranged on the bottom surface of the through passage facing the rotary supporting cover plate 452, and the through passage limiting block can be embedded in the limiting space. The through passage limiting block is limited between two through passage limiting bosses 4521, and the through passage limiting bosses 4521 can limit the deformation and the rotation angle of the through passage.

For example, two through passage limiting bosses 4521 may be disposed in a central region of the revolving support cover plate 452 and symmetrically distributed on the revolving support cover plate 452. The rotary support cover plate 452 may be a circular rotary support cover plate 452, two through passage limiting bosses 4521 are symmetrically arranged along the center of the rotary support cover plate 452, a certain distance is provided between the two through passage limiting bosses 4521, and the distance forms an insertion space for a through passage limiting block; along the length direction of the bogie, the two through passage limiting bosses 4521 are respectively positioned at the left side and the right side of the through passage limiting blocks, so that the deformation and the rotation angle of the through passage can be limited, and the deformation and the rotation angle of the through passage are prevented from being too large.

On the basis of the above embodiment, an annular waterproof pad 453 is further disposed between the revolving support cover 452 and the first frame body 41, so that external water can be prevented from entering the revolving bearing 451, corrosion of the revolving bearing 451 due to water entering can be avoided, and the rotation reliability of the first frame body 41 and the second frame body 43 can be improved.

Specifically, the installation space of waterproof pad 453 is provided with the platform of sinking towards one side of first support body 41 to gyration support apron 452, waterproof pad 453 encircles the setting of second step hole, one side and the gyration of waterproof pad 453 support apron 452 butt, the opposite side and first support body 41 butt, and the free thickness of waterproof pad 453 is greater than the degree of depth of platform of sinking, waterproof pad 453 is in the compressed state after the installation, through compressing waterproof pad 453, can promote the water-proof effects between gyration support apron 452 and first support body 41.

Further, the pivoting support cover 452 is secured to the first frame 41 by a plurality of cover fasteners 456. For example, a plurality of cover fasteners 456 are arranged at equal intervals along the circumferential direction of the swing support cover 452, and the first frame body 41 is provided with cover fastener mounting holes 4524 that mate with the cover fasteners 456; the cover fastener 456 may be a fastening bolt, the cover fastener mounting hole 4524 provided in the first frame body 41 may be a threaded hole, and one end of the cover fastener 456 passes through the spacer, the pivoting support cover 452, and is fixed to the first frame body 41, thereby fixing the pivoting support cover 452 to the first frame body 41.

On the basis of the above embodiment, the cover fastening member 456 and the waterproof pad 453 may be disposed opposite to each other to improve the waterproof effect between the first frame 41 and the revolving support cover 452; for example, the waterproof pad 453 is disposed opposite to the cover fastening member 456, and the waterproof pad 453 has a through hole for the cover fastening member 456 to pass through, that is, one end of the cover fastening member 456 passes through the rotation supporting cover 452 and the waterproof pad 453 and is fixed on the first frame 41, so that the waterproof effect between the rotation supporting cover 452 and the first frame 41 can be improved.

When the rotation support cover 452 is subjected to an impact force from the through passage, in order to prevent the cover fastener 456 from being broken due to the impact force, an elastic pin 454 is further disposed between the rotation support cover 452 and the first frame 41, and the elastic pin 454 is used for resisting the rotation support cover 452 from being subjected to the impact force from the through passage. Specifically, two elastic pins 454 are arranged between the rotary supporting cover plate 452 and the first frame 41, the two elastic pins 454 are respectively located at the outer sides of the two through passage limiting bosses 4521 far away from the through passage, and the elastic pins 454 are arranged opposite to the through passage limiting bosses 4521. For example, the rotary supporting cover plate 452 is provided with two elastic pin mounting holes 4523, two through passage limiting bosses 4521 are located between the two elastic pin mounting holes 4523, and the elastic pin 454 is inserted into the elastic pin mounting hole 4523 and fixed on the first frame body 41; the impact force borne by the through passage limiting boss 4521 can be transmitted to the elastic pin 454 along a straight line, and the offset effect of the impact force is improved.

Further, the elastic pin 454 may be disposed opposite to the waterproof pad 453, the waterproof pad 453 may be provided with a through hole through which the elastic pin 454 passes, and one end of the elastic pin 454 passes through the rotation support cover 452 and the waterproof pad 453 and is inserted into the first frame body 41. So set up, can promote waterproof pad 453 to the waterproof effect of gyration support apron 452 and first support body 41.

In addition to the above embodiments, in the present embodiment, a detachable screw hole 4522 and a sealing plug 455 for sealing the detachable screw hole 4522 are further provided in the rotation support cover 452, and the detachable screw hole 4522 penetrates through the rotation support cover 452. When the rotary supporting cover plate 452 needs to be detached, the sealing plug 455 is detached from the detaching threaded hole 4522, so that one end of the detaching threaded hole 4522 is open, a tool bolt is suspended in the detaching threaded hole 4522, the end of the tool bolt abuts against the first frame body 41, and external force is applied to the tool bolt, so that the rotary supporting cover plate 452 is separated from the first frame body 41; accordingly, when it is not necessary to disassemble the pivoting support cover 452, the sealing plug 455 is installed in the withdrawal threaded hole 4522 and seals the withdrawal threaded hole 4522.

Along the direction from the first axle 42 to the second axle 44, the first end of the first frame 41 is symmetrically provided with two frame buffering devices 47, and the first end of the second frame 43 is symmetrically provided with two frame buffering devices 47. For convenience of description, it is defined that the magazine buffer 47 provided on the first magazine 41 is defined as a first magazine buffer, and the magazine buffer 47 provided on the second magazine 43 is defined as a second magazine buffer.

Wherein, first support body buffer and the cooperation setting of second support body buffer, after first support body 41 and the rotation of second support body 43 certain angle, but first support body buffer and second support body buffer butt. Furthermore, the first frame buffer device and the second frame buffer device located on the same side may be located on the same rotation path. When the first frame body 41 and the second frame body 43 rotate relatively, the gap between the first frame body buffering device and the second frame body buffering device is gradually reduced until the first frame body buffering device contacts with the second frame body buffering device, and a buffering force is provided for the first frame body 41 and the second frame body 43, so that the first frame body 41 and the second frame body 43 are prevented from being in rigid contact; continuing the extrusion, first support body buffer no longer takes place elastic deformation with second support body buffer, can carry on spacingly to first support body 41 and second support body 43 to reach the purpose of rigidity restriction, thereby restricted the rotation angle between first support body 41 and the second support body 43.

In one embodiment, the first rack buffering device includes a first buffering block 472 and a first buffering block mounting seat 471, the first buffering block mounting seat 471 is used for mounting the first buffering block 472, and the first buffering block mounting seat 471 is mounted on the first rack 41 through the first buffering seat mounting arm 413. It can be understood that the first frame buffer device is a part formed by combining a buffer block made of rubber and a metal mounting seat together through a certain process, the metal mounting seat is used for being fixedly connected with the first buffer seat mounting arm 413, and the rubber buffer block is suspended and used as a buffer.

First buffer seat installation arm 413 can be arc fender arm, and its crooked extending direction is unanimous with the rotation direction of first support body 41, and the one end and the first support body 41 fixed connection of first buffer seat installation arm 413, the other end of first buffer seat installation arm 413 are fixed with first buffer block mount 471.

Similarly, the second frame buffer device includes a second buffer block 474 and a second buffer block mounting seat 473, and the second frame buffer device is mounted on the second frame 43 through the second buffer seat mounting arm 433, and the structure of the second buffer seat mounting arm 433 can be set by referring to the structure of the first buffer seat mounting arm 413, which is not described herein again.

Preferably, when the first frame buffer and the second frame buffer are in contact, the first buffer 472 and the second buffer 474 may be in front contact, and the first buffer 472 is opposite to the second rubber, so as to provide the maximum buffering force for the first frame buffer and the second frame buffer, and reduce the vibration and noise caused by the impact during the rotation of the first frame 41 and the second frame 43.

In order to increase the rotation angle of the first and

second frame bodies

41 and 43, the width of the frame body hinge portion corresponding to one end of the frame body hinge portion for coupling with the frame body coupling portion is greater than that of the other frame body hinge portion, and the width of the frame body hinge portion is gradually reduced in a direction from the axle to the frame body hinge portion. Specifically, the first frame body 41 and the second frame body 43 are integrally of a triangular structure or a trapezoidal structure, so that a large rotation space is formed at one end of the first frame body 41 and one end of the second frame body 43 close to the rotary bearing 451, and the requirement of the rotation angle of the first frame body 41 and the second frame body 43 is met.

On the basis of the above embodiment, the first frame body 41 and the second frame body 43 are further provided with hollow structures to reduce the weight of the first frame body 41 and the second frame body 43. Specifically, the first frame body hinging part is provided with a plurality of through holes which are vertically communicated to form the hollow structure, and the through holes are provided with bolt holes with central lines extending along the horizontal direction towards the side wall of the frame body connecting part so as to pass through the bolt holes through bolts to be connected with the frame body connecting part.

Fig. 57 is a schematic view showing an installation of the traction device of the bullet train provided by the embodiment of the present application, and fig. 58 is a schematic view showing a connection structure of the traction device of the bullet train provided by the embodiment of the present application and the frame. As shown in fig. 57 and 58, the railcar bogie 3, which includes a frame, a traction center pin 331 and a railcar traction device 33; the frame is a mounting base of a motor car traction device 33 and a traction center pin 331, and comprises two side beams 31 and two cross beams 32, wherein the two side beams 31 extend along the length direction of a car body, and the two side beams 31 are parallel and opposite to each other and are respectively positioned at the edges of the frame. The two cross members 32 extend in the width direction of the vehicle body, the two cross members 32 may be disposed in parallel and oppositely between the two side members 31, and both ends of each cross member 32 are fixedly connected to the side members 31, respectively. The railcar bogie 3 of the present embodiment further includes a first railcar wheel pair 351 and a second railcar wheel pair 352, the first railcar wheel pair 351 includes a first axle and a first railcar wheel 3511 and a second railcar wheel 3512 provided at both ends of the first axle, the first axle connects first ends of the two side sills 31; the second pair of wheels 352 includes a second axle coupled to a second end of the two side rails 31 and third and fourth wheels 3521, 3522 disposed on opposite ends of the second axle.

In the embodiment, an insertion space of the bullet train traction device 33 is formed between the two cross beams 32, namely, the bullet train traction device 33 is installed on the two cross beams 32, and the traction force generated by the traction module 332 can be transmitted to the framework through the cross beams 32. The railcar traction device 33 is connected to the upper railcar body together with the secondary suspension device 36 on the side member 31.

Specifically, the traction device 33 includes a traction module 332 and a traction center pin 331, and the traction module 332 is used for fixing the traction center pin 331, and transmitting the traction force on the traction center pin 331 to the cross beam 32, and enabling the vehicle to move forward or backward. Illustratively, the traction module 332 is provided with longitudinal stoppers 333 respectively facing both sides of the cross beam 32, and the traction module 332 is fixedly mounted on the cross beam 32 through the longitudinal stoppers 333. The middle area of the traction module 332 is provided with a plug hole for installing the traction center pin 331, the top of the traction center pin 331 is connected with the vehicle body part, namely, the traction center pin 331 is connected with the vehicle body and the traction module 332, and the traction module 332 is fixedly connected with the cross beam 32.

The traction center pin 331 includes a traction pin body, a center pin attachment 335 is provided at a side of a top of the traction pin body facing the vehicle body, and the traction center pin 331 is coupled to the vehicle body through the center pin attachment 335. The towing pin main body is matched with the plug hole of the towing module 332, and the towing pin main body can be plugged in the plug hole of the towing module 332 so as to transmit the towing force acting on the towing center pin 331 to the cross beam 32.

Each traction center pin 331 may be provided with two traction pin restraining ears 3313, the two traction pin restraining ears 3313 being located on both sides of the traction pin body, respectively, the traction pin restraining ears 3313 being located on a side of the traction pin body facing the cross beam 32. Two transverse stop members 334 are arranged in the middle area of the cross beam 32 along the length direction of the cross beam 32, the two transverse stop members 334 are spaced and oppositely arranged on the cross beam 32 to form a limit space of the towing pin limit lug 3313 between the two transverse stop members 334, so that one end edge of the towing pin limit lug 3313 far away from the towing pin body is limited in the limit space, and when the towing center pin 331 is in a free state, the towing pin limit lug 3313 has a moving gap from the transverse stop members 334 at the two sides thereof. When the traction center pin 331 is transmitting traction force, the two lateral stops 334 may limit the lateral displacement of the traction center pin 331, while the traction center pin 331 may rotate relative to the railcar truck 3.

In the railcar bogie 3 according to the present embodiment, the traction center pin 331 is fixed to the traction module 332, the traction module 332 is fixed between the two cross beams 32 by the longitudinal stopper 333, and the traction force of the traction center pin 331 is transmitted to the cross beam 32, so that the vehicle moves forward or backward; meanwhile, the edge of the traction pin limit lug 3313 of the traction center pin 331 is embedded between the two transverse stoppers 334 and has a movable gap; the traction center pin 331 can rotate relative to the railcar bogie 3 and has a certain rotation range, so that the curve trafficability of the vehicle can be improved.

Furthermore, the traction module 332 provided in this embodiment has a non-rigid component with a certain rigidity, and transmits traction force, braking force, and the like between the traction center pin 331 and the vehicle; the traction module 332 has a large contact surface, the elastic element has no gap, no sudden change exists in the force transmission process, the stress is more uniform, the traction module 332 has pre-pressure during assembly, and the stress change is small in the traction and braking processes.

On the basis of the above embodiments, the kingpin body includes a kingpin mounting plate 3311 and a stepped shaft 3312; the towing pin mounting plate 3311 is located at the top of the towing pin body, and one side of the towing pin mounting plate 3311 is fixedly connected to the vehicle body, and the towing pin connecting member connected to the vehicle body is located at a side of the towing pin mounting plate 3311 facing the vehicle body.

The stepped shaft 3312 and the two tow pin stopper lugs 3313 are respectively located on a side of the tow pin mounting plate 3311 away from the vehicle body, i.e., the stepped shaft 3312 and the tow pin stopper lugs 3313 are respectively located below the tow pin mounting plate 3311. The stepped shaft 3312 comprises a large diameter section and a small diameter section, the stepped shaft 3312 is fixed on the traction pin mounting plate 3311 through the large diameter section, and the large diameter section and the small diameter section are inserted into the traction module 332; the two traction pin limit lugs 3313 are respectively positioned at two sides of the stepped shaft 3312, the two traction pin limit lugs 3313 are symmetrically arranged about the stepped shaft 3312, and one side of each traction pin limit lug 3313 is fixed on a large-diameter section of the stepped shaft 3312; meanwhile, the tow pin stopper lug 3313 is fixed to the tow pin mounting plate 3311 at a side facing the tow pin mounting plate 3311. It will be appreciated that the kingpin mounting plate 3311, the stepped shaft 3312, and the two kingpin stop ears 3313 may be integrally formed to provide increased structural strength to the kingpin 331.

The center of the traction module 332 is provided with a jack for the stepped shaft 3312 to be plugged, the bottom of the traction module 332 is provided with a traction pin mounting seat 336, the traction pin mounting seat 336 comprises a plugging plate and a positioning column arranged on the plugging plate, the plugging plate can be fixed at the bottom of the traction module 332 through a bolt, and the plugging plate seals the jack. After the plugging plate is fixed at the bottom of the traction module 332, the positioning columns arranged on the plugging plate can extend into the plugging holes; the pulling center pin 331 is provided with a positioning hole matched with the positioning column, the positioning hole can be located on the small diameter section of the stepped shaft 3312, and the positioning hole is in clearance fit with the positioning column to position the pulling center pin 331, so that the pulling center pin 331 is inserted into the positioning column.

It can be understood that the stepped shaft 3312 of the pulling core pin 331 is in clearance fit with the insertion hole of the pulling module 332, and the side surface of the stepped shaft 3312 is attached to the wall of the insertion hole; the two parts can be attached together by adopting a conical surface close fit mode. So set up, draw the module 332 with draw the center pin 331 after the close contact of center pin 331 is connected, draw the module 332 can move along with drawing the center pin 331 to keep stable connected state always, guarantee the good transmission of atress.

On the basis of the above embodiment, in order to fix the traction module 332 between the two cross beams 32, the two sides of the traction module 332 facing the cross beams 32 are respectively provided with a longitudinal stopper 333, and one side of each cross beam 32 facing the traction module 332 is provided with a longitudinal stopper bearing plate 321; the longitudinal stopping bearing plate 321 is matched with the longitudinal stopping part 333, and the longitudinal stopping bearing plate 321 and the longitudinal stopping part 333 are fixedly connected, so that the traction force on the traction module 332 can be transmitted to the longitudinal stopping bearing plate 321 through the longitudinal stopping part 333, and then transmitted to the cross beam 32 through the longitudinal stopping bearing plate 321. By such arrangement, the connection area of the traction module 332 and the cross beam 32 is increased, and the traction force on the traction module 332 can be stably transmitted to the cross beam 32.

Further, in the present embodiment, two longitudinal stoppers 333 are respectively disposed on one side of the traction module 332, the two longitudinal stoppers 333 are symmetrically disposed on the traction module 332, a space is formed between the two longitudinal stoppers 333, and the two transverse stoppers 334 may be disposed in the space. Correspondingly, one side of the cross beam 32 facing the traction module 332 is provided with two longitudinal stop bearing plates 321, and the two longitudinal stop bearing plates 321 are symmetrically arranged on the cross beam 32; the two lateral stops 334 are located between the two longitudinal stop bearing plates 321, which facilitates the connection and fixation of the longitudinal stops 333 and the longitudinal stop bearing plates 321, and also facilitates the restriction of the traction center pin 331 between the two lateral stops 334.

FIG. 59 is a schematic view of a connecting structure of a towing pintle and a frame provided by an embodiment of the present application, and FIG. 60 is a top view of FIG. 59;

. As shown in fig. 59 and 60, the present embodiment provides a lateral stopper 334 including a lateral stopper mount 3341 and a lateral stopper 3342, the lateral stopper mount 3341 being fixed to the cross beam 32, and the lateral stopper 3342 being fixed to the top end of the lateral stopper mount 3341. The lateral stops 3342 on the two lateral stops 334 on the same cross beam 32 are disposed opposite each other with a gap between the two lateral stops 3342. When the pulling center pin 331 is inserted into the pulling module 332, the pulling pin position-limiting lug 3313 of the pulling center pin 331 is embedded between the two transverse stopping blocks 3342, i.e., the two transverse stopping blocks 3342 are respectively clamped at two sides of the pulling pin position-limiting lug 3313.

Fig. 61 is a side view of fig. 59. As shown in fig. 61, to lift the abutment of the lateral stop block 3342 against the kingpin stop ears 3313, the kingpin stop ears 3313 are provided with a stop plane 33132 on the side facing the lateral stop block 3342. Of course, the side of the transverse stop block 3342 facing the kingpin block ear 3313 is likewise provided with an abutment plane. When the lateral stopping piece 334 abuts against the limit lug 3313 of the towing pin, the lateral stopping block 3342 and the limit block can be attached together through the limit plane 33132 and the abutment plane, so that the contact area between the lateral stopping block 3342 and the limit lug 3313 of the towing pin is increased, and the abutting effect between the towing center pin 331 and the lateral stopping piece 334 is improved.

The bullet train bogie 3 further comprises a transverse damper 8, one end of the transverse damper 8 is connected with the side beam 31, the other end of the transverse damper 8 is connected with the traction pin limiting lug 3313, and the transverse damper 8 can reduce the transverse vibration amplitude of the traction center pin 331. It can be understood that the transverse damper 8 may be obliquely disposed between the kingpin boss 3313 and the side member 31, and the transverse damper 8 is gradually inclined outward in a direction from the kingpin boss 3313 to the side member 31 to enhance the transverse damping effect of the transverse damper 8.

To facilitate the connection of the kingpin 331 to the transverse damper 8, the kingpin stopping lugs 3313 are embedded behind the two transverse stops 334 in this embodiment, and a portion of the kingpin stopping lugs 3313 may protrude outside the transverse stops 334 to facilitate the connection of the kingpin stopping lugs 3313 to the transverse damper 8. Specifically, in the present embodiment, a damper mounting groove 33131 is formed at a portion of the drawbar pin position-limiting lug 3313 protruding from the lateral stopper 334, one end of the lateral damper 8 passes through the mounting groove, a rod portion of the lateral damper 8 is embedded in the damper mounting groove 33131, and after the end of the lateral damper 8 passes through the damper mounting groove 33131, the end of the lateral damper 8 abuts against a side surface of the drawbar pin position-limiting lug 3313, thereby connecting the lateral damper 8 and the drawbar center pin 331 together.

Fig. 62 is a schematic view of a connection structure of a steering driving device and a frame of a motor car provided by an embodiment of the present application, and fig. 63 is a schematic view of the structure of fig. 62 from another view angle. As shown in figures 62 and 63 of the drawings,

the motor car bogie 3 further comprises a motor car steering driving device 34, the motor car steering driving device 34 is used for controlling the steering of the motor car bogie 3, wherein the motor car steering driving device 34 comprises a driving part and a transmission part, and the driving part is used for providing steering power; the transmission portion is connected with the driving portion, the first wheel pair 351 and the second wheel pair 352, and is used for transmitting steering power provided by the driving portion to the first wheel pair 351 and the second wheel pair 352.

The middle-motor-car steering driving device 34 of the motor-car bogie of the embodiment can transmit steering power to the first motor-car wheel pair 351 and the second motor-car wheel pair 352 at the same time, so that the steering of the first motor-car wheel pair 351 and the steering of the second motor-car wheel pair 352 can be controlled at the same time through the motor-car steering driving device 34, and the flexibility of steering of a vehicle body connected with the motor-car bogie is ensured.

The driving part comprises a driving motor (not shown in the figure) and a power steering gear 342, the driving motor is in communication connection with the controller, and the driving motor is used for outputting steering force; the output end of the power steering gear 342 is connected to the transmission portion, and the power steering gear 342 is used for changing the direction of the steering force output by the driving motor to provide the steering power to the transmission portion.

The transmission section includes a power steering swing arm 343, a power steering tie bar 3441, a first tire steering swing arm 3451, a second tire steering swing arm 3452, a third tire steering swing arm 3453, and a fourth tire steering swing arm 3454.

Wherein, the first end of the power steering swing arm 343 is connected to the output end of the power steering gear 342 to receive the steering power output by the power steering gear 342.

A first end of the power steering tie rod 3441 is connected to a second end of the power steering swing arm 343 for transmitting steering power to the first railcar wheels 3511.

The first tire steering swing arm 3451 is fixedly connected to the first bullet train wheel 3511, and optionally, the first tire steering swing arm 3451 may be fixed to a hub of the first bullet train wheel 3511, so as to rotate the first bullet train wheel 3511. The first tire steering swing arm 3451 includes two first sub swing arms, a first included angle is formed between the two first sub swing arms, and the second end of the power steering linkage 3441 is connected to one of the first sub swing arms to receive the steering power transmitted by the power steering linkage 3441.

The second tire steering swing arm 3452 is fixedly connected to the second car wheel 3512, and optionally, the second tire steering swing arm 3452 may be fixed to a hub of the second car wheel 3512, so as to rotate the second car wheel 3512. The second tire steering swing arm 3452 includes two second sub swing arms, a second included angle is formed between the two second sub swing arms, and the other first sub swing arm of the first tire steering swing arm 3451 is connected to one of the second sub swing arms through a first transmission rod 3442 to transmit steering power to the second vehicle wheel 3512.

The third tire steering swing arm 3453 is fixedly connected to the third car wheel 3521, and optionally, the third tire steering swing arm 3453 may be fixed to a hub of the third car wheel 3521, so as to drive the third car wheel 3521 to rotate. The third tire turning swing arm 3453 includes two third sub swing arms, a third included angle is formed between the two third sub swing arms, and the other second sub swing arm of the second tire turning swing arm 3452 is connected to one of the third sub swing arms through a second transmission rod 3443 to transmit the turning power to the third bullet train wheel 3521.

The fourth tire steering swing arm 3454 is fixedly connected to the fourth vehicle wheel 3522, and optionally, the fourth tire steering swing arm 3454 may be fixed to a hub of the fourth vehicle wheel 3522, so as to drive the fourth vehicle wheel 3522 to rotate. The fourth tire turning swing arm 3454 includes two fourth sub swing arms, a fourth included angle is formed between the two fourth sub swing arms, and the other third sub swing arm of the third tire turning swing arm 3453 is connected to one of the fourth sub swing arms through a third transmission rod 3444 to transmit the turning power to the fourth bullet train wheel 3522.

With the above arrangement, the present embodiment realizes that the steering of the first rail wheel pair 351 and the second rail wheel pair 352 is controlled simultaneously by using the one-rail vehicle steering driving device 34, so as to ensure the synchronism of the steering of the vehicle body connected with the rail vehicle bogie.

Optionally, the size of the first included angle, the size of the second included angle, the size of the third included angle, and the size of the fourth included angle are the same or different from each other, so that the requirement that the deflection angles of the wheels are different when the wheels pass through a curve is met.

Further, the length of the power steering linkage 3441, the length of the first driving lever 3442, the length of the second driving lever 3443 and the length of the third driving lever 3444 in the present embodiment are the same or different from each other, and the specific lengths may be set according to the driving requirements.

Optionally, a limit switch 346 is further disposed on the power steering gear 342, the limit switch 346 is disposed on a side of the power steering gear 342 facing the power steering swing arm 343, and the limit switch 346 is in communication connection with the controller. When the power steering swing arm 343 contacts the limit switch 346, the limit switch 346 generates a signal and feeds back to the vehicle controller, which will issue a command to stop the railcar truck from continuing in that direction.

In addition, a first drive axle 347 is sleeved outside the first axle, and the first drive axle 347 is connected with the first ends of the two side members 31; a second drive axle 348 is further provided on the outer side of the second axle, and the second drive axle 348 connects the second ends of the two side members 31. The first driving axle 347 is connected with the second driving axle 348 through a framework, and the relative position of the first driving axle 347 and the second driving axle 348 can be ensured to be unchanged by adopting a fixed connection mode, so that the application foundation of the deflection mechanism is ensured to be unchanged in the steering deflection process.

Furthermore, two ends of the first axle are respectively provided with a limit stop 3513, and the limit stop 3513 is used for limiting the deflection angle of the first bullet train wheel 3511. The limit stop 3513, which is a physical limit whose limit angle can be pre-adjusted, is the maximum angle of wheel deflection.

Optionally, a power cylinder 349 is arranged in the middle of the second drive axle 348, the power cylinder 349 is connected to another fourth sub-swing arm of the fourth tire steering swing arm 3454, and the power cylinder 349 plays a role in enhancing and supplementing steering force.

Fig. 64 is a schematic structural view of a traction drive device of a bullet train provided in an embodiment of the present application, and fig. 65 is a schematic structural view of a propeller shaft provided in an embodiment of the present application. As shown in fig. 64 and 65, the railcar truck 3 further includes a railcar traction driving device 37, and the railcar traction driving device 37 is used for driving the railcar steering gear 3 to travel in a straight line.

The bullet train traction drive 37 includes a traction motor 371, a transaxle 372, and a propeller shaft 373. Wherein, the output shaft of the traction motor 371 is used for outputting traction force; the input end of the drive axle 372 is connected to the output shaft of the traction motor 371, the drive axle 372 may be the first drive axle 347 or the second drive axle 348, and the output end of the drive axle 372 is connected to the wheels to drive the wheels to rotate so as to drive the bullet train bogie 3 to move forward. Two ends of the transmission shaft 373 are respectively fixedly connected with the output end of the traction motor 371 and the input end of the drive axle 372, the transmission shaft 373 comprises a first transmission part 3731, a second transmission part 3732 and a third transmission part 3733, the first end of the first transmission part 3731 is fixedly connected with the output shaft of the traction motor 371, the second end of the first transmission part 3731 is hinged with the first end of the second transmission part 3732, the second end of the second transmission part 3732 is hinged with the first end of the third transmission part 3733, and the second end of the third transmission part 3733 is fixedly connected with the input end of the drive axle 372.

In this embodiment, two ends of the transmission shaft 373 are respectively and fixedly connected with the output end of the traction motor 371 and the input end of the drive axle 372, so that the transmission shaft 373 can normally transmit the traction force of the traction motor 371 to the drive axle 372; in addition, the transmission shaft 373 includes the first transmission portion 3731, the second transmission portion 3732 and the third transmission portion 3733 that are hinged to each other, so that the two adjacent transmission portions can move relatively, when a height difference is generated between the motor and the driving axle 372 due to various working conditions, the transmission shaft 373 can obviously adapt to the height difference and normally transmit torque, and the traction effect is good.

Optionally, a first hinge seat is disposed at a second end of the first transmission portion 3731, a first hinge hole is disposed at a first end of the second transmission portion 3732, an axial direction of the first hinge hole is perpendicular to an extending direction of the second transmission portion 3732, and a first ball bearing is connected to the first hinge hole and the first hinge seat to hinge the second end of the first transmission portion 3731 and the first end of the second transmission portion 3732. This embodiment is provided with a rubber node in the first hinge seat, so that a certain deformation can be generated according to the rotation of the second transmission portion 3732 to reduce the impact force during the rotation.

The second end of the second transmission portion 3732 is provided with a second hinge seat, the first end of the third transmission portion 3733 is provided with a second hinge hole, the axial direction of the second hinge hole is perpendicular to the extending direction of the second transmission portion 3732, and the second ball bearing is connected to the second hinge hole and the second hinge seat to hinge the second end of the second transmission portion 3732 and the first end of the third transmission portion 3733. This embodiment is provided with a rubber node in the second hinge seat, so that a certain deformation can be generated according to the rotation of the second transmission portion 3732 to reduce the impact force during the rotation.

Further, a first end of the first transmission portion 3731 is provided with a first fixing seat, and the first fixing seat is provided with a plurality of first fixing holes; the output shaft of the traction motor 371 is provided with a first connection seat, the first connection seat is provided with a plurality of first connection holes matched with the first fixing holes, and the first fastener penetrates through the first fixing holes and the first connection holes to fixedly connect the first end of the first transmission part 3731 with the output shaft of the traction motor 371.

A second end of the third transmission portion 3733 is provided with a second fixing seat, and the second fixing seat is provided with a plurality of second fixing holes; the input end of the drive axle 372 is provided with a second connecting seat, the second connecting seat is provided with a plurality of second connecting holes matched with the second fixing holes, and the second fastener penetrates through the second fixing holes and the second connecting holes to fixedly connect the second end of the third transmission part 3733 with the output shaft of the traction motor 371.

Optionally, the first fastening piece and the second fastening piece each include a bolt and a nut, and the bolt is fixed by the nut after passing through the connecting hole and the fixing hole.

Fig. 66 is a schematic view of a connection structure between a traction motor and a vehicle body according to an embodiment of the present application. As shown in fig. 66, the traction motor 371 is fixedly arranged on the car body of the rubber wheel train, specifically, the traction motor 371 is provided with a traction motor mounting seat 374, and the traction motor mounting seat 374 is used for connecting the car body of the rubber wheel train.

Optionally, two traction motor mounting seats 374 are arranged on the traction motor 371, and the two traction motor mounting seats 374 are symmetrically arranged on two sides of the traction motor 371; the two traction motor mounting seats 374 are respectively connected with the vehicle body through two traction motor supporting seats 375.

The traction motor supporting seat 375 comprises a first supporting plate and a second supporting plate, the first supporting plate is vertically connected to one end of the second supporting plate, the first supporting plate is fixedly connected with the traction motor mounting seat 374, and the specific connection and fixing mode can be selected from bolt connection, welding and the like; the second support plate is fixedly connected with the vehicle body, and the concrete connecting and fixing mode can be selected from bolt connection, welding and the like.

Be provided with on-vehicle powered device on the automobile body and fill electric pile and peg graft, can control to fill electric pile's grafting device and the on-vehicle powered device of vehicle and peg graft according to the position information of charging instruction and on-vehicle powered device, trigger the operation of charging, realized charging the vehicle automatically, need not manual operation, improved the intelligence and the charging efficiency of charging process. The vehicle-mounted power receiving device may be provided on a motor car or an intermediate car. The top of the motor car can be provided with energy storage devices, in particular four groups of super capacitors.

This is illustrated in connection with FIGS. 67-75. For convenience of description, the transverse direction of the vehicle body is taken as an X axis, the longitudinal direction of the vehicle body is taken as a Y axis, and the height direction of the vehicle body is taken as a Z axis.

The in-vehicle power receiving device 18 includes a box 181, a charging stand 182, and an in-vehicle controller 184; the charging stand 182 and the vehicle-mounted controller 184 are disposed in the box 181; the charging dock 182 has a charging interface 1821; the vehicle-mounted controller 184 is used for being in communication connection with the charging controller 64 of the charging pile 6;

the vehicle-mounted controller 184 is configured to acquire a plug-in state of the vehicle-mounted power receiving device 18 and the plug-in device 63 when receiving the charging start instruction, and start the charging mode for charging when the plug-in state is a normal plug-in state.

The charging controller 64 is configured to control the servo sliding table 62 to move according to the position of the vehicle-mounted power receiving device 18 when receiving a charging instruction, so that the charging plug 631 is plugged into the charging interface 1821 of the vehicle-mounted power receiving device 18.

The vehicle-mounted power receiving device 18 needs to be matched with the charging pile 6 to complete charging of the rechargeable vehicle.

The charging pile 6 is provided with a supporting main body 61, a servo sliding table 62, a plug-in device 63 and a charging controller 64; the servo slide table 62 is slidably disposed on the support main body 61; the plugging device 63 is arranged on the servo sliding table 62; the plug-in device 63 has a charging plug 631 and a pose compensation mechanism 632; the charging controller 64 is mounted to the support main body 61; the charge controller 64 is communicatively connected to the servo sled 62.

The charging pile 6 is usually installed at a vehicle station, a bus station or other places where it is convenient to charge the vehicle. Exemplarily, a plurality of parking stalls are laid in the place of charging, and electric pile 6 is filled to the setting aside the parking stall. The vehicle drives into the charging field and stops in the parking space and is charged through the charging pile 6.

The charging post 6 has a support body 61, the support body 61 being the main bearing part of the charging post 6. The support body 61 may be disposed on the ground; alternatively, the support body 61 may be hung on a wall surface such as a side wall; alternatively, the support body 61 may be hung from a ceiling surface such as a ceiling built above the charging field. The in-vehicle power receiving device 18 may be provided at the bottom, side, or top of the vehicle.

For convenience of description, the charging pile 6 is installed on the ground, the vehicle-mounted power receiving device 18 is installed on the roof, and the charging interface 1821 faces the side.

The support body 61 has a certain height. The upper portion of the support main body 61 is provided with a servo slide table 62. The servo slide table 62 is slidably provided to the support main body 61. The plugging device 63 is disposed on the servo sliding table 62. The plug-in device 63 has a charging plug 631 and a pose compensation mechanism. The charging controller 64 is mounted to the support main body 61. The charge controller 64 is communicatively connected to the servo sled 62. In addition, the charging pile 6 can be provided with a voltage conversion device, a circuit protection device and the like.

The servo sliding table 62 can drive the plug device 63 to move toward the vehicle-mounted power receiving device 18 of the vehicle under the control instruction of the charging controller 64 until the charging plug 631 is plugged in place with the charging interface 1821 of the vehicle-mounted power receiving device 18, so as to charge the vehicle. The servo slide table 62 can also drive the plug device 63 to move away from the vehicle-mounted power receiving device 18 of the vehicle under the control instruction of the charging controller 64.

The servo slide 62 may be a multi-axis driving mechanism, so that the servo slide 62 has a position adjusting function for the charging plug 631 within a certain distance range. When the vehicle is required to be charged, the parking position of the vehicle needs to make the vehicle-mounted power receiving device 18 within the adjustment range of the servo sliding table 62; generally, the longitudinal adjustment range of the vehicle-mounted power receiving device 18 and the plug device 63 is within ± 25cm, and the lateral adjustment distance of the vehicle-mounted power receiving device 18 and the plug device 63 is within ± 25 cm.

Because the actual load of the vehicle, the tire pressure, and the like cause deviation between the actual height and the preset height of the charging interface 1821, the posture compensation mechanism 632 is adopted to drive the charging plug 631 to float along multiple directions so as to adapt to the actual position of the charging interface 1821. The pose compensation mechanism is particularly useful for floatingly connecting the charging plug 631 to the charging interface 1821 of the charging dock 182, and preventing the charging plug 631 and/or the charging dock 182 from being damaged due to hard contact between the charging plug 631 and the charging dock 182.

For example: the servo sliding table 62 may be a three-axis servo sliding table 62, which can move along the X-axis, Y-axis, and Z-axis directions relative to the vehicle-mounted power receiving device 18, that is, the servo sliding table 62 can drive the plugging device 63 to move along the X-axis direction, Y-axis direction, and Z-axis direction, so as to adjust the position of the plugging device 63. The posture compensation mechanism 632 can provide six-degree-of-freedom floating amount for the charging plug 631, and prevent the charging plug 631 from being rigidly connected to the charging dock 182 and damaged, that is, the posture compensation mechanism 632 can provide front and rear floating amount along the X-axis direction, left and right floating amount along the Y-axis direction, and up and down floating amount along the Z-axis direction for the charging plug 631, so that the charging plug 631 can be conveniently inserted into the charging interface 1821 of the charging dock 182. Thus, there is a deviation in the parking position of the vehicle, the position of the charging plug 631 can be quickly adjusted through the servo sliding table 62, and then the position of the charging plug 631 can be finely adjusted through the posture compensation mechanism 632, so as to ensure that the charging plug 631 can be quickly aligned with the charging interface 1821.

The in-vehicle power receiving device 18 is provided on the top of the vehicle, and is located near one side edge of the vehicle. The in-vehicle power receiving device 18 includes: a box body 181, a charging seat 182 and a vehicle-mounted controller 184 arranged in the box body 181. The charging dock 182 is disposed at a side, front, rear, or top of the vehicle, and the charging dock 182 is provided with a charging interface 1821. The charging interface 1821 is provided toward the side of the vehicle. The charging dock 182 may also be electrically connected to an energy storage device disposed on the vehicle. The energy storage device may be disposed on the top or bottom of the vehicle. The energy storage device can be a super capacitor, a storage battery and the like. The vehicle-mounted controller 184 is electrically connected to each of the related devices, and is configured to control the charging process at an early stage and a later stage.

In specific implementation, the charging controller 64 is configured to control the servo sliding table 62 to move according to the position of the vehicle-mounted power receiving device 18 when receiving a charging instruction, so that the charging plug 631 is plugged into the charging interface 1821 of the vehicle-mounted power receiving device 18. The vehicle-mounted controller 184 is configured to acquire a plug-in state of the vehicle-mounted power receiving device 18 and the plug-in device 63 when receiving the charging start instruction, and start the charging mode for charging when the plug-in state is a normal plug-in state.

The charging command may be issued by the charging pile 6, for example: be provided with the button that charges on charging pile 6, operating personnel presses the button that charges, produces the instruction of charging. Alternatively, the charging command may be issued to the vehicle, for example: the vehicle is provided with a charging button, and an operator presses the charging button on the vehicle to generate a charging instruction.

Communication connection is established in advance between the charging controller 64 of the charging pile 6 and the vehicle-mounted controller 184 of the vehicle-mounted powered device 18, so that interaction of data such as a charging instruction is facilitated. Specifically, the charging controller 64 of the electric pile and the vehicle-mounted controller 184 of the vehicle-mounted powered device 18 may communicate through a wireless network; for example: the communication can be performed through a wireless communication network provided by an operator, through a hotspot, or through a local area network provided by a charging field. During specific implementation, when the charging pile 6 identifies that the vehicle arrives at a charging site, wireless network connection is established with the vehicle. For example, the charging pile 6 may detect a beacon provided on the vehicle, and when the beacon is detected, it indicates that the vehicle enters the charging site.

Illustratively, the charge controller 64 is specifically configured to: acquiring hot spot information of a vehicle; sending a hotspot connection request to the vehicle-mounted controller 184 according to the hotspot information; the onboard controller 184 is also configured to: upon receiving a hotspot connection request sent by the charging controller 64, a wireless network connection is established with the charging controller 64.

After the charging controller 64 establishes the wireless connection with the onboard controller 184, in some examples, the onboard controller 184 is specifically configured to: receiving a charging starting instruction generated when a charging button on a vehicle is triggered; a charging instruction is sent to the charging controller 64 via a wireless network. The onboard controller 184 is also configured to send a charge stop command to the charge controller 64 via the wireless network upon acquisition that a stop charge button on the vehicle is triggered. In other examples, the charging controller 64 may be configured to send a charging initiation command to the onboard controller 184 via the wireless network, the charging initiation command being generated when a charging button on the charging post 6 is triggered. The charging controller 64 can be used to send a charging stop command generated when a charging stop button on the charging pile 6 is triggered to the vehicle-mounted controller 184 through the wireless network

When the charging controller 64 receives the charging instruction, the position information of the in-vehicle power receiving device 18 is acquired, and for example, the position information of the in-vehicle power receiving device 18 is determined after the vehicle image is captured by the image capturing device and the image processing is performed. Alternatively, the charging controller 64 may determine the position information of the in-vehicle power receiving device 18 by a sensor, an inductive mark, and the like provided in the charging pile 6 and the vehicle, respectively.

When the vehicle-mounted power receiving device 18 is determined to be located within the preset adjusting range according to the position information of the vehicle-mounted power receiving device 18, the charging controller 64 controls the servo sliding table 62 and/or the pose compensation mechanism 632 to move until it is determined that the charging plug 631 faces the charging interface 1821 according to the position information of the vehicle-mounted power receiving device 18, and the charging controller 64 can control the servo sliding table 62 to drive the charging plug 631 to be plugged into the charging interface 1821. After the charging plug 631 is plugged into the charging interface 1821, the charging pile 6 can charge the energy storage device on the vehicle through the charging dock 182.

After the charging controller 64 controls the servo sliding table 62 to drive the charging plug 631 to be plugged into the charging interface 1821 of the vehicle-mounted power receiving device 18, the vehicle-mounted controller 184 detects the plugging state. For example, detection devices such as a proximity switch and a travel switch can be arranged to detect the plugging state, and when the plugging is in place and the contact is good, the detection devices can send corresponding signals. When the vehicle-mounted controller 184 determines that the plugging state is normal plugging, the charging mode is started, and the energy storage device on the vehicle is charged through the charging pile 6.

The embodiment of the application provides a chargeable vehicle, through on-vehicle power device 18 with corresponding 6 cooperations of electric pile that fill, realized automatic charging the vehicle, need not manual operation, improved the intellectuality and the charging efficiency of charging process.

In one possible implementation, the pose compensation mechanism 632 includes: the transverse compensation component is in communication connection with the charging controller 64 and is used for driving the plug connector to move transversely according to a transverse movement instruction of the charging controller 64; the vertical compensation component is in communication connection with the charging controller 64 and is used for driving the plug connector to move vertically according to a vertical movement instruction of the charging controller 64; and the longitudinal compensation component is in communication connection with the charging controller 64 and is used for driving the plug connector to move longitudinally according to a longitudinal movement instruction of the charging controller 64.

The pose compensation mechanism further includes: a support bracket 6321, the support bracket 6321 being mounted to the servo slide 62; a first mounting plate 6322, a second mounting plate 6323, and a third mounting plate 6324 between the support bracket 6321 and the charging plug 631; a vertical compensation assembly is arranged between the first mounting plate 6322 and the support frame 6321; a longitudinal compensation assembly is arranged between the second mounting plate 6323 and the first mounting plate 6322; the charging plug 631 is mounted on the third mounting plate 6324 with a lateral compensation assembly disposed between the third mounting plate 6324 and the second mounting plate 6323.

Specifically, the support frame 6321 is a main bearing member of the pose compensation mechanism 632. For example, the supporting frame 6321 may include two symmetrically disposed right-angled triangular arms, a space is formed between the two right-angled triangular arms for the charging plug 631 and the circuit connected to the charging plug 631 to pass through, a right-angled surface of each right-angled triangular arm is fixedly connected to the servo sliding table 62, and another right-angled surface is used for fixing the components of the posture compensation mechanism 632.

A first mounting plate 6322, a second mounting plate 6323 and a third mounting plate 6324 are sequentially arranged between the support bracket 6321 and the charging plug 631 at intervals. That is, the first mounting plate 6322 is disposed near the support bracket 6321, the third mounting plate 6324 is used to fix the charging plug 631, and the second mounting plate 6323 is located between the first mounting plate 6322 and the second mounting plate 6323. Wherein, the first mounting plate 6322 and the second mounting plate 6323 are provided with through holes for the charging plug 631 to pass through, and the through holes are in clearance fit with the charging plug 631 to provide a certain supplementary space for the charging plug 631.

In particular implementations, the pose compensation mechanism 632 may be a floating mechanism. The transverse compensation assembly, the vertical compensation assembly and the longitudinal compensation assembly can be realized by adopting a floating structure.

The vertical compensation assembly is arranged between the first mounting plate 6322 and the support frame 6321, and includes a first guide bar 6325 and a first spring 6326, where the first guide bar 6325 is arranged along the Z-axis direction and is mounted on the arm of the support frame 6321 through fixing seats at two ends of the first guide bar 6325; a fixed block is arranged in the middle of the first guide rod 6325, the first spring 6326 is sleeved on the first guide rod 6325, one end of the first spring 6326 abuts against a fixed seat located at one end of the first guide rod 6325, and the other end of the first spring 6326 abuts against the fixed block. The first mounting plate 6322 is fixed to the fixed block, and the first mounting plate 6322 abuts against the first spring 6326, so that the first mounting plate 6322 can be adjusted in a floating manner along the Z-axis. It is understood that the vertical compensation assemblies may be provided in one or more sets, for example, two sets of vertical compensation assemblies may be provided, and one vertical compensation assembly is connected to each of the two arms of the support frame 6321.

The longitudinal compensation assembly is arranged between the first mounting plate 6322 and the second mounting plate 6323, and comprises a second guide bar 6327 and two second springs 6328; the second guide bar 6327 is arranged along the Y-axis direction and is mounted on the first mounting plate 6322 through fixing seats at two ends thereof; a fixed block is arranged in the middle of the second guide rod 6327, the two second springs 6328 are respectively sleeved on the second guide rod 6327, one end of each second spring 6328 abuts against a fixed seat located at one end of the second guide rod 6327, and the other end of each second spring 6328 abuts against the fixed block. The second mounting plate 6323 is fixed on the fixing block, and the second mounting plate 6323 abuts against the two second springs 6328, respectively, so that the second mounting plate 6323 can be adjusted in a floating manner along the Y-axis. It can be appreciated that one or more sets of longitudinal compensation assemblies are disposed between the first mounting plate 6322 and the second mounting plate 6323 in this embodiment; when a plurality of groups of longitudinal compensation assemblies are arranged, the longitudinal compensation assemblies are arranged at intervals along the height direction.

The transverse compensation assembly is arranged between the second mounting plate 6323 and the third mounting plate 6324, and comprises a third guide bar 6329 and a third spring 6330 sleeved on the third guide bar 6329; the third guide bar 6329 is perpendicular to the second mounting plate 6323 and the third mounting plate 6324 along the X-axis direction, that is, one end of the third guide bar 6329 is perpendicularly connected to the second mounting plate 6323, the other end of the third guide bar 6329 is perpendicularly connected to the third mounting plate 6324, the third spring 6330 is sleeved on the third guide bar 6329, and both ends of the third spring 6330 are abutted to the second mounting plate 6323 and the third mounting plate 6324, so that the third mounting plate 6324 can be adjusted in a floating manner along the X-axis direction. It will be appreciated that a plurality of lateral compensation assemblies may be provided between the third mounting plate 6324 and the second mounting plate 6323, which may be arranged circumferentially of the third mounting plate 6324; illustratively, a plurality of lateral compensation assemblies may be respectively disposed proximate a plurality of vertices of the third mounting plate 6324.

Of course, it is understood that the structure of the posture compensation mechanism 632 is not limited thereto, and the present embodiment is illustrated here only by way of example. For example, the relative installation relationship among the lateral compensation component, the longitudinal compensation component and the vertical compensation component can be changed; in this example, a vertical compensation component, a longitudinal compensation component, and a transverse compensation component are sequentially disposed between the support frame 6321 and the charging plug 631; in other examples, a lateral compensation component, a longitudinal compensation component, and a vertical compensation component are sequentially disposed between the support bracket 6321 and the charging plug 631. For another example, the specific structure of each compensation component is not limited thereto; the function of the spring in this example may also be achieved by other elastic members such as rubber, for example.

In one possible implementation, the plug device 63 further includes at least one guide 634, and accordingly, the charging seat 182 is provided with at least one guide hole matching with the guide 634. The guide 634 is adapted to the number of guide holes. When the guide 634 has a plurality, for example, when the guide 634 is 2, 3, or 4, the plurality of guides 634 are spaced apart along the circumferential direction of the charging plug 631. The guide 634 may be embodied as a guide pin; accordingly, the guide holes 1822 are pin holes.

For example: the charging stand 182 is symmetrically provided with two guiding holes, and the two guiding holes are respectively positioned at the left side and the right side of the charging interface 1821 of the charging stand 182; accordingly, the third mounting plate 6324 is provided with two guides 634, the two guides 634 being symmetrically disposed on the left and right sides of the charging plug 631; when the charging plug 631 is plugged into the charging interface 1821, the guiding element 634 can be plugged into the guiding hole to guide the plugging device 63 to be connected with the charging stand 182, so that the charging plug 631 is plugged into the charging interface 1821 smoothly.

In this example, the insertion of the charging plug 631 into the charging interface 1821 of the vehicle-mounted power receiving device 18 in the preset direction can be guided by the fitting of the guide 634 with the guide hole.

In order to ensure the reliability of the electrical connection between the plug device 63 and the charging dock 182, the charging plug 631 can be locked after being inserted into the charging interface 1821, so as to prevent the charging plug 631 from being separated from the charging interface 1821.

In one possible implementation, the plug device 63 and the charging stand 182 are further provided with locking members. The locking member is used for locking the plug device 63 and the vehicle-mounted power receiving device 18 when the charging plug 631 is plugged in place with the charging interface 1821. Illustratively, the locking member includes at least one electromagnetic lock. In some examples, an electromagnetic lock may be provided to the plug device 63. In other examples, an electromagnetic lock may be provided to the charging dock 182.

Take the electromagnetic lock disposed in the plug device 63 as an example: when the electromagnetic locks 634 are plural, the plural electromagnetic locks 634 are spaced apart along the circumference of the charging plug 631. The electromagnetic lock 634 of the charging post 6 is disposed on a side of the third mounting plate 6324 facing the charging stand 182. Specifically, the electromagnetic lock 634 of the charging pile 6 is powered on to generate magnetic force, and based on the magnetic induction effect, the electromagnetic lock 634 of the charging pile 6 and the matching part of the charging stand 182 generate adsorption force, so that the plug-in device 63 and the vehicle-mounted power receiving device 18 are locked.

In one possible implementation manner, the plug device 63 further includes a positioning sensor 636, and the charging stand 182 is provided with a positioning identifier; the positioning sensor 636 is used for detecting a positioning identifier provided to the vehicle-mounted power receiving device 18; the charging controller 64 is configured to determine, according to a detection result of the positioning sensor 636, that the charging plug 631 is aligned with the charging interface 1821 of the vehicle-mounted powered device 18, and control the pose compensation mechanism servo sliding table 62 to drive the charging plug 631 to be plugged into the charging interface 1821.

In a specific implementation, the positioning sensor 636 may be a photoelectric sensor, an infrared sensor, a laser sensor, or the like. The positioning mark may be a mark member that can be recognized by the positioning sensor 636, and may be specifically set according to the sensor used.

For example: when the charging plug 631 has a longitudinal deviation from the charging interface 1821, the charging controller 64 may control the servo sliding table 62 to drive the plug device 63 to move in the longitudinal direction (Y-axis direction). During the movement, the positioning sensor 636 transmits the detection result to the charge controller 64 in real time. When the charging controller 64 determines that the plug device 63 is aligned with the charging dock 182 along the longitudinal direction according to the signal detected by the positioning sensor 636, the translational driving device is controlled to move towards the charging dock 182 along the transverse direction (the X-axis direction) so as to plug the plug device 63 into the charging interface 1821.

When the height of the plug is different from that of the charging interface 1821, that is, when the charging plug 631 has a vertical deviation from the charging interface 1821, the charging controller 64 may control the servo sliding table 62 to drive the plug device 63 to move in the vertical direction (Z-axis direction). During the movement, the positioning sensor 636 transmits the detection result to the charge controller 64 in real time. When the charging controller 64 determines that the plugging device 63 is aligned with the charging dock 182 along the vertical direction according to the signal detected by the positioning sensor 636, the translational driving device is controlled to move towards the charging dock 182 along the direction perpendicular to the horizontal direction (the X-axis direction) so as to plug the plugging device 63 into the charging interface 1821.

In one possible implementation manner, the charging pile 6 further includes a housing and a charging protection cover 65; the servo sliding table 62 and the plugging device 63 are positioned in a space enclosed by the shell; a charging guard 65 is slidably disposed over the housing; charge protection cover 65 is configured to slide toward vehicle-mounted power receiving device 18 to a covering position where charge plug 631 and charge interface 1821 are covered when charge plug 631 is plugged into charge interface 1821; charge shield 65 is configured to slide away from vehicle-mounted power receiving device 18 to an initial position when charge plug 631 is disengaged from charge interface 1821.

For external environment such as the rainwater of avoiding the charging process harm such as the erosion of on-vehicle charging system, this embodiment fills electric pile 6 and still is provided with casing and charging protection cover 65. The shell is used for protecting the servo sliding table 62 and the plug-in device 63, and the plug-in device 63 and the servo sliding table 62 are positioned in the shell; it is understood that the plug device 63 can be extended out of the housing and connected to the charging base 182 of the vehicle-mounted power receiving device 18.

Since the plug-in unit 63 is required to extend out of the housing during charging, since protection is required for the charging unit in use, the charging protection cover 65 can be disposed at the upper part of the housing and can slide relative to the housing; when the plug device 63 extends out of the housing, the charging protection cover 65 can slide from the initial position to one side of the vehicle along the upper part of the housing, and the charging protection cover 65 covers the vehicle-mounted power receiving device 18, that is, the charging protection cover 65 can form a protection space above the transverse distance between the vehicle and the charging pile 6, so as to provide protection for the plug device 63 and the connection position of the plug device 63 and the charging stand 182, and improve the reliability and safety in the charging process. At this time, the position of the charging protection cover 65 may be a cover position. The initial position of the charging protection cover 65 can be set according to actual needs.

In order to further improve the degree of automation of the charging operation, the charging protection cover 65 may be controlled by the charging controller 64 to switch between the initial position and the cover set position. Specifically, the method comprises the following steps: the charge controller 64 is also configured to: before the charging plug 631 is plugged into the charging interface 1821, the charging protection cover 65 is controlled to move to the covering position; after charging plug 631 is disengaged from charging interface 1821, charging protection cover 65 is controlled to move to the initial position. Correspondingly, a protective cover driving mechanism is further provided, and the protective cover driving mechanism is electrically connected with the charging controller 64 and is in driving connection with the charging protective cover 65. In particular, the protective cover driving mechanism can adopt an electric, hydraulic or pneumatic driving structure. The charge protection cover 65 may take a variety of forms, such as: the folding shed is of a telescopic structure, and a fixed cover plate structure can also be adopted.

In this example, a charging protection cover 65 is used to protect the plug device 63 and the in-vehicle power receiving device 18 during the plugging process and/or during the charging process. Before the plug device 63 of the charging pile 6 is controlled to be plugged with the vehicle-mounted power receiving device 18, the charging protection cover 65 is controlled to move to cover between the plug device 63 and the vehicle-mounted power receiving device 18, and water drops can be prevented from entering the plug device 63 and the vehicle-mounted power receiving device 18 in rainy and snowy weather.

In one possible implementation, the charging cradle 182 further includes: the protection plate 183, the protection plate 183 is rotatably connected with the box body 181; when the protection plate 183 is in a closed state, the protection plate 183 is hermetically connected with the box body 181 so as to protect the charging seat 182 and other parts in the box body 181; when the protection plate 183 is in the open state, the charging seat 182 is exposed from the opening of the box 181. In addition, the guard plate 183 is connected to the movable apron plate 104, and when the electric guard driving mechanism determines that the guard plate 183 rotates, the movable apron plate 104 rotates together with the guard plate 183; the profile of the movable skirt 104 can be adapted to the body skirt 103 near the vehicle-mounted power receiving device 18, so that when the electric shield driving mechanism driving guard 183 rotates to the closed position, the movable skirt 104 can be engaged with the body skirt 103 outside the vehicle body, which is beneficial to improving the integrity of the vehicle body. For example, the movable skirt board 103 may be an arc-shaped plate, and the specific arc thereof needs to be set according to the vehicle body skirt board 103 near the vehicle-mounted power receiving device 18; the movable skirt board 103 can be directly connected with the protection plate 183 or connected with the protection plate 183 through other connecting structures, and can be specifically arranged according to actual requirements.

To further improve the degree of automation of the charging operation, the guard plate 183 may be controlled by the charging controller 64 to switch between the open position and the closed position. Specifically, the method comprises the following steps: the onboard controller 184 is also configured to: when a charging start instruction is received, the protection plate 183 is controlled to move to an open state; when the charging is completed, the control guard 183 moves to the off state.

In a specific implementation, the upper end of the protection plate 183 is hinged to the box body 181 through a hinge shaft; the electric protection driving mechanism can be electrically connected with the vehicle-mounted controller 184, the electric protection driving mechanism can also be in driving connection with the hinge shaft, and the electric protection driving mechanism can control the electric protection driving mechanism to drive the hinge shaft to rotate according to a control instruction of the vehicle-mounted controller 184 so as to control the protection plate 183 to be switched between the closed position and the open position. In other examples, the driving mode can be realized by adopting pneumatic and hydraulic driving.

In one possible implementation, in the event of a charging failure, the control plug device 63 is detached from the vehicle-mounted power receiving device 18 and plugged again.

Furthermore, the charging controller 64 may be further configured to lock the electric drive system of the vehicle before charging the in-vehicle powered device 18, and enter the charging mode to start charging when detecting that the electric drive system has locked the feedback information, so as to improve the safety of the charging process.

In one possible implementation, the onboard controller 184 is further configured to: before the charging mode is started for charging, the electric drive system of the vehicle is controlled to be locked, so that the vehicle cannot start running. And after the locking is finished, the charging is started, so that the safety of the charging process is improved.

Further, the onboard controller 184 is further configured to: acquiring electric quantity in the charging process; when the electric quantity reaches the preset upper limit value, a charging completion instruction is sent to the charging controller 64, so that the charging controller 64 controls the plug device 63 to be separated from the charging interface 1821 and move to return.

In one possible implementation, the onboard controller 184 is further configured to: acquiring electric quantity in the running process of a vehicle; and generating charging reminding information when the electric quantity is lower than a preset lower limit value. The charging reminding information can prompt the driver that the electric quantity is insufficient and the charging is needed through modes such as audio, indicator lights, pictures and the like.

On the basis of the scheme, the vehicle-mounted controller 184 performs data interaction with a battery management system in the energy storage device. For example: the battery management system detects the remaining power in the energy storage device and sends it to the onboard controller 184 for monitoring.

Claims

1. A rubber-tyred train, comprising: the train bogie comprises at least two carriages, wherein a bullet train bogie is arranged below the front end of the carriage at the end part of the train, and the carriages are connected through a trailer bogie;

2. The train according to claim 1, wherein the car connected between two railcars is an intermediate car, the intermediate car being at least one; the intermediate car is connected with the adjacent carriage through a trailer bogie; the floor height of the intermediate vehicle is the same as the floor height of the rear passenger compartment area.

3. The train of claim 1, wherein a through passage is provided between two adjacent cars to communicate the passenger compartments of the two cars, and the bottom end of the through passage is positioned on the trailer bogie.

4. The train according to claim 2, wherein the top of the bullet train is provided with an energy storage device; the top of the bullet train or the middle train is provided with a vehicle-mounted power receiving device, and the vehicle-mounted power receiving device is used for being plugged with external power supply equipment to charge the energy storage device.

5. The train of claim 1, wherein the railcar comprises:

a vehicle body skeleton; the bottom of the front end of the vehicle body framework is higher than that of the rear end;

the middle top plate is arranged at the top of the vehicle body framework and extends to two ends of the vehicle body framework along the vehicle length direction;

the high floor is arranged at the bottom of the front end of the vehicle body framework, and the low floor is arranged at the bottom of the rear end of the vehicle body framework;

the front side window, the rear side window and the vehicle door are arranged on two side faces of the vehicle body framework, the vehicle door is positioned between the front side window and the rear side window, the top end of the vehicle door is connected to the top of the vehicle body framework, and the bottom end of the vehicle door is connected to the low floor; the top end of the front side window is connected to the top of the vehicle body framework; the top end of the rear side window is connected to the top of the vehicle body framework.

6. The train of claim 5, further comprising:

the cab end wall extending along the direction vertical to the vehicle length is connected between two side surfaces of the vehicle body framework.

7. The train of claim 5, further comprising: the air conditioner and the air supply system are arranged above the middle top plate; the air conditioner supplies air to the inner space of the vehicle body through the air supply system.

8. The train of claim 5, wherein the body frame comprises:

a roof frame located at the top;

the high floor area framework is positioned at the bottom, and the high floor is arranged on the upper surface of the high floor area framework;

the low floor area framework is positioned at the bottom, and the low floor is arranged on the upper surface of the low floor area framework; the height of the low floor area framework is lower than that of the high floor area framework;

the transition beam is connected between the low floor area framework and the high floor area framework;

and the vertical framework is connected between the roof framework and the high floor area framework and between the roof framework and the low floor area framework.

9. The train of claim 8, wherein the roof frame comprises: two roof rails extending in the vehicle length direction; the roof cross beams are vertically connected between the roof side rails and are arranged at intervals along the vehicle length direction;

the high floor area skeleton comprises: the vehicle bottom high longitudinal beam extends along the vehicle length direction and is connected with the low floor area framework; a high cross beam at the bottom of the vehicle is vertically connected between the high longitudinal beams at the bottom of the vehicle; a side member extending in the vehicle length direction, the rear end of which is connected to the door;

the low floor area skeleton includes: the vehicle bottom low longitudinal beam extends along the vehicle length direction, and the height of the vehicle bottom low longitudinal beam is lower than that of the vehicle bottom high longitudinal beam; the vehicle door is connected between the roof longitudinal beam and the vehicle bottom longitudinal beam; a vehicle bottom low cross beam vertically connected between the vehicle bottom low longitudinal beams;

the vertical skeleton includes: the top ends of the plurality of vehicle body long upright columns extend along the vertical direction, and are connected with the roof longitudinal beam, and the bottom ends of the plurality of vehicle body long upright columns are connected with the side longitudinal beam; the plurality of vehicle body long upright posts are arranged at intervals along the vehicle length direction, and the front side window or the rear side window is respectively arranged between two adjacent vehicle body long upright posts; a plurality of vehicle body short upright posts extending along the vertical direction are connected between the side longitudinal beam and the vehicle bottom low longitudinal beam; two vehicle end outer side upright columns and two vehicle end inner side upright columns which extend along the vertical direction; the low floor area skeleton further comprises: a vehicle end outer side cross member and a vehicle end inner side cross member; the vehicle end outer side cross beam is vertically connected between the vehicle end outer side upright post and the vehicle end inner side upright post; the vehicle end inner side cross beam is vertically connected between the bottom ends of the two vehicle end inner side upright columns, and the height of the vehicle end inner side cross beam is lower than that of the vehicle end outer side cross beam.

10. The train of claim 5, wherein the door comprises:

the two door upright columns are arranged at intervals along the vehicle length direction; the door upright column extends along the vertical direction, and the bottom end of the door upright column is connected to the bottom of the vehicle body framework;

the door top beam is connected between the tops of the two door upright columns; the door top beam is also connected to the top of the vehicle body framework;

and the door leaf is arranged between the two door columns.

11. The train of claim 10, wherein the door further comprises:

the two first sealing pressing strips are respectively arranged on the opposite side surfaces of the two door upright columns;

and the second sealing pressing strip is arranged on the side surface of the door top beam facing the door upright post.

12. The train of claim 11, wherein a plurality of first molding securing holes are provided on opposing sides of the door pillar, a plurality of first molding through holes are provided on the first seal molding that are adapted to the first molding securing holes, and a first fastener passes through the first molding securing holes and the first molding through holes to fixedly connect the first seal molding to the door pillar; the first pressing strip fixing hole comprises a first pressing strip adjusting part and a first pressing strip fixing part which are connected with each other, the diameter of the first pressing strip adjusting part is larger than that of the first fastening part, and the first fastening part is fixedly clamped in the first pressing strip fixing part;

a plurality of second fixing holes are formed in the side face, facing the door upright post, of the door top beam, a plurality of second through holes matched with the second fixing holes are formed in the second sealing pressing strip, and a second fastener penetrates through the second fixing holes and the second through holes to fixedly connect the second sealing pressing strip with the door top beam; the second fixing hole comprises a second adjusting part and a second fixing part which are connected with each other, the diameter of the second adjusting part is larger than that of the second fastening piece, and the second fastening piece is clamped and fixed in the second fixing part.

13. The train of claim 10, further comprising:

the emergency unlocking device is arranged on the outer wall panel of the vehicle body below the front side window or the rear side window through the emergency unlocking fixing frame; the emergency unlocking device is used for realizing manual opening of the vehicle door.

14. The train of claim 10, wherein the door pillar comprises:

the first flat plate is arranged along the extending direction of the door upright post;

the two second flat plates are arranged along the extending direction of the door upright post and are respectively and vertically connected to two sides of the first flat plate;

the two third flat plates are respectively arranged at two vertical ends of the first flat plate and are vertically connected with the first flat plate and the two second flat plates; the first flat plate, the two second flat plates and the two third flat plates jointly enclose a cavity with an opening;

a reinforcing plate disposed at an open end of the cavity; the reinforcing plates are arranged at intervals along the vertical direction, and two ends of each reinforcing plate are respectively connected with the two second flat plates.

15. The train of claim 14 wherein the end of the reinforcing plate adjacent the second plate has a vertical width greater than the central vertical width of the reinforcing plate; the two vertical end surfaces of the reinforcing plate are inwards sunken to form cambered surfaces.

16. The train of claim 7, wherein the air supply system comprises:

the air supply duct extends along the vehicle length direction and is arranged below the air conditioner; the air supply duct comprises an air supply cavity and a static pressure cavity, and the air supply cavity is communicated with the static pressure cavity through an air supply channel; the air supply cavity is communicated with an air outlet of the air conditioner, and an air supply outlet communicated with the inner space of the vehicle body is formed in the bottom of the static pressure cavity.

17. The train of claim 16, wherein an air duct partition plate extending in the length direction of the train is arranged in the air supply duct to divide the air supply duct into an air supply chamber and a static pressure chamber; and the air duct partition plate is provided with an air supply hole as the air supply channel.

18. The train of claim 7, further comprising: and the condensed water diversion system is used for collecting the condensed water of the air conditioner and leading the condensed water out of the vehicle body.

19. The train of claim 18, wherein the condensate diversion system comprises:

the water collecting disc is arranged below the air conditioner and used for collecting condensed water of the air conditioner; the bottom surface of the water collecting tray is provided with a water guide hole;

one end of the water guide pipe is connected with the water guide hole on the water collecting tray, and the other end of the water guide pipe penetrates through the door upright post of the vehicle door and extends out of the vehicle body.

20. The train of claim 19, wherein the number of the water collecting trays is two, and the water collecting trays are arranged below the air conditioner at intervals in a direction perpendicular to the length direction of the train;

the number of the water guide pipes is two, and the top end of one water guide pipe is correspondingly connected with the water guide hole of one water collection disc; two water pipes are crossed up and down at the top of the car body framework and then penetrate into the door upright column at the opposite side.

21. The train according to claim 5, wherein a first cable trough box extending in a direction perpendicular to the length direction of the train is arranged above the end part of the middle top plate and used for penetrating a first cable, and the first cable is a high-voltage cable;

and a second slot box extending along the direction perpendicular to the vehicle length direction is arranged below the end part of the middle top plate, and is used for penetrating a second cable which is a low-voltage cable.

22. The train of claim 9 wherein said outboard end beam has a first body drawbar seat disposed thereon for coupling to a first drawbar of the bogie;

and a second vehicle body traction rod seat used for being connected with a second traction assembly of the bogie is arranged on the cross beam on the inner side of the vehicle end.

23. The train of claim 22 wherein the interface of the first body drawbar seat faces the length direction for coupling with a first drawbar extending in the length direction;

two second vehicle body draw bar seats are arranged on the cross beam at the inner side of the vehicle end and are respectively positioned at two sides of the longitudinal center line of the vehicle body; interfaces of the two second vehicle body traction rod seats incline towards the longitudinal center line of the vehicle body and are respectively connected with the two second traction rods, and an included angle between the two second traction rods and the longitudinal center line of the vehicle body is an acute angle.

24. The train of claim 8, wherein the transition beam comprises: the transition beam upper cover plate, the transition beam lower cover plate and the transition beam vertical plate are arranged on the transition beam vertical plate;

the transition beam upper cover plate and the transition beam lower cover plate are oppositely arranged, and two ends of the transition beam upper cover plate and two ends of the transition beam lower cover plate are respectively connected with the vehicle bottom high longitudinal beam and the vehicle bottom low cross beam; the extension directions of the transition beam upper cover plate and the transition beam lower cover plate are consistent with the stress directions between the high underbody longitudinal beam and the low underbody transverse beam;

the transition beam vertical plate is positioned between the transition beam upper cover plate and the transition beam lower cover plate, and one end of the transition beam vertical plate, facing the vehicle bottom low longitudinal beam, protrudes out of the transition beam upper cover plate and the transition beam lower cover plate and is fixed in the vehicle bottom low cross beam.

25. The train as claimed in claim 9, wherein the bottom surface of the high-bottom longitudinal beam is in a shape with a high middle part and two low ends, and the middle part forms a space for installing a bogie.

26. The train according to claim 9, wherein the middle portion of the underbody longitudinal beam is provided with a bolster extending in a direction perpendicular to the length of the train, the end portion of the bolster being adapted to be connected to the bogie gas spring, and the bolster being provided with a gas supply passage and a gas supply port for supplying gas to the bogie gas spring.

27. The train of claim 1, wherein the railcar truck comprises:

the frame comprises two oppositely arranged side beams and two oppositely arranged cross beams, and the two cross beams are arranged between the two side beams;

an air spring disposed on the frame;

the motor car traction device comprises a traction center pin and a traction module, the traction module is arranged between the two cross beams, one side of the traction module, which faces the cross beams, is respectively provided with a longitudinal stop member, and the traction module is connected with the cross beams through the longitudinal stop member;

the interval is provided with two horizontal stoppers on the crossbeam, pull the core pin and include the towing pin main part and be located the spacing ear of towing pin main part both sides, the one end of towing pin main part is used for with the automobile body coupling, and the other end cartridge is in pull in the module, the spacing ear of towing pin is kept away from the edge cartridge of towing pin main part is between two horizontal stoppers to there is the clearance.

28. The train of claim 1, wherein the trailer bogie comprises:

two axles; wheels which can rotate relative to the axle are respectively arranged at the two ends of the axle;

the two frame bodies extend along the direction vertical to the axle and are positioned between the two axles; one end of the frame body is connected with the adjacent axle, and the other end of the frame body is hinged with the other frame body; the two frame bodies can rotate relatively on the horizontal plane;

the suspension devices are symmetrically arranged on the axle; the top of the suspension device is used for being connected with a vehicle body;

one end of the traction device is connected with the axle, and the other end of the traction device is connected with the vehicle body.

29. The train of claim 28, further comprising: the frame body buffer device is arranged on at least one frame body and is used for buffering and stopping when the two frame bodies are in rotating contact;

the support body buffer device comprises:

the buffer block mounting seat is fixed on the frame body;

the buffer block is fixed on the buffer block mounting seat; the buffer blocks on the same side of the two frame bodies are oppositely arranged; when the two axles are parallel, the buffer blocks positioned between the same sides of the two frame bodies are not contacted; when two support bodies rotate the predetermined angle relatively, but the buffer block butt with the direction of rotation looks homonymy in two support bodies.

30. The train according to claim 4, wherein the vehicle-mounted power receiving device has a box body, a charging stand, and a vehicle-mounted controller; the charging seat and the vehicle-mounted controller are arranged in the box body; the charging seat is provided with a charging interface; the charging interface is used for being matched with a charging plug of the charging pile;

the vehicle-mounted controller is used for being in communication connection with a charging controller of the charging pile; the onboard controller is configured to: when a charging starting instruction is received, the plugging state of the vehicle-mounted powered device and the plugging device is obtained, and when the plugging state is normal plugging, a charging mode is started for charging.

31. The train according to claim 30, wherein the vehicle-mounted power receiving device is provided on a top of the train body; the charging interface of the vehicle-mounted power receiving device is arranged towards the side of the vehicle body.

32. The train of claim 30, wherein the charging dock is provided with at least one guide hole for mating with a guide of a charging post; the charging seat is also provided with at least one electromagnetic lock, and the electromagnetic lock is used for locking the charging seat and the plug-in device of the charging seat when the charging interface and the charging plug are plugged in place; the charging seat orientation one side of filling electric pile is provided with the location sign, the location sign be used for with fill electric pile's positioning sensor cooperation, with the sign charge the interface just right with the charging plug who fills electric pile.