CN112622966A

CN112622966A - Vehicle bottom high longitudinal beam, vehicle body and rubber wheel train

Info

Publication number: CN112622966A
Application number: CN202011406663.5A
Authority: CN
Inventors: 欧士玺; 姜琨久; 刘英博; 董静; 张晓珍; 王媛媛
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: 2021-04-09
Anticipated expiration: 2040-12-04
Also published as: CN112622966B

Abstract

The embodiment of the application provides a high-underbody longitudinal beam, a vehicle body and a rubber wheel train, belongs to the technical field of vehicle bodies, and aims to solve the problem that the height difference between a high-floor area and a low-floor area is large; the longitudinal beam concave part is positioned on one side of the vehicle bottom high longitudinal beam, which faces the bullet train bogie, and a space for installing the bullet train bogie is formed. The high longeron of vehicle bottom, automobile body and rubber tyer train that this application embodiment provided makes the motor car bogie hold in keeping away a space 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.

Description

Vehicle bottom high longitudinal beam, vehicle body and rubber wheel train

Technical Field

The application relates to the technical field of rubber-tyred train design, in particular to a high-vehicle-bottom longitudinal beam, a vehicle body and a rubber-tyred train.

Background

The low-floor trackless vehicle has the advantages of large vehicle marshalling and carrying capacity, low entrance, convenience for getting on and off the train and the like, and plays an increasingly important role in urban traffic.

The floor of the existing low-floor trackless vehicle comprises a high-floor area and a low-floor area, wherein the high-floor area is usually a cab, and the low-floor area is a passenger area; the bullet train bogie and the buffer device are arranged below the high floor area, and a certain height is required between the bullet train bogie and the train body, so that the height difference between the high floor area and the low floor area is large, and the comfort of passengers is affected.

Disclosure of Invention

The embodiment of the application provides a high longeron of vehicle bottom and automobile body, and it can solve the regional big problem of height difference with low floor area of high floor.

In order to achieve the above purpose, the embodiments of the present application adopt the following technical solutions:

on the first hand, the embodiment of the application provides a vehicle bottom high longitudinal beam, wherein a longitudinal beam concave part is arranged in the middle of the vehicle bottom high longitudinal beam; the longitudinal beam concave part is positioned on one side of the vehicle bottom high longitudinal beam, which faces the bullet train bogie, and a space for installing the bullet train bogie is formed.

In a second aspect, the embodiment of the application provides a vehicle body, which comprises two vehicle bottom high longitudinal beams in the first aspect; the vehicle body comprises a low floor area and a high floor area, the two high underbody longitudinal beams are symmetrically arranged in the high floor area, and the extending direction of the high underbody longitudinal beams is consistent with the length direction of the vehicle body; one end of the high underbody longitudinal beam is connected with the front end wall located in the high floor area, and one end of the high underbody longitudinal beam is connected with the low underbody transverse beam located in the low floor area.

In a third aspect, embodiments of the present application provide a vehicle body, including at least two vehicle bodies of the second aspect; two the automobile body is first automobile body and second automobile body, be provided with through passage between the top of first automobile body and second automobile body, through passage's top is provided with vehicle overline connecting device, vehicle overline connecting device includes: the first wire groove box is positioned on one side of the through passage, the first wire groove box is positioned on the outer side of the vehicle roof, and the extending direction of the first wire groove box is consistent with the width direction of the vehicle roof; the second wire slot box is arranged opposite to the first wire slot box and is positioned on the inner side of the vehicle roof; the cross-line support frame is positioned at the top of the through passage and is arranged on a first cable in the first cable slot box.

Compared with the prior art, the vehicle bottom high longitudinal beam, the vehicle body and the rubber wheel train provided by the embodiment of the application have the following advantages;

the embodiment of the application provides a high longeron of vehicle bottom and automobile body, wherein the mid portion of the high longeron of vehicle bottom is provided with the depressed part, and the depressed part is located the high longeron of vehicle bottom towards one side of automobile body framework, in order to form the space of avoiding of motor car bogie, make the motor car bogie hold in keeping away the position space, thereby reach the effect that reduces high floor region height, in order to realize that the height difference in the regional and low floor of reducible high floor, promote passenger's travelling comfort.

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 illustrates a schematic structural view of a vehicle body provided in accordance with an embodiment of the present application;

shown in fig. 2 is a front view of fig. 1;

FIG. 3 illustrates a schematic view of a high floor area of a vehicle body according to an embodiment of the present application;

fig. 4 is a schematic structural view of a vehicle bottom high longitudinal beam provided by an embodiment of the application;

FIG. 5 is a schematic illustration of the first high side rail beam body of FIG. 4;

FIG. 6 is a schematic view of a connection structure of a first mounting hanger and a first high longitudinal beam body according to an embodiment of the present application;

FIG. 7 is a schematic illustration of a portion of a vehicle body according to an exemplary embodiment of the present disclosure;

FIG. 8 is a schematic illustration of a first vehicle body drawbar seat provided in an embodiment of the present application at a first viewing angle;

FIG. 9 is a schematic illustration of a first vehicle body drawbar seat in a second perspective provided in accordance with an embodiment of the present application;

FIG. 10 illustrates an exploded view of a first vehicle body drawbar seat provided in accordance with an embodiment of the present application;

FIG. 11 illustrates a schematic view of a second vehicle body drawbar seat in accordance with an embodiment of the present application at a first perspective;

FIG. 12 illustrates a schematic view of a second body drawbar seat in a second perspective view according to an embodiment of the present application;

FIG. 13 illustrates an exploded view of a second vehicle body drawbar seat provided in accordance with an embodiment of the present application;

FIG. 14 is a simplified illustration of a connection configuration of a transition beam provided by an embodiment of the present application;

FIG. 15 illustrates a simplified structural diagram of a transition beam provided by an embodiment of the present application;

fig. 16 is a side view of a connecting structure of a transition beam, a high underbody longitudinal beam and a low underbody transverse beam provided by an embodiment of the application;

FIG. 17 is a schematic structural diagram of an air supply system according to an embodiment of the present application;

FIG. 18 is a schematic view of an air supply duct according to an embodiment of the present disclosure;

FIG. 19 illustrates a cross-sectional view of an air supply duct provided in accordance with an embodiment of the present application;

fig. 20 is a schematic structural diagram of an air conditioner according to an embodiment of the present application;

FIG. 21 is a diagram illustrating a specific location of a water collection tray on a vehicle body according to an embodiment of the present application;

FIG. 22 is a schematic illustration of a portion of a vehicle body according to an exemplary embodiment of the present disclosure (illustrating the orientation of the water conduit);

shown in fig. 23 is an enlarged partial view of fig. 22;

FIG. 24 is a schematic illustration of a vehicle door according to an embodiment of the present application;

FIG. 25 is a simplified structural diagram of a door stud provided in accordance with an embodiment of the present application;

FIG. 26 is a partial schematic structural view of a door stud according to an embodiment of the present application;

FIG. 27 is a schematic illustration of a reinforcement panel provided in accordance with an embodiment of the present application;

shown in fig. 28 is a cross-sectional view a-a of fig. 24;

FIG. 29 is an enlarged partial view of portion A of FIG. 28;

shown in FIG. 30 is a cross-sectional view B-B of FIG. 24;

FIG. 31 is a schematic view of a vehicle door seal according to an embodiment of the present application;

shown in FIG. 32 is a cross-sectional C-C view of FIG. 31;

shown in FIG. 33 is a cross-sectional D-D view of FIG. 31;

shown in FIG. 34 is a cross-sectional view E-E of FIG. 31;

fig. 35 is a schematic structural diagram of a vehicle door emergency unlocking device according to an embodiment of the present application;

shown in fig. 36 is a cross-sectional view F-F of fig. 31;

fig. 37 is a simplified diagram illustrating an installation structure of an unlocking device holder according to an embodiment of the present application;

FIG. 38 is a simplified structural illustration of a cab end wall according to an embodiment of the present application;

FIG. 39 is a simplified structural diagram of a wall assembly according to an embodiment of the present application;

FIG. 40 is a schematic view of a connection structure of a traction device and a frame of a motor car according to an embodiment of the present application;

FIG. 41 is a schematic view of a connecting structure of a towing pintle and a frame according to an embodiment of the present application;

FIG. 42 is a schematic top view of a trailer truck according to an embodiment of the present application;

fig. 43 is a sectional view illustrating a coupling structure of a slew bearing with a first frame and a second frame according to an embodiment of the present disclosure.

Shown in fig. 44 is a schematic view of the overall arrangement of the wire crossing apparatus provided in the embodiments of the present application;

FIG. 45 is a top plan view of a wire crossing device arrangement provided by embodiments of the present application;

fig. 46 is a schematic layout diagram of a first slot box and a second slot box in a crossing device for crossing wires provided by an embodiment of the present application;

fig. 47 is a schematic structural diagram of a cable support frame provided in an embodiment of the present application.

Reference numerals:

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; 332-a traction module; 333-longitudinal stop; 334 transverse stop; 335 a center pin connection; 336-a kingpin mount;

4-a trailer bogie; 41-a first frame body; 411-a first frame hinge; 412-a first frame connecting part; 42-a first axle; 4201-a first trailer wheel; 43-a second frame; 431-a second frame hinge; 432-a second frame connecting part; 44-a second axle; 4401-a second trailer wheel; 451-slewing bearings; 4511 — first swivel; 4512 — second swivel; 47-frame buffer;

111-roof rail; 1112-vehicle bottom low beam; 1114-vehicle bottom high beam; 112-roof rail; 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; 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;

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;

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;

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;

5, a through passage; 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 through hole.

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.

Example one

FIG. 1 illustrates a schematic structural view of a vehicle body provided in accordance with an embodiment of the present application; shown in fig. 2 is a front view of fig. 1; please refer to fig. 1 and fig. 2.

The present embodiment provides a vehicle body (it should be noted that the vehicle body of the present embodiment may be a motor car body, or may be an intermediate vehicle body, and for convenience of description, the present embodiment takes a motor car body as an example for description), which includes an underframe and a roof that are oppositely disposed, and a vehicle body side wall and a vehicle body end wall that connect the underframe and the roof, where the underframe includes a low floor area 122 and a high and low floor area 121, the high floor area 121 is usually a cab of a train, and the low floor area 122 is usually a passenger area of the train.

The vehicle body further comprises a roof rail 112 and a roof cross beam 111 which are positioned at the top of the vehicle body, the top of the vehicle body is provided with two roof rails 112 arranged along the length direction, and the two roof rails 112 are parallel and oppositely arranged; the roof top is further provided with a plurality of roof cross beams 111 arranged along the width direction, the roof cross beams 111 are arranged between the two roof side rails 112 at intervals, and two ends of the roof side rails 112 are respectively and fixedly connected between the two roof side rails 112.

Further, the bottom of the vehicle body that is located the high floor region is provided with vehicle bottom high crossbeam 1114 and vehicle bottom high longeron, and the vehicle bottom high longeron is arranged in the bottom of the vehicle both sides along the length direction of automobile body, and the extending direction of the high longeron in vehicle bottom is parallel with the length direction of automobile body, and the extending direction of the high crossbeam in vehicle bottom 1114 is parallel with the width direction of automobile body, and the both ends of the high crossbeam in vehicle bottom 1114 are connected to the high longeron in vehicle bottom respectively. The high underbody rail and the roof rail 112 are provided with a plurality of long vehicle body pillars which can connect the roof rail 112 and the high underbody rail together, thereby forming a frame structure of the vehicle body.

FIG. 3 illustrates a schematic view of a high floor area of a vehicle body according to an embodiment of the present application; please refer to fig. 3. In this embodiment, the high floor area 121 is provided with two opposite vehicle bottom longitudinal beams 114, the two vehicle bottom longitudinal beams 114 can be symmetrically arranged in the high floor area 121 of the vehicle body, and the extending direction of the vehicle bottom longitudinal beams 114 is consistent with the length direction of the vehicle body. One end of the high underbody longitudinal beam 114 is connected with the front end wall positioned in the high floor area 121, and the other end of the high underbody longitudinal beam 114 is connected with the low underbody transverse beam positioned in the low floor area 122.

Be provided with a plurality of vehicle bottom high crossbeam 1114 between two vehicle bottom high longerons 114, a plurality of vehicle bottom high crossbeam 1114 intervals set up between two vehicle bottom high longerons 114 to the both ends of every vehicle bottom high crossbeam 1114 respectively with two vehicle bottom high longeron 114 fixed connection, with the structural strength of reinforcing automobile body.

Further, in order to reduce the overall height of the high-floor area 121, a concave part is arranged in the middle of the high-underbody longitudinal beam 114, and the concave part is positioned on one side of the high-underbody longitudinal beam 114 facing the vehicle body frame, or the concave part is positioned on one side of the high-underbody longitudinal beam 114 facing the motor train bogie; the embodiment is provided with the depressed part in the middle part of the high longeron 114 of vehicle bottom in order to form the space of avoiding of motor car bogie, makes the motor car bogie hold in keeping away the position space to reach the effect that reduces high floor area height, in order to realize that the height difference in the area of reducible high floor and low floor improves passenger's travelling comfort.

Fig. 4 is a schematic structural view of a vehicle bottom high longitudinal beam provided by an embodiment of the application; please refer to fig. 4. On the basis of the above embodiments, the underbody high longitudinal beam 114 provided in this embodiment 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 are 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, first high longitudinal beam body 1141 includes a first longitudinal beam horizontal mounting portion 1144 and a first longitudinal beam recessed portion 1143, first longitudinal beam recessed portion 1143 is located at one end of first longitudinal beam horizontal mounting portion 1144, and a thickness of first longitudinal beam horizontal mounting portion 1144 is greater than a thickness of 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 by the embodiment 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-side girder body 1141 and the second high-side girder body 1142, the bolster 116 is disposed below the car bottom high-side girder 114, the bolster 116 is disposed perpendicular to the car bottom high-side girder 114, two ends of the bolster 116 are respectively connected to the two car bottom high-side girders 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.

FIG. 5 is a schematic illustration of the first high side rail beam body of FIG. 4; please continue to refer to fig. 4 and 5. On the basis of the above embodiments, the first high longitudinal beam body 1141 and the second high longitudinal beam body 1142 provided by this embodiment 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.

FIG. 6 is a schematic view of a connection structure of a first mounting hanger and a first high longitudinal beam body according to an embodiment of the present application; please continue to refer to fig. 3, fig. 4 and fig. 6. 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.

In this embodiment, the body end wall is adapted to be coupled to a trailer towing attachment on a trailer truck to transmit tractive or braking forces between the trailer truck and the railcar body and to accommodate each directional relative movement between two adjacent bodies.

FIG. 7 is a schematic illustration of a portion of a motor vehicle body according to an exemplary embodiment of the present disclosure; FIG. 8 is a schematic illustration of a first vehicle body drawbar seat provided in an embodiment of the present application at a first viewing angle; FIG. 9 is a schematic illustration of a first vehicle body drawbar seat in a second perspective provided in accordance with an embodiment of the present application; FIG. 10 illustrates an exploded view of a first vehicle body drawbar seat provided in accordance with an embodiment of the present application; FIG. 11 illustrates a schematic view of a second vehicle body drawbar seat in accordance with an embodiment of the present application at a first perspective; FIG. 12 illustrates a schematic view of a second body drawbar seat in a second perspective view according to an embodiment of the present application; FIG. 13 illustrates an exploded view of a second vehicle body drawbar seat provided in accordance with an embodiment of the present application; please refer to fig. 7-13.

The vehicle body headwall of this embodiment includes: two vehicle-end outer side cross members 1151 and a vehicle-end inner side cross member 1152, the vehicle-end inner side cross member 1152 is located between the two vehicle-end outer side cross members 1151 in the vehicle-body width direction. Each of the outboard vehicle end cross members 1151 has a first vehicle body drawbar seat 1153 disposed thereon and the inboard vehicle end cross member 1152 has two second vehicle body drawbar seats 1154 disposed thereon.

The first body drawbar seat 1153 is perpendicular to the plane of the body end wall. 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 two second body drawbar seat 1154 are located between the two first body drawbar seats 1153, the second body drawbar seat 1154 being 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 headwall can be simultaneously connected with the two first traction assemblies 461 and the two second traction assemblies 462 to jointly transmit the traction force and the braking force between the trailer bogie 4 and the vehicle body, 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 headwall, thereby avoiding the stress concentration.

Meanwhile, the embodiment can keep the heights of the two first body drawbar seat 1153 and the wheel center height consistent during design, so as to reduce the loss in traction force and braking force transmission and 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, referring to fig. 8 to 10, the first vehicle body drawbar seat 1153 of the present embodiment 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, and 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 element 461. Alternatively, 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.

Referring to fig. 11-13, the second body drawbar seat 1154 includes a second main body 11541 and two second connecting portions 11542, the two second connecting portions 11542 are respectively disposed at two ends of the second main body 11541, and a second connecting hole is disposed at a side of the second connecting portion 11542 away from the second main body 11541, and is configured to be connected to a second drawbar node 4622 of the second drawbar assembly 462. Alternatively, the second connection hole may be a threaded hole, a corresponding connection through hole is provided on the second traction rod node 4622, and a fastener is fixed in the threaded hole after passing through the through hole, so as to fixedly connect the two.

Further, with continued reference to fig. 8-10, the vehicle-end outboard cross member 1151 of the present embodiment 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, with continued reference to fig. 11-13, the vehicle-end inboard cross member 1152 of the present embodiment 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.

Alternatively, the angle between the second body drawbar seat 1154 and the plane of the body end wall in this embodiment is preferably 30 ° -40 °, in which case the second drawbar assembly 462 can maintain a high transfer efficiency.

FIG. 14 is a simplified illustration of a connection configuration of a transition beam provided by an embodiment of the present application; FIG. 15 illustrates a simplified structural diagram of a transition beam provided by an embodiment of the present application; fig. 16 is a side view of a connecting structure of a transition beam, a high underbody longitudinal beam and a low underbody transverse beam provided by an embodiment of the application; please refer to fig. 14-16.

Further, in order to enhance the structural strength of the transition position between the high floor area 121 and the low floor area 122 of the vehicle body, the vehicle body further comprises a transition beam 123, the transition beam 123 is connected with the low cross beam at the bottom of the vehicle and the high longitudinal beam 114 at the bottom of the vehicle, and the extension direction of the transition beam 123 can be consistent with the stress direction, so that the phenomenon of stress concentration of the transition beam 123 caused by the fact that the extension direction of the transition beam 123 is inconsistent with the stress direction is prevented.

Specifically, the transition beam 123 of the present embodiment is used to connect two carrier beams located in different height areas of the vehicle body floor, and the two carrier beams may be located in a high floor area and a low floor area of the vehicle body, respectively. For example, the two load-bearing beams may be a high underbody longitudinal beam 114 and a low underbody transverse beam 1112, and the high underbody longitudinal beam 114 is located at a height greater than the low underbody transverse beam 1112.

Further, the underbody height side member 114 may be a side member disposed in a vehicle body high floor region in a longitudinal direction of the vehicle body, and an extending direction thereof coincides with the longitudinal direction of the vehicle body; the underbody low cross member 1112 may be a cross member arranged in a low floor region of the vehicle body in the vehicle body width direction, and the extending direction of the vehicle body low cross member coincides with the width direction of the vehicle body; the high underbody longitudinal beams 114 and the low underbody transverse beams 1112 are respectively arranged close to the transition position of the high-low plate area and the low-floor area of the underbody, and the high underbody longitudinal beams 114 and the low underbody transverse beams 1112 are connected through the transition beams 123 so as to enhance the structural strength of the transition position of the high-low plate area and the low-floor area.

The transition beam 123 provided by the 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 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 overall 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 large torsional force 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 this embodiment 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 and 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 attached and fixed 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 plate inclined section 12312 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 upper cover plate inclined section 12312 and the upper cover plate horizontal connecting section 12313 can be 120 ° to 160 °, and for example, the included angle between the upper cover plate inclined section 12312 and the upper cover plate horizontal connecting section 12313 can be 123.5 °.

Further, in this embodiment, 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 gradually, 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.

Referring to fig. 16, the lower cover plate 1233 of the transition beam provided in this embodiment includes a lower cover plate connecting section and a lower cover plate horizontal bearing section 12331, wherein the lower cover plate horizontal bearing section 12331 and the upper cover plate horizontal bearing section 12311 are parallel and opposite to each other, one end of the lower cover plate horizontal bearing section 12331 facing the vehicle bottom low cross beam 1112 is connected to the vehicle bottom low cross beam 1112, and the lower cover plate horizontal bearing section 12331 may be flush with the lower surface of the vehicle bottom low cross beam 1112, and the two are connected together by a butt fusion weld.

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, the end of the connecting section of the underground cover plate far away from the horizontal bearing section 12331 of the lower cover plate is connected with the vertical plate 1232 of the transition beam.

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, and 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; 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 deck tilt section 12332 is connected to the upper deck horizontal load-bearing section 12311 by a second lower deck bend section 12334.

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 is understood that the inclination degree of the inclined section 12332 of the lower cover plate can be adjusted according to the force magnitude and direction of the transition beam 123, for example, the 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 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 this embodiment can be formed by bending two ends of the lower cover plate tilting section 12332, and the bending positions can 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.

FIG. 17 is a schematic structural diagram of an air supply system according to an embodiment of the present application; FIG. 18 is a schematic view of an air supply duct according to an embodiment of the present disclosure; FIG. 19 illustrates a cross-sectional view of an air supply duct provided in accordance with an embodiment of the present application; please refer to fig. 17-19.

Further, an air supply system is further arranged on the middle top plate 141 in this embodiment, the air supply system includes two air supply ducts 142 and an air conditioner 143, the air conditioner 143 is arranged on the middle top plate 141, and the air conditioner 143 is used for connecting an external environment with a carriage of the rubber-tyred train; the two air supply ducts 142 are respectively located on two sides of the air conditioner 143 in the width direction of the rubber-tyred train, each air supply duct 142 comprises an air supply cavity 1421, a static pressure cavity 1422 and a duct partition 1423, which are arranged along the length direction of the rubber-tyred train, the air supply cavity 1421 is connected with an air outlet of the air conditioner 143, the duct partition 1423 is located between the air supply cavity 1421 and the static pressure cavity 1422, an air supply channel for connecting the air supply cavity 1421 and the static pressure cavity 1422 is arranged on the duct partition 1423, the static pressure cavity 1422 is arranged on one side of the air supply duct 142, which is far away from the air conditioner 143, and an air outlet 14221 is arranged on one.

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 an alternative embodiment, the air supply channel is disposed on a side of the duct partition 1423 facing away from the middle roof 141 in the present embodiment, and the air supply channel is disposed along the length direction of the vehicle.

The air supply channel is arranged on one side of the air duct partition 1423, which is far away from the middle top plate 141, so that the retention time of the fresh air sent by the air conditioner 143 in the air supply cavity 1421 can be prolonged, the buffering effect is improved, and the fresh air sent by the air conditioner 143 is uniformly conveyed to all parts 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. 18, in another alternative embodiment, the air supply channel is disposed on a side of the duct partition 1423 facing away from the middle top plate 141, the air supply channel includes a plurality of air supply holes 14231 disposed along a length direction of the vehicle, and two adjacent air supply holes 14231 are disposed at equal intervals.

Similar to the above embodiment, the air supply passage is provided with a plurality of air supply holes 14231 uniformly arranged along the length direction of the vehicle, so that fresh air can be uniformly supplied into all parts of the static pressure chamber 1422.

As shown in fig. 18, alternatively, the outlet 14221 is provided throughout the length of the vehicle; the air outlet 14221 provided at the full length can ensure that the fresh air can uniformly enter the compartment.

Preferably, the air conditioner 143 is disposed at the middle of the middle top plate 141, and the two air supply ducts 142 are symmetrically disposed with respect to the air conditioner 143. The distance between the air conditioner 143 and the two air supply channels 142 is equal through the arrangement, and the air outlet 14221 of the air conditioner 143 is located in the middle of the two air supply channels 142, so that fresh air can uniformly enter the air supply channels 142 and the second air supply channels.

Fig. 20 is a schematic structural diagram of an air conditioner according to an embodiment of the present application; FIG. 21 is a diagram illustrating a specific location of a water collection tray on a vehicle body according to an embodiment of the present application; FIG. 22 is a schematic illustration of a portion of a vehicle body according to an exemplary embodiment of the present disclosure (illustrating the orientation of the water conduit); shown in fig. 23 is an enlarged partial view of fig. 24; please refer to fig. 20-23.

As shown in fig. 20 to 22, in this embodiment, the air conditioner 143 is further provided with a plurality of water drainage holes 1431, a condensed water guiding device is provided below the air conditioner 143, and condensed water generated by the air conditioner 143 can enter the condensed water guiding device through the water drainage holes 1431; the condensed water guiding device is used for draining condensed water generated in the working process of the vehicle air conditioner out of the vehicle body; by such arrangement, water generated when the air conditioner 143 operates can be timely discharged out of the vehicle body.

The utility model provides a comdenstion water diverting device, including at least one water catch tray 1141 and at least one aqueduct 1142 with water catch tray 1141 intercommunication, wherein, aqueduct 1142's one end and water catch tray 1141's bottom intercommunication, aqueduct 1142's the other end can extend towards the side wall direction of automobile body, the side wall is provided with a plurality of stands, aqueduct 1142 keeps away from in water catch tray 1141's one end extensible to the stand, the bottom of stand can communicate with the automobile body is outer, thereby can discharge the condensation water that water catch tray 1141 collected outside the automobile body.

The vehicle comprises two side walls which are oppositely arranged, wherein a plurality of stand columns are arranged in the side walls, and the stand columns can be vehicle door stand columns and side wall stand columns; the bottoms of the side wall upright post and the door upright post are communicated with the outside of the vehicle body; the water conduit 1442 passes through the water conduit communication hole to connect with the external environment; in this embodiment, an end of the water guiding pipe away from the water collecting tray is connected to the side wall column as an example.

In order to facilitate understanding of the scheme, in the embodiment, the vehicle body can be integrally divided into a left side and a right side along the length direction of the vehicle body, if the water collecting tray 1141 is located on the right side of the middle top plate 141, the water collecting tray 1141 is provided with a water guide hole 14411 communicated with the water guide pipe 1142, and the water guide hole 14411 is located at the bottom of the water collecting tray 1141; one end of the water conduit 1142 penetrates through the middle top plate 141 to be communicated with the water guide hole 14411, the other end of the water conduit 1142 extends towards the left side of the vehicle body, and one end of the water conduit 1142, which is far away from the water collecting tray 1141, can extend into a side wall upright post of the left side wall, so that condensed water is discharged out of the vehicle body; that is, the connection position of the water conduit 1142 and the water collecting tray 1141 and the side wall pillar to which the other end of the water conduit extends are respectively located at the same side of the water collecting tray 1141.

The automobile body that this application embodiment provided, it is including setting up water-collecting tray 1141 on well roof 141 and the aqueduct 1142 with water-collecting tray 1141 intercommunication, and aqueduct 1142 extends towards the contralateral direction of the automobile body that water-collecting tray 1141 belongs to and can extend to be located in its contralateral side stand.

In the related art, a water chute needs to be arranged on the roof, two ends of the water chute extend to the side wall of the vehicle, condensed water is drained out of the vehicle body through the water chute, and the paint surface on the outer side of the vehicle body is easily corroded; or, the condensed water is mixed with dust to easily cause the generation of sludge on the outer surface of the vehicle body, thereby affecting the appearance of the vehicle body; in the embodiment, the condensed water passes through the water conduit 1142 arranged in the vehicle body, the water conduit 1142 can extend into the side wall upright post, and the other end of the water conduit 1142 is communicated with the outside so as to discharge the condensed water out of the vehicle body; therefore, the car body that this application embodiment provided, its car body outside paint surface is corrosion-resistant to the car body outward appearance is neater pleasing to the eye more.

As shown in fig. 23, based on the above embodiments, the water guiding holes 14411 may be disposed on one side of the water collecting tray 1141 close to the corresponding side wall pillar, and the water guiding holes 14411 are located at the bottom of the water collecting tray 1141, so that the water guiding pipes 1142 may extend toward the side wall pillar located on the opposite side of the water collecting tray 1141 connected thereto, that is, the water guiding pipes 1142 are disposed at the connecting position of the water collecting tray 1141 so as to minimize the arrangement distance of the water guiding pipes 1142, and the water guiding pipes 1142 are also convenient to install.

To facilitate the connection of the water guiding pipe 1142 to the water collecting tray 1141, the water collecting tray 1141 is provided with a first metal pipe connector 1143 at the water guiding hole 14411, and the first metal pipe connector 1143 may be a right-angled metal bent pipe having one end connected at the water guiding hole 14411 and the other end horizontally arranged parallel to the water collecting tray 1141 and communicated with the water guiding pipe 1142.

Further, in order to facilitate installation of the water conduit 1142, the water conduit 1142 in this embodiment may be a flexible pipe, and the flexible pipe has deformation and bending capabilities, and can adapt to a complex installation environment, and can improve the installation efficiency of the water conduit 1142. To improve the reliability of the connection between the water conduit 1142 and the first metal pipe connector 1143, the water conduit 1142 may be connected to the first metal pipe connector 1143 by a clip. For example, the band may be a throat band.

Because the water conduit 1142 is a hose, one end of the water conduit 1142 needs to extend into the side wall column, and the water conduit 1142 located in the side wall column is laid along the inside of the side wall column, the transition between the water conduit 1142 and the side wall column is easily damaged, which causes the phenomenon that the water conduit 1142 is broken; therefore, in the embodiment of the present application, a second metal pipe joint 1144 is disposed at the transition position between the water conduit 1142 and the sidewall pillar for transition. The specific implementation is as follows:

the water conduit 1142 may comprise two sections, wherein one section of the water conduit 1142 is disposed between the first metal pipe joint 1143 and the second metal pipe joint 1144, that is, the section is located between the water collecting tray 1141 and the top of the sidewall upright post; the other section of water conduit 1142 is arranged in the side wall column and arranged along the extending direction of the side wall column, one end of the section is connected with the second metal pipe joint 1144, the other end of the section extends to the bottom of the side wall column, and condensed water generated by the vehicle air conditioner can be transmitted to the outside of the vehicle body.

It will be appreciated that depending on the length of the conduit 1142 disposed between the first water collection tray 1141 and the first sidewall post, the section may be divided into two or three sections, etc., i.e., the conduit 1142 includes at least two sections of conduit 1142; in addition, the second metal pipe joint 1144 may also be a right angle metal elbow.

On the basis of the above embodiment, in order to prevent the water conduit 1142 located in the first side wall column from shaking and colliding and rubbing with the side wall column, the water conduit 1142 is broken; this application embodiment is provided with metal straight tube 1145 in the bottom of side wall stand, and metal straight tube 1145 can be fixed on the side wall stand, and metal straight tube 1145 one end communicates outside with the vehicle, and the other end can be connected and fixed with aqueduct 1142 to restraint aqueduct 1142's free end prevents that it from rocking.

As shown in fig. 21, in the present embodiment, two water collecting trays 1141 are arranged along the length direction of the vehicle body, and the two water collecting trays 1141 are symmetrically arranged and keep a certain interval, and form a space for avoiding a vehicle air conditioner; two water collection pans 1141 are all set up in the below of vehicle air conditioner, and every water collection pan 1141 all can collect the comdenstion water that the air conditioner produced. The water conduits 1142, to which each water collection tray 1141 is connected, are connected to opposite sides of the two water collection trays 1141, respectively, and the other ends of the water conduits 1142 are arranged in a cross manner, extending toward the sidewall columns, respectively.

According to the water collection tray 1141 provided by the embodiment, along the length direction of the vehicle body, the width of the two ends of the water collection tray 1141 is larger than the width of the middle part of the water collection tray 1141, so that most of the condensed water collected by the water collection tray 1141 can be gathered at the two ends of the water collection tray 1141, and is conveniently discharged through the water guide holes 14411; meanwhile, a larger space is formed in the middle of the two water collecting trays 1141, which facilitates the installation of the water guide pipe 1142 and the vehicle air conditioner.

FIG. 24 is a schematic illustration of a vehicle door according to an embodiment of the present application; FIG. 25 is a simplified structural diagram of a door stud provided in accordance with an embodiment of the present application; FIG. 26 is a partial schematic structural view of a door stud according to an embodiment of the present application; FIG. 27 is a schematic illustration of a reinforcement panel provided in accordance with an embodiment of the present application; please refer to fig. 24-27.

Still be equipped with the door on the side wall of this embodiment, the door includes: two door stand 151 and door back timber 152, two door stand 151 sets up relatively, two are connected at the both ends of door back timber 152 two door stand 151.

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 plates 1513 are respectively disposed at both ends of the first plate 1511, and the third plates 1513 are perpendicularly connected to the first plate 1511 and the two second plates 1512.

The first flat plate 1511, the two second flat plates 1512, and the two third flat plates 1513 together enclose a cavity having an opening, a plurality of reinforcing plates 1514 arranged at intervals are disposed in the opening of the cavity, 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.

A reinforcement panel 1514 is preferably provided on the side of the door pillar 151 facing the vehicle body to improve the strength of the connection of the door pillar 151 to the vehicle body and to facilitate connection routing with other components.

Alternatively, as shown in fig. 25 and 26, the length of the reinforcing plate 1514 in the extending direction of the door pillar 151 gradually decreases in the direction away from the second plate 1512, and by the arrangement, the reinforcing plate 1514 is integrally formed into a structure with two wide ends and a narrow middle part, so that the joint between the reinforcing plate 1514 and the second plate 1512 has high connecting strength, and meanwhile, the middle part of the reinforcing plate 1514 can form a larger installation space, so that workers can conveniently perform field installation construction.

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.

Preferably, in the present embodiment, the plane of the reinforcement plate 1514 facing the third plate 1513 is an arc surface, and the arc-shaped structure may allow the middle portion of the reinforcement plate 1514 to form a larger installation space than other structures.

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 of 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.

Preferably, the reinforcing plate 1514 is welded to the second plate 1512, and the welding connection mode can ensure the connection stability and is convenient to construct.

Further, referring to fig. 26 and 27, the reinforcing plate 1514 of the present embodiment has a reinforcing plate through hole 15141 in the middle thereof, and the reinforcing plate through hole 15141 is used for installing other devices to fix the other devices in the cavity of the door pillar 151.

In this embodiment, the reinforcing plate 1514 is a weather-resistant steel plate, for example, a steel plate made of high weather-resistant steel Q345NQR2 may be used, so that it has high strength.

Shown in fig. 28 is a cross-sectional view a-a of fig. 24; FIG. 29 is an enlarged partial view of portion A of FIG. 28; shown in FIG. 30 is a cross-sectional view B-B of FIG. 24; FIG. 31 is a schematic view of a vehicle door seal according to an embodiment of the present application; shown in FIG. 32 is a cross-sectional C-C view of FIG. 31; shown in FIG. 33 is a cross-sectional D-D view of FIG. 31; shown in FIG. 34 is a cross-sectional view E-E of FIG. 31; please continue to refer to fig. 24, fig. 28-fig. 34.

Further, the vehicle door of the present embodiment further includes two first sealing beads 153 and a second sealing bead 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 fastening piece and the first pressing strip through hole are preassembled, then the first fastening piece and the first sealing pressing strip 153 are integrally installed corresponding to the first pressing strip fixing hole 1515, when in specific installation, the first fastening piece can be placed in the first pressing strip adjusting portion 15151, after the position of the first sealing pressing strip 153 is adjusted (note that the connecting position corresponding to the first sealing pressing strip 153 needs to be adjusted according to the position of the second sealing pressing strip 154 at the same time), the first fastening piece is slid into the first pressing strip fixing portion 15152, and then the first fastening piece is locked and fixed.

The installation mode is convenient for field workers to operate, saves time and can improve production efficiency.

Preferably, referring to fig. 28 to 30, in the present embodiment, the first bead adjusting portion 15151 and the first bead fixing portion 15152 are both rectangular, a minimum side length of the first bead adjusting portion 15151 is greater than a maximum outer diameter of the first fastener, and a minimum side length of the first bead fixing portion 15152 is greater than or equal to the minimum outer diameter of the first fastener and is 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 portion 15152 in this embodiment; 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, with continued reference to fig. 32-34, the first sealing bead 153 of the present embodiment 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 beam 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, in this embodiment, 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 overlaps the first connecting bead 15421 and is fixedly connected to the connecting bead 15421.

Further, the first connecting portion 1532 is adhered or bolted to the connecting bead 15421.

Fig. 35 is a schematic structural diagram of a vehicle door emergency unlocking device according to an embodiment of the present application; shown in fig. 36 is a cross-sectional view F-F of fig. 31; fig. 37 is a simplified diagram illustrating an installation structure of an unlocking device holder according to an embodiment of the present application; please refer to fig. 35-37. In addition, the vehicle door of the embodiment further comprises a matched emergency unlocking device 155, and the emergency unlocking device 155 is arranged on a side wall of the vehicle body.

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. 35, 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 corresponding to the emergency unlocking device fixing holes in a one-to-one mode are formed in the emergency unlocking device 155, a plurality of emergency unlocking device fixing pieces corresponding to the emergency unlocking device fixing holes in a one-to-one mode are arranged on 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.

FIG. 38 is a simplified structural illustration of a cab end wall according to an embodiment of the present application; FIG. 39 is a simplified structural diagram of a wall assembly according to an embodiment of the present application; please continue to refer to fig. 1, 38 and 39.

In order to separate the cab from the passenger compartment and enhance the structural strength of the front end of the vehicle body, the cab end wall 17 is arranged in the high floor area of the vehicle body in the embodiment; the cab end wall 17 comprises two side wall columns 171, the two side wall columns 171 are respectively located on two sides of the vehicle body, and the two side wall columns 171 can be arranged in parallel and oppositely. 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 high underbody cross beam 1114, so that the cab end wall 17 is connected with the roof longitudinal beam 112, the roof cross beam 111 and the high underbody 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 headwall 17 provided by the embodiment comprises a side wall upright column 171 and a partition wall assembly, wherein the partition wall upright column 172, the side wall upright column 171, a roof longitudinal beam 112, a roof cross beam 111 and a vehicle bottom high cross beam 1114 of a 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.

The partition wall columns 172 are preferably designed into a split structure in this embodiment 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.

With continued reference to FIG. 39, in addition to the above-described embodiment, the partition wall assembly further includes at least one partition wall attachment 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.

Furthermore, the cab headwall further comprises headwall side plates, the headwall side plates are arranged on two sides of the partition wall stand columns, namely the headwall side plates are arranged on one sides, facing the cab, of the headwall stand columns, and the headwall side plates are arranged on one sides, facing the guest room, of the headwall stand columns so as to seal the frame structure of the cab headwall. Along the width direction of automobile body, the one end and the partition wall stand of headwall curb plate are connected, and the other end and the side wall stand of side shingle nail are connected, and the bottom and the vehicle bottom high beam of side shingle nail are connected, and the top and the roof rail of side shingle nail are connected to form driver's room and the guest room of mutual isolation at the front end of automobile body. It can be understood that the cab is also provided with an electrical control cabinet, which can be arranged on the cab end wall.

Example two

The embodiment of the application provides a rubber-tyred train, which comprises at least one train body of the first embodiment; the rubber wheel train comprises two train bodies, namely a first train body and a second train body; the first vehicle body can be a motor car body, the second vehicle body can be an intermediate vehicle body, a motor car bogie is arranged at the bottom of the first vehicle body, a trailer bogie is arranged between the first vehicle body and the second vehicle body, and the motor car bogie and the trailer bogie are not only used for supporting the first vehicle body and the second vehicle body, but also used for transmitting traction force between the first vehicle body and the second vehicle body.

As shown in fig. 40 and 41, the railcar bogie 3 according to the present embodiment 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.

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 module 332 comprises a traction module 332 and a traction center pin 331, and the traction module 332 is used for fixing the traction center pin 331, 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 not only rotate relative to the railcar bogie 3 but also have 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.

As shown in fig. 42, the trailer bogie 4 includes a first frame body 41 and a second frame body 43; the first frame body 41 is used for connecting a first vehicle body, and the second frame body 43 is used for connecting a second vehicle body.

The first end of the first frame body 41 is hinged with the second frame body 43; the second end of the first frame 41 is provided with a first axle 42, the extending direction of the first axle 42 is perpendicular to the extending direction of the first frame 41, and the two ends of the first axle 42 are connected with first trailer wheels 4201.

The first end of the second frame 43 is hinged to the first frame 41; a second axle 44 is disposed at a second end of the second frame body 43, an extending direction of the second axle 44 is perpendicular to an extending direction of the second frame body 43, and second trailer wheels 4401 are connected to two ends of the second axle 44.

The hinge connection structure between the first frame body 41 and the second frame body 43 may be provided as required, for example, the first end of the first frame body 41 and the first end of the second frame body 43 may be hinged by a shaft pin, and both may rotate relative to the shaft pin. Thus, when the first frame body 41 or the second frame body 43 rotates, the corresponding second frame body 43 or the first frame body 41 can follow the rotation to a certain extent due to the existence of the hinged connection relation.

Compared with the prior art that a plurality of grouped vehicles are connected among vehicle bodies, the vehicle end part in the prior art needs stronger structural design and occupies the space of the vehicle axle arranged towards the vehicle end, so that the vehicle axle must be arranged towards the vehicle, and the available space of passengers in the end area of the vehicle is occupied; the trailer bogie provided by the embodiment of the application comprises a rotatable first frame body 41 and a rotatable second frame body 43; the distance between the first axle 42 and the second axle 44 can be shortened, so that the first axle 42 and the second axle 44 can be close to the edge of the vehicle end, the design of strong stress structures such as traction force and braking force is not needed at the vehicle end part, the design difficulty of the vehicle end part is reduced, meanwhile, the vehicle axle is prevented from occupying the available space of passengers at the vehicle end part area, and the low floor can be realized.

When the trailer bogie passes through a curve, in order to adapt to the radius of the curve well, a certain included angle is formed between different frame bodies in a curve section. The trailer bogie provided by the embodiment further comprises a frame body buffer device 47; 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 this embodiment, the first end of the first frame body 41 and the first end of the second frame body 43 are hinged by a rotary support device 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, the first frame body 41 and the second frame body 43 are respectively of a split structure, and the first frame body 41 includes a first frame body connecting portion 412 connected to the first axle 42, and a first frame body hinge portion 411 connected to the first frame body connecting portion 412; the first frame connecting portion 412 is fixedly connected to the first axle 42. One end of the first frame hinge portion 411 is fixedly connected to the first frame connecting portion 412 by a bolt, and the other end of the first frame hinge portion 411 is connected to the first rotator 4511 of the slewing bearing 451.

Similarly, second frame body 43 includes a second frame body coupling portion 432 coupled to second axle 44, and a second frame body hinge portion 431 coupled to second frame body coupling portion 432, and second frame body coupling portion 432 is fixedly coupled to second axle 44; one end of the second frame body coupling part 432 is fixedly coupled to the second frame body hinge part 431 by a bolt, and the other end of the second frame body hinge part 431 is coupled to the second rotator 4512 of the slewing bearing 451.

For example, the first frame body 41 and the first rotator 4511 are fixedly connected through a fastener, a first step hole is provided at a first end of the first frame body 41, the first step hole includes a first aperture section and a second aperture section, an aperture of the first aperture section is larger than an aperture of the second aperture section, so as to form a first step surface at a transition joint of the first aperture section and the second aperture section, and the first aperture section may be disposed close to the first rotator 4511, so that the first rotator 4511 is installed below the first step surface.

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.

As shown in fig. 43, in one possible implementation, in the present 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.

Shown in fig. 44 is a schematic view of the overall arrangement of the wire crossing apparatus provided in the embodiments of the present application; FIG. 45 is a top plan view of a wire crossing device arrangement provided by embodiments of the present application; fig. 46 is a schematic layout diagram of a first slot box and a second slot box in a crossing device for crossing wires provided by an embodiment of the present application; fig. 47 is a schematic structural diagram of a cable support frame provided in an embodiment of the present application.

As shown in fig. 44 to 46, the rubber-tyred train provided by the embodiment of the present application further includes a wire crossing device, which is generally disposed on the top of the through passage 5 and is used for bridging the high-voltage and low-voltage cables in the first vehicle body and the second vehicle body. For example, a high-voltage cable in the first vehicle body may be provided on the left side wall thereof, and a low-voltage cable of the first vehicle body may be provided on the right side wall thereof; the high-voltage cable in the second vehicle body may be disposed on the right side wall thereof, and the low-voltage cable of the second vehicle body may be disposed on the left side wall thereof; 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 crossed at the through passage 5.

The crossing line crossing device provided by the embodiment of the application comprises a first line slot box 161, a second line slot box 162 and a crossing line support frame 163, wherein the first line slot box 161 and the second line slot box 162 can be respectively arranged at the end part of a vehicle body close to a through passage 5 and positioned on the roof of the vehicle body along the length direction of the vehicle; the crossover support 163 is located at the top of the through passage 5, and high and low voltage cables led out from the inside of the vehicle body respectively pass through the first wire casing 161 and the second wire casing 162 and then extend to another vehicle 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, and it can be fixed on the outer surface of the roof; the longitudinal direction of the box body of the first wire casing 161 coincides with the roof width direction of the first vehicle body, and the first cable 1611 is laid along the longitudinal direction of the box body. 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 wall of the first vehicle body, has one end leading from the left side wall to the roof of the first vehicle body, and extends from left to right along the outer surface of the roof, and may extend to the right 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 flying lead support frame 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 casing 162 is located inside the roof of the first vehicle body, and the second wire casing 162 may be fixed to a carrier frame located below the roof; the length direction of the box body of the second chute box 162 coincides with the width direction of the first vehicle body, and the second cable 1621 is laid along the length direction of the box body. 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 wall of the first vehicle body, has one end led from the right side wall to the roof of the first vehicle body, and extends from right to left along the outer surface of the roof, and may extend to the left side of the roof of the first vehicle body.

After the second cable 1621 of the first vehicle body is led out from the second chute box 162, the end is arranged along the left side of the through passage 5 and extends toward the second vehicle body through the jumper support bracket 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 and the second cable 1621 are spaced apart from each other on both sides of the jumper support frame 163, and may electromagnetically shield the first cable 1611 and the second cable 1621 from each other. 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.

The wire crossing device provided by the embodiment of the application comprises a first wire groove box 161 and a second wire groove box 162 which are positioned inside and outside a top plate, wherein a first cable 1611 is laid along the first wire groove box 161, and a second cable 1621 is laid along the second wire groove box 162, so that the electromagnetic interference between the first cable 1611 and the second cable 1621 can be shielded; further, when the first cable 1611 and the second cable 1621 cross the through passage 5 and extend to an adjacent vehicle body, the first cable 1611 and the second cable 1621 are arranged on the jumper support frame 163 in a penetrating manner, and the jumper support frame 163 not only provides support for the first cable 1611 and the second cable 1621, so that an overhead space is kept between the first cable 1611 and the top of the through passage 5 and the second cable 1621 and the top of the through passage 5 are prevented from being worn; in addition, the first cable 1611 and the second cable 1621 are respectively located at both sides of the jumper support frame 163 and spaced apart from each other, so as to shield electromagnetic interference between the first cable 1611 and the second cable 1621.

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. 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. 47, the cross cable support bracket 163 provided in the embodiment of the present application includes a cable fixing seat 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 the cable through hole 1633 can be divided into a first cable through hole and a second cable through hole, and the plurality of first cable through holes can be arranged in one side of the overline support frame 163 in an array, and the plurality of second cable through holes can be arranged in the other side of the overline support frame 163 in an array, so that the plurality of first cables 1611 and the plurality of second cables 1621 are arranged on the overline support frame 163, and the first cable 1611 and the second cable 1621 are arranged on both sides of the overline support frame 163 at intervals.

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 cable and the low-voltage cable of the rubber wheel train, the crossing line crossing device provided by the embodiment of the application further includes two first terminal adapter boxes 164, along the length direction of the train body, the two first terminal adapter boxes 164 are respectively located at two ends of the through passage 5, wherein one first terminal adapter box 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 top 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.

Correspondingly, the wire passing cross device provided by the embodiment of the application further comprises two second wiring terminal adapter boxes 165, the two second wiring terminal adapter boxes 165 are respectively located at two ends of the through passage 5 along the length direction of the vehicle body, and one of the second wiring terminal adapter boxes 165 is arranged at one end, close to the through passage 5, of the first vehicle body and is located on the outer surface of the roof 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.

Claims

1. The vehicle bottom high longitudinal beam is characterized in that a longitudinal beam concave part is arranged in the middle of the vehicle bottom high longitudinal beam;

the longitudinal beam concave part is positioned on one side of the vehicle bottom high longitudinal beam, which faces the bullet train bogie, and a space for installing the bullet train bogie is formed.

2. The underbody high longitudinal beam of claim 1, wherein the depressions comprise a first longitudinal beam depression and a second longitudinal beam depression, the underbody high longitudinal beam comprising a first high longitudinal beam body and a second high longitudinal beam body;

the first longitudinal beam concave part is positioned at one end of the first high longitudinal beam body, and the second longitudinal beam concave part is positioned at one end of the second high longitudinal beam body;

the first longitudinal beam concave part is connected with the second longitudinal beam concave part.

3. The underbody high longitudinal beam of claim 2, wherein one end of the first high longitudinal beam body away from the first longitudinal beam recess is provided with a first mounting hanger, and the first mounting hanger is located on one side of the first high longitudinal beam body facing the bullet train bogie;

and a second mounting hanging seat is arranged at one end, far away from the second longitudinal beam concave part, of the second high longitudinal beam body, and the second mounting hanging seat is positioned on one side, facing the motor car bogie, of the second high longitudinal beam body.

4. The underbody high longitudinal beam of claim 2, wherein the first high longitudinal beam body and the second high longitudinal beam body respectively comprise a cavity structure surrounded by a plurality of profiles;

and a plurality of lightening holes are respectively arranged on each molded surface.

5. The vehicle bottom high longitudinal beam of claim 1, wherein the space avoiding space is an arched space avoiding space.

6. A vehicle body characterized by comprising the underbody height side member of any one of claims 1 to 5;

a motor car bogie is arranged below the vehicle body;

the motor car bogie comprises a framework, wherein the framework comprises two oppositely arranged side beams and two oppositely arranged cross beams, and the two cross beams are arranged between the two side beams;

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.

7. The vehicle body of claim 6, wherein the kingpin body includes a kingpin mounting plate and a stepped shaft;

a center pin connecting piece connected with the vehicle body is arranged on one side of the traction pin mounting plate, and the stepped shaft is arranged on one side, away from the vehicle body, of the traction pin mounting plate;

the two traction pin limiting lugs are respectively positioned on two sides of the stepped shaft and are respectively connected with the stepped shaft and the traction pin mounting plate.

8. The vehicle body of claim 6, characterized in that the vehicle body comprises an air supply system; the air supply system comprises an air conditioner and two air supply ducts;

the air conditioner is arranged on the middle top plate and is used for connecting an external environment with a carriage of the rubber wheel train;

two the air feed wind channel is located respectively the air conditioner is in the both sides of automobile body direction, the air feed wind channel includes the edge air supply chamber, static pressure chamber and the wind channel baffle that the length direction of automobile body set up, the air supply chamber with the air outlet of air conditioner is connected, the wind channel baffle is located between air supply chamber and the static pressure chamber, be equipped with on the wind channel baffle and be used for connecting the air supply passageway in air supply chamber and static pressure chamber, the static pressure chamber sets up the air feed wind channel is kept away from one side of air conditioner, the static pressure chamber orientation one side of well roof is equipped with the air outlet.

9. The vehicle body according to claim 8, further comprising a condensed water lead-out device disposed below the air conditioner, the condensed water lead-out device comprising:

at least one water collection tray disposed on the roof center panel and located below the vehicle air conditioner;

one end of the water guide pipe is communicated with the water collecting tray, and the other end of the water guide pipe extends towards and extends into the side wall upright post of the vehicle body;

the connecting position of the water guide pipe and the water collecting tray and the side wall upright columns corresponding to the connecting position are respectively positioned on the same side of the water collecting tray, and the bottoms of the side wall upright columns are communicated with the outside of the vehicle body so as to guide condensed water out of the vehicle body.

10. The vehicle body of claim 9, wherein the condensate drain comprises two symmetrically disposed water collection pans;

the water guide pipes connected with each water collecting tray are arranged in a cross mode.

11. A rubber-tyred train comprising at least two bodies according to any one of claims 1 to 10;

two the automobile body is first automobile body and second automobile body, be provided with through passage between first automobile body and the second automobile body, the top of through passage is provided with vehicle overline connecting device, vehicle overline connecting device includes:

the first wire groove box is positioned on one side of the through passage, the first wire groove box is positioned on the outer side of the roof, and the extending direction of the first wire groove box is consistent with the width direction of the roof;

the second wire slot box is arranged opposite to the first wire slot box and is positioned on the inner side of the vehicle roof;

the cross wire support frame is positioned at the top of the through passage, and a first cable arranged in the first wire slot box and a second cable arranged in the second wire slot box penetrate through two sides of the cross wire support frame at intervals.

12. The rubber-tyred train of claim 11, wherein the flying lead support frame is located at the center of the top of the through passage.

13. The rubber-tyred train of claim 12, wherein the straddle carrier comprises a cable mount and a plurality of cable clamp blocks;

the cable fixing seat is fixed at the top of the through passage, and the cable clamping blocks are respectively arranged on two sides of the cable fixing seat;

a plurality of cable through holes are formed between two adjacent cable clamping blocks, and the first cable and the second cable penetrate through the cable through holes and are arranged on the overline supporting frame.