CN114194227B

CN114194227B - Rail vehicle based on modularized design

Info

Publication number: CN114194227B
Application number: CN202111469912.XA
Authority: CN
Inventors: 杨广; 张桂兴; 何朝保; 孟凡帅; 刘晓孟
Original assignee: CRRC Tangshan Co Ltd
Current assignee: CRRC Tangshan Co Ltd
Priority date: 2021-12-03
Filing date: 2021-12-03
Publication date: 2023-05-23
Anticipated expiration: 2041-12-03
Also published as: CN114194227A; WO2023097830A1

Abstract

The embodiment of the application provides a rail vehicle based on modular design, includes: at least one carriage; the inner space of the carriage is divided into a first type area and a second type area; the first type area and the second type area are separated by a gate area, and one side or two sides of the gate area are provided with vehicle doors; a plurality of riding areas are sequentially arranged in the first type area and the second type area along the length direction of the vehicle, and each riding area is provided with a side window; the riding area is provided with a preset component layout module, and the component layout module comprises: at least one of a front-back seat, a left-right seat, a bunk, a luggage rack, a mobility aid fixing rack and an operating table. The railway vehicle provided by the embodiment of the application can realize the modularized design in the carriage, improve the design flexibility and reduce the workload of design and manufacture.

Description

Rail vehicle based on modularized design

Technical Field

The application relates to a rail vehicle structure technology, in particular to a rail vehicle based on modular design.

Background

Rail vehicles are important traffic ties connecting cities, and are becoming the main vehicles in cities, and are also the main carriers for transporting goods. Taking passenger rail vehicles as an example, the structures of the carriages themselves and the layout of all the components in the carriages are different according to the requirements of different operation lines and different operation companies, and the whole vehicle factories need to be redesigned and manufactured according to specific requirements, thus more manpower and funds are needed to be input.

Disclosure of Invention

To solve one of the technical drawbacks, a rail vehicle based on a modular design is provided in an embodiment of the present application.

According to a first aspect of embodiments of the present application, there is provided a rail vehicle based on a modular design, comprising: at least one carriage;

the inner space of the carriage is divided into a first type area and a second type area; the first type area and the second type area are separated by a gate area, and one side or two sides of the gate area are provided with vehicle doors;

a plurality of riding areas are sequentially arranged in the first type area and the second type area along the length direction of the vehicle, and each riding area is provided with a side window; the riding area is provided with a preset component layout module, and the component layout module comprises: at least one of a front-back seat, a left-right seat, a bunk, a luggage rack, a mobility aid fixing rack and an operating table.

According to the scheme provided by the embodiment of the application, the inner space of the carriage is divided into a first type area and a second type area; the first type area and the second type area are separated by a gate area, and one side or two sides of the gate area are provided with vehicle doors; a plurality of riding areas are sequentially arranged in the first type area and the second type area along the length direction of the vehicle respectively, and each riding area is provided with a side window; the riding area is provided with a preset component layout module, and the component layout module comprises: at least one of the front and back seats, the left and right seats, the berth, the luggage rack, the mobility aid fixing rack and the operation desk can realize the modularized layout of the seats and other equipment in the carriage, simplify the design difficulty and reduce the repeated design and manufacturing work.

Drawings

Fig. 1 is a side view of a vehicle cabin provided in an embodiment of the present application;

fig. 2 is a top view of a cabin provided in an embodiment of the present application;

fig. 3 is a top view of a first type of area in a vehicle cabin according to an embodiment of the present application;

fig. 4 is a second plan view of a first type of area in a vehicle cabin according to an embodiment of the present application;

fig. 5 is a top view III of a first type of area in a vehicle cabin according to an embodiment of the present application;

fig. 6 is a top view of a first type of area in a vehicle cabin according to an embodiment of the present disclosure;

fig. 7 is a fifth plan view of a first type of area in a vehicle cabin according to an embodiment of the present disclosure;

fig. 8 is a top view sixth of a first type of area in a vehicle cabin according to an embodiment of the present application;

fig. 9 is a top view of a second type of area in a vehicle cabin according to an embodiment of the present application;

fig. 10 is a second plan view of a second type of area in a vehicle cabin according to an embodiment of the present disclosure;

fig. 11 is a top view III of a second type of area in a vehicle cabin according to an embodiment of the present application;

fig. 12 is a top view of a second type of area in a vehicle cabin according to an embodiment of the present disclosure;

fig. 13 is a fifth plan view of a second type of area in a vehicle cabin according to an embodiment of the present disclosure;

fig. 14 is a top view sixth of a second type of area in a vehicle cabin according to an embodiment of the present disclosure;

FIG. 15 is a side view of a train provided in an embodiment of the present application;

fig. 16 is a schematic structural view of a side wall according to an embodiment of the present disclosure;

fig. 17 is a schematic structural diagram of a side wall of a high floor area in a side wall according to an embodiment of the present application;

fig. 18 is a cross-sectional view of a vertical sidewall profile provided in an embodiment of the present application;

fig. 19 is a schematic structural diagram of a side wall in a low floor area in a side wall according to an embodiment of the present application;

fig. 20 is a schematic cross-sectional view of a longitudinal sidewall profile according to an embodiment of the present disclosure;

FIG. 21 is an enlarged view of area A of FIG. 20;

FIG. 22 is a schematic view of the structure of the opening of the built-in C-shaped groove;

FIG. 23 is an enlarged view of region B of FIG. 20;

fig. 24 is a schematic view of a chassis structure (with the bottom surface facing upwards) according to an embodiment of the present disclosure;

FIG. 25 is an enlarged view of a portion of FIG. 24;

FIG. 26 is a longitudinal cross sectional view (bottom up) of a chassis transition beam and chassis draft sill;

FIG. 27 is an enlarged view of region C of FIG. 26;

FIG. 28 is a schematic view of a two-position end chassis (bottom up);

FIG. 29 is a schematic cross-sectional structure of FIG. 28;

fig. 30 is an enlarged view of region D of fig. 29;

FIG. 31 is a perspective view of a truck provided in an embodiment of the present application;

FIG. 32 is a top view of a truck provided in an embodiment of the present application;

FIG. 33 is a schematic view of a first exemplary rotation of a first kingpin and a second kingpin of a truck according to an embodiment of the present disclosure;

FIG. 34 is a second schematic view of the relative rotation of the first and second kingpins in the truck provided by the embodiments of the present application;

FIG. 35 is a third schematic view of a bogie according to an embodiment of the present disclosure;

FIG. 36 is an enlarged view of a portion of a truck provided in an embodiment of the present application;

FIG. 37 is an exploded view of a traction device in a truck provided in an embodiment of the present application;

FIG. 38 is a schematic structural view of a traction device in a truck provided in an embodiment of the present application;

FIG. 39 is a partial longitudinal cross-sectional view of a truck provided by an embodiment of the present application;

FIG. 40 is a transverse cross-sectional view of a truck provided in an embodiment of the present application;

fig. 41 is a schematic structural view of a wheel set and a driving device in a bogie according to an embodiment of the present disclosure;

FIG. 42 is a top view of a wheel set and drive assembly in a truck provided in an embodiment of the present application;

FIG. 43 is a schematic view of a gear box and a driving motor in a bogie according to an embodiment of the present disclosure;

FIG. 44 is a cross-sectional view of a gearbox coupled to a drive motor in a truck provided in an embodiment of the present application;

FIG. 45 is an enlarged view of area E of FIG. 44;

FIG. 46 is an enlarged view of region F of FIG. 44

FIG. 47 is a top view of another truck provided in an embodiment of the present application

FIG. 48 is a cross-sectional view of a truck provided in an embodiment of the present application with a speed sensing device disposed at an axle end;

fig. 49 is an axial schematic view of a bogie provided in an embodiment of the present application.

Reference numerals:

101-a first type region; 102-a second class region; 103-a third class region; 104-doorway area; 105-side window; 106-vehicle door; 107-cab area; 108-riding area;

14-front-rear seats; 15-left-right direction seat; 16-bunk; 17-a bearing table; 18-luggage rack; 191-a walk aid tool; 192-a mobility tool holder;

2-carriage;

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

25 a-side window; 25 b-a passenger compartment door; 25 c-an external display opening;

251-side wall of high floor area;

252-side walls of the low floor area;

253-vertical side wall section bar; 2531-first vertical profile; 2532-a second vertical profile; 2533-third vertical profile; 2534-fourth vertical profile;

254-longitudinal side wall profile; 2541-first longitudinal profile; 2542-a second longitudinal profile; 2543-third longitudinal profile; 2544-fourth longitudinal profile; 2545-an exposed C-shaped groove; 2546-a concealed C-shaped groove; 2547-section bar inclined rib; 2548-section bar studs;

4-articulated trucks; 41-frame; 411-motor mounting;

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

431—a first kingpin; 4311—a first hinge; 4312—a first hinge hole; 4313-a first body attachment socket; 4314-through slot; 432-second kingpin; 4321-a second hinge; 4322-a second hinge hole; 4323-a second body connection mount; 433-elastic connecting pins; 4331-keyway; 434-a hinged lid; 4341-a linkage; 435-longitudinal buffer stop; 436-transverse damper mount; 4361 guide rails; 437—a lateral bump stop;

44-a primary suspension device;

45-secondary suspension device;

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

471-transverse vibration dampers;

481-shaft end adaptor; 482-sensing gear; 483—a speed sensor; 484-shaft end hinge rod; 485-axle end caps.

Detailed Description

The rail vehicle based on the modularized design can be an internal combustion locomotive or an electric locomotive, and can be a common speed train, a motor train unit, a subway, a light rail and the like.

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

The railway vehicle provided in this embodiment includes at least one car, and the car may be a head car including a cab, or may be an intermediate car not including a cab, and this embodiment uses the head car as an example to illustrate its scheme.

Fig. 1 is a side view of a cabin provided in an embodiment of the present application, and fig. 2 is a top view of a cabin provided in an embodiment of the present application. As shown in fig. 1 and 2, the cabin interior space is divided into, in order from front to rear: the front end of the first type area 101 is a cab area 107, and the cab area 107 is separated from the first type area 101 through a cab transverse wall. The first type area 101 and the second type area 102 are separated by a gate area 103, and a door 106 is arranged on one side or both sides of the gate area 103. The passenger may turn left into the first type region 101 or right into the second type region 102 after getting on the vehicle door 106.

A plurality of riding areas 108 are sequentially arranged in the first-type area 101 and the second-type area 102 along the length direction of the vehicle, and each riding area 108 is provided with a side window 105. Only one passenger area 108 is shown in the second type of area 102 in fig. 2 for illustrating its coverage, the passenger areas 108 being also the passenger areas 108 in the figure, front and back. The first type of region 101 is similarly divided into three seating areas 108. Of course, the number of riding areas in each area is not limited to three, but may be one, two or more, and the number of riding areas in the two types of areas may be the same or different, and may be specifically determined according to the vehicle type design.

The seating area 108 is provided with a preset component layout module including: at least one of a front-back seat, a left-right seat, a bunk, a luggage rack, a mobility aid fixing rack and an operating table.

Each of the two types of zones 108 may employ one of the component layout modules. The component layout modules of each seating area 108 may be adjusted as needed for cars of the same car body size.

For example: one seating area 108 may be provided with two rows of front-rear seats, which may be arranged face-to-face or in the same direction; alternatively, the seating area 108 may be provided with several left-right seats arranged in sequence in the vehicle length direction. Each seating area 108 is facing the side window so that passengers can see the scene outside the vehicle through the side window, thereby improving seating comfort.

According to the scheme provided by the embodiment, the inner space of the carriage is divided into a first type area and a second type area; the first type area and the second type area are separated by a gate area, and one side or two sides of the gate area are provided with vehicle doors; a plurality of riding areas are sequentially arranged in the first type area and the second type area along the length direction of the vehicle respectively, and each riding area is provided with a side window; the riding area is provided with a preset component layout module, and the component layout module comprises: at least one of the front and back seats, the left and right seats, the berth, the luggage rack, the mobility aid fixing rack and the operation desk can realize the modularized layout of the seats and other equipment in the carriage, simplify the design difficulty and reduce the repeated design and manufacturing work.

For the scheme, for the same vehicle type, the volumes of the component layout modules are approximately the same, so that the component layout modules can be quickly replaced, and the vehicle type vehicle is suitable for each riding area. Of course, if some parts layout modules are smaller, the installation of the riding area can be satisfied.

One implementation: the first type of region 101 is a high and low panel region and the second type of region 102 is a low floor region. Specifically, the floor level of the first type region 101 is higher than the floor level of the second type region 102, and the first type region 101 and the gate region 104 are transited by stairs.

Further, a third type region 103 is further disposed in the cabin, and the second type region 102 is located between the first type region 101 and the third type region 103, that is, the third type region 103 is located at the rear end of the second type region 102. The floor level of the third type of area 103 is higher than the floor level of the second type of area 102, and the third type of area 103 and the second type of area 102 are transited by stairs.

A plurality of riding areas 108 are sequentially arranged in the third type area 103 along the vehicle length direction, and each riding area 108 is provided with a side window 105. The seating area of the third type area 103 is also provided with a component layout module correspondingly.

The component layout modules that can be set in the seating area 108 in the first type of area 101 are: the vehicle comprises two rows of front-rear seats which are arranged face to face, two rows of front-rear seats which are arranged in the same direction, a preset number of left-right seats which are arranged along the length direction of the vehicle, two rows of bunkers, a preset number of luggage racks, and a combination of the luggage racks and the front-rear seats.

As shown in fig. 2, the present embodiment provides a specific example: the first type of zone 101 includes three seating areas 108 arranged front to back. The two seating areas 108 at the front and in the middle are each provided with two rows of front-rear seats 14 arranged face-to-face, each row comprising four front-rear seats 14, two seats being in a group, forming an aisle region therebetween. A bearing table 17 is also arranged between the two rows of front and rear seats 14, the bearing table 17 can be fixed on a carriage side wall or a bottom plate, and the bearing table 17 can be of a fixed structure or a folding structure. The seating area 108 at the rear end is provided with two rows of right and left seats 15, each row including 4 right and left seats 15 arranged in the vehicle length direction.

Fig. 3 is a top view of a first type of area in a vehicle cabin according to an embodiment of the present application. Another layout of the first type of area 101 is shown in fig. 3, where the first type of area 101 includes three seating areas 108 arranged front to back. The seating area 108 at the front end is provided with two rows of front-rear seats 14 arranged face-to-face, and a load-bearing table 17 is further provided between the two rows of front-rear seats 14. One row includes two fore and aft seats 14 and the other row includes four fore and aft seats 14. The seating area 108 in the middle is provided with two rows of front-rear seats 14 arranged in the same direction, each row including three front-rear seats 14, one seat being provided on the left side of the vehicle cabin and the other two seats being provided on the right side of the vehicle cabin. The rear seating area 108 is provided with a row of fore-aft seats 14 oriented in the same direction as the seats in the middle seating area. The rear seating area 108 is also provided with a roof rack 18 at the rear end of the fore-aft facing seat 14. The left and right sides of the compartment are each provided with a luggage rack 18 for placing large pieces of luggage.

Fig. 4 is a second plan view of the first type of area in the vehicle cabin according to the embodiment of the present application. Still another layout of the first type of area 101 is shown in fig. 4, where the first type of area 101 includes three seating areas 108 arranged front to back. The sitting area 108 at the front end is provided with two rows of bunkers 16 between which a carrying table 17 can be arranged. The bunk 16 may be a fixed bunk or a seat that can be switched between sitting and sleeping. The seating area 108 in the middle is provided with two rows of fore-aft seats 14 arranged in the same direction, each row including four fore-aft seats 14, two of which are provided on the left side of the cabin and the other two of which are provided on the right side of the cabin. The seating area 108 at the rear end is provided with a row of front-rear seats 14 and two roof racks 18, the seat direction being identical to the seat direction of the intermediate seating area.

Fig. 5 is a top view III of a first type of area in a vehicle cabin according to an embodiment of the present application. Still another layout of the first type of area 101 is shown in fig. 5, where the first type of area 101 includes three seating areas 108 arranged front to back. The seating area 108 at the front end is provided with two rows of front-rear seats 14 arranged face-to-face, each row including four front-rear seats 14, the two seats being disposed on the left and right sides of the vehicle cabin, respectively, one by one, with an aisle area formed between the two groups of seats. A carrying table 17 is also arranged between the two rows of front and rear seats 14. The seating area 108 in the middle is provided with two rows of fore-aft seats 14 arranged in the same direction, each row including four fore-aft seats 14, two of which are provided on the left side of the cabin and the other two of which are provided on the right side of the cabin. The seating area 108 at the rear end is provided with a row of front-rear seats 14 and two roof racks 18, the seat direction being identical to the seat direction of the intermediate seating area.

Fig. 6 is a top view of a first type of area in a vehicle cabin according to an embodiment of the present application. Still another layout of the first type of area 101 is shown in fig. 6, where the first type of area 101 includes three seating areas 108 arranged front to back. The seating area 108 at the front end is provided with two rows of front-rear seats 14 arranged face-to-face, each row including four front-rear seats 14, the two seats being disposed on the left and right sides of the vehicle cabin, respectively, one by one, with an aisle area formed between the two groups of seats. A carrying table 17 is also arranged between the two rows of front and rear seats 14. The two seating areas 108 at the middle and rear ends are each provided with two rows of fore-aft seats 14 arranged in the same direction, each row including four fore-aft seats 14, two of which are provided on the left side of the vehicle cabin and the other two of which are provided on the right side of the vehicle cabin.

Fig. 7 is a fifth plan view of the first type of area in the vehicle cabin according to the embodiment of the present application. Still another layout of the first type of area 101 is shown in fig. 7, where the first type of area 101 includes three seating areas 108 arranged front to back. The three seating areas 108 are each provided with two rows of front-rear seats 14 arranged face-to-face, each row including four front-rear seats 14, the two seats being disposed on the left and right sides of the vehicle cabin, respectively, one by one, with an aisle region formed between the two groups of seats. A carrying table 17 is also arranged between the two rows of front and rear seats 14.

Fig. 8 is a top view sixth of a first type of area in a vehicle cabin according to an embodiment of the present application. Still another layout of the first type of area 101 is shown in fig. 8, where the first type of area 101 includes three seating areas 108 arranged front to back. The three riding areas 108 are provided with two rows of bunkers 16, and a bearing table 17 can be arranged between the two rows of bunkers. The bunk 16 may be a fixed bunk or a seat that can be switched between sitting and sleeping. Each riding area can be of an open structure, and a sleeper compartment can be formed by a partition wall and a compartment door. An aisle area is formed between the bunk 16 and the side wall on the other side.

For the second type of region 102, the present embodiment also provides several implementations:

As shown in fig. 2, the second type of area 102 includes three seating areas 108 arranged from front to back, each of the three seating areas 108 is provided with two rows of front-rear seats 14 arranged face-to-face, each row includes four front-rear seats 14, two seats are respectively arranged on the left and right sides of the vehicle cabin in a group, and an aisle area is formed between the two seats. A carrying table 17 is also arranged between the two rows of front and rear seats 14.

Fig. 9 is a top view of a second type of area in a vehicle cabin according to an embodiment of the present application. Another layout of the second type of zone 102 is shown in fig. 9, where the second type of zone 102 includes three seating areas 108 arranged front to back. The seating area 108 at the front end is provided with two rows of right and left seats 15, each row including 4 right and left seats 15 arranged in the vehicle length direction. The seating areas 108 at the middle and rear ends are each provided with two rows of front-rear seats 14 arranged face-to-face, each row including four front-rear seats 14, the two seats being disposed on the left and right sides of the vehicle cabin, respectively, one pair of seats forming an aisle region therebetween. A carrying table 17 is also arranged between the two rows of front and rear seats 14.

Fig. 10 is a second plan view of the second type of area in the vehicle cabin according to the embodiment of the present application. Still another layout of the second type of area 102 is shown in fig. 10, where the second type of area 102 includes three seating areas 108 arranged front to back. The seating area 108 at the front end is provided with two rows of front-rear seats 14 arranged face-to-face, each row including four front-rear seats 14, the two seats being disposed on the left and right sides of the vehicle cabin, respectively, one by one, with an aisle area formed between the two groups of seats. A carrying table 17 is also arranged between the two rows of front and rear seats 14. The seating areas 108 at the middle and rear ends are each provided with two rows of fore-aft seats 14 arranged in the same direction, each row including four fore-aft seats 14, two of which are provided on the left side of the cabin and the other two of which are provided on the right side of the cabin. For some vehicle models, a row of front-rear seats 14 may be interposed between the intermediate and rear seating areas 108 in the same direction as the front-rear seats, depending on the vehicle space and operator requirements.

Fig. 11 is a top view III of a second type of area in a vehicle cabin according to an embodiment of the present application. Still another layout of the second type of area 102 is shown in fig. 11, where the second type of area 102 includes three seating areas 108 arranged front to back. The seating area 108 at the front end is provided with two rows of luggage racks 18, respectively provided on the left and right sides of the vehicle cabin. Each column includes three roof racks 18 arranged in sequence along the length of the vehicle. The seating areas 108 at the middle and rear ends are each provided with two rows of front-rear seats 14 arranged face-to-face, each row including four front-rear seats 14, the two seats being disposed on the left and right sides of the vehicle cabin, respectively, one pair of seats forming an aisle region therebetween. A carrying table 17 is also arranged between the two rows of front and rear seats 14.

Fig. 12 is a top view of a second type of area in a vehicle cabin according to an embodiment of the present application. Still another layout of the second type of zone 102 is shown in fig. 12, the second type of zone 102 comprising three seating areas 108 arranged front to back. The seating areas 108 at the front and in the middle are each provided with two rows of front-rear seats 14 arranged face-to-face, each row including four front-rear seats 14, the two seats being arranged on the left and right sides of the cabin, respectively, one pair of seats forming an aisle region therebetween. A carrying table 17 is also arranged between the two rows of front and rear seats 14. The seating area 108 at the rear end is a doorway area 104 provided with a door 106 on one or both sides, and the solution is applicable to a car provided with two doors on one side.

Fig. 13 is a fifth plan view of a second type of area in a vehicle cabin according to an embodiment of the present application. Still another layout of the second-type area 102 is shown in fig. 13, where the second-type area 102 includes three seating areas 108 arranged from front to back, and the three seating areas 108 are each provided with a walker fixing frame 192 respectively disposed on the left and right sides of the vehicle compartment for temporarily fixing a walker 191. The walking tool 191 can be a bicycle, a balance car, a scooter, a wheelchair and the like, and is suitable for inter-city communication vehicles. The passenger gets on with the walker 191 and places it in the area, secured to the walker mount 192. After arriving at the station, the vehicle gets off with the travel tool 191, and passes between the station and the destination through the travel tool.

Fig. 14 is a top view sixth of a second type of area in a vehicle cabin according to an embodiment of the present application. Still another layout of the second type area 102 is shown in fig. 14, where the second type area 102 includes three seating areas 108 arranged from front to rear, and the seating areas 108 at the front end are provided with a mobility aid holder 192 and a luggage rack 18, and a small number of mobility aids 191 and luggage can be stored. The seating areas 108 at the middle and rear ends are each provided with two rows of front-rear seats 14 arranged face-to-face, each row including four front-rear seats 14, the two seats being disposed on the left and right sides of the vehicle cabin, respectively, one pair of seats forming an aisle region therebetween.

As shown in fig. 2, the third type of area 103 includes two seating areas 108 arranged from front to rear, the seating areas 108 at the front end are provided with two rows of front-rear seats 14 arranged face-to-face, each row includes four front-rear seats 14, the two seats are respectively arranged on the left and right sides of the vehicle cabin in a group, and an aisle area is formed between the two groups of seats. The seating area 108 at the rear end is provided with a row of front-rear seats 14 and a row of operating panels.

In addition to the solution shown in fig. 2, the third type of area 103 may further be configured with reference to the first type of area and the second type of area by providing more module combinations, including two rows of front-rear seats arranged face to face, two rows of front-rear seats arranged in the same direction, a preset number of luggage racks, a combination of front-rear seats and an operation table, a combination of luggage racks and front-rear seats, a combination of luggage racks and a mobility aid holder, and the like.

The two rows of front-rear seats 14 arranged face-to-face are two-class seats, soft-seat seats or hard-seat seats, and the two rows of front-rear seats 14 arranged in the same direction are business seats, one-class seats or two-class seats.

The above drawings provide several schemes of layout in the vehicle cabin, but the inventive concept based on the present application is not limited to the above combinations, and the number, size, arrangement, etc. of the components of the seat, the luggage rack, the bunk, the carrying table, the mobility aid holder, etc. can be extended to various modes. The system is particularly suitable for pedigree trains, namely, different vehicle types obtained based on the same vehicle body design size, can be quickly matched with a component layout module according to specific requirements of the vehicle types, reduces the re-work, improves the efficiency, realizes the structure diversity design in the carriage, and meets the requirements of passengers.

Based on the above, the side wall can be designed in a matching manner according to the high floor area and the low floor area. Specifically, fig. 15 is a side view of a train provided in an embodiment of the present application, and fig. 16 is a schematic structural diagram of a side wall provided in an embodiment of the present application. As shown in fig. 15 and 16, the side walls include a high floor region side wall 251 and a low floor region side wall 252, the bottom end of the high floor region side wall 251 being lower than the low floor region side wall 252; the low floor region side walls 252 are located in the middle of the cabin and the high floor region side walls 251 are located at both ends of the cabin.

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

The corresponding carriage inner space is divided into a high-low plate area and a low-floor area, and the floor height of the low-floor area is lower than that of the high-low plate area, so that the vehicle door can be arranged in the low-floor area, and passengers can get on or off the vehicle conveniently. The space of the low floor area is larger, and riding comfort can be improved. In addition, the floor height of the high and low plate area can satisfy the installation space of the bogie.

Taking the train shown in fig. 15 as an example, the train includes at least two cars 2 and a bogie connected between the two cars 2, the bogie being an articulated bogie 4. A bogie may be provided below the other end of the car 2, which may be a conventional bogie. The carriage includes: chassis, side wall, roof and end wall.

According to the technical scheme provided by the application, the interior space of the carriage is divided into the high-low plate area and the low-floor area, and the side walls are correspondingly arranged to be the side walls of the high-floor area and the side walls of the low-floor area so as to adapt to the high-low floor area and increase the interior space of the low-floor area; in addition, set up the bogie in the below of high floor area, the bogie links to each other with the tip of chassis traction beam, and a bogie is connected between two sections adjacent carriages, can reduce the quantity of whole car bogie, lighten train dead weight.

On the basis of the technical scheme, the embodiment provides a side wall implementation mode:

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

Fig. 17 is a schematic structural diagram of a side wall of a high floor area in a side wall provided in an embodiment of the present application, and fig. 18 is a cross-sectional view of a vertical side wall section in a side wall of a high floor area provided in an embodiment of the present application. The embodiment of the present application provides a specific implementation manner of the vertical side wall profile 253, as shown in fig. 17 and fig. 18, the vertical side wall profile 253 includes at least two vertical profiles spliced together. In this embodiment, the vertical side wall section 253 includes a first vertical section 2531, a second vertical section 2532, a third vertical section 2533 and a fourth vertical section 2534, and the four vertical sections are similar in structure, and their cavity sections include a plurality of rectangular structures surrounded by inner and outer surfaces of the vertical sections and inner ribs of the vertical sections perpendicular to the inner and outer surfaces of the vertical sections, and the first vertical section 2531, the second vertical section 2532, the third vertical section 2533 and the fourth vertical section 2534 are sequentially arranged in parallel in the vehicle length direction and are spliced together by means of socket welding.

Fig. 19 is a schematic structural diagram of a side wall of a low-floor area in a side wall according to an embodiment of the present application. The present application also provides a specific implementation manner of the longitudinal side wall profile 253, as shown in fig. 19, where the longitudinal side wall profile 254 includes at least two longitudinal profiles spliced together. In this embodiment, the longitudinal side wall section 254 includes a first longitudinal section 2541, a second longitudinal section 2542, a third longitudinal section 2543 and a fourth longitudinal section 2544, the four vertical sections have similar structures, a plurality of section diagonal ribs 2547 are distributed in the cavities of the four vertical sections, the internal section diagonal ribs 2547 are densely distributed according to the stress requirement, the two ends of the internal section diagonal ribs 2547 are densely distributed, the middle of the internal section diagonal ribs are loose, and the general trend is that the internal section diagonal ribs 2547 are greatly distributed. The first, second, third and fourth

longitudinal profiles

2541, 2542, 2543 and 2544 are sequentially arranged in parallel in the vertical direction (in the vehicle height direction) and are spliced together by means of socket welding.

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

Fig. 20 is a schematic cross-sectional view of a longitudinal sidewall profile according to an embodiment of the present application, fig. 21 is an enlarged view of a region a in fig. 20, fig. 22 is a schematic view of an opening portion of a concealed C-shaped groove, and fig. 23 is an enlarged view of a region B in fig. 20.

This embodiment provides two embodiments of the C-shaped groove, one of which is an exposed C-shaped groove 2545 provided on the outer surface of the longitudinal side wall profile 254, as shown in fig. 20 and 23. The center of the exposed C-shaped groove is positioned at the junction of the inner ribs of the longitudinal side wall profile, and a triangular support with multiple vertical ribs is formed in the cavity, so that the bearing capacity is improved. Because the side wall is designed to be of a height-variable structure, in the specific embodiment, two groups of exposed C-shaped grooves are respectively arranged on each longitudinal section bar, so that the installation of the built-in wallboards with different heights can be met.

The subsequent installation and use modes of the exposed C-shaped groove are as follows: the big end of the T-shaped bolt is buckled into the C-shaped groove, and the component to be installed is fixed by the T-shaped bolt. The T-bolts can move in the C-shaped slots to act as positional adjustments to the mounting member.

The other C-shaped groove is a built-in C-shaped groove 2546 provided inside the cavity of the longitudinal side wall profile 254. The mounting opening of the concealed C-shaped groove 2546 is positioned on the surface of the longitudinal side wall profile 254, and two profile inclined ribs 2547 are arranged at the bottom of one side of the concealed C-shaped groove opposite to the mounting opening and used as a support. Strictly speaking, the concealed C-shaped groove 2547 is a part of the profile stud 2548, and forms a closed quadrilateral cavity. Because the side wall is designed to be of a height-variable structure, in this embodiment, two groups of built-in C-shaped grooves 2546 are respectively arranged on each longitudinal profile so as to meet the installation requirements of seat profiles with different heights.

The concealed C groove can reduce the weight of the profile and provide more installation space, and is suitable for places with severe requirements on the installation space. In the mechanism, the side wall profile III and the side wall profile IV are provided with built-in C grooves.

Furthermore, the installation opening of the concealed C-shaped groove on the surface of the longitudinal side wall profile is a cross-shaped opening. The structure can be processed at the built-in C-shaped groove where the structure or the equipment is required to be installed, specifically, as shown in fig. 8, the processed cross-shaped opening is provided with a rectangular hole in the middle and oblong holes on two sides. The rectangular holes are process holes and can be used for mounting T-shaped bolts. When the T-shaped bolt is used, the large end of the T-shaped bolt is introduced from the middle rectangular opening and slides to the oblong hole, and the member to be installed is fixed by the T-shaped bolt. The T-shaped bolt can move at the opening of the oblong hole, so that the T-shaped bolt plays a role in adjusting the position of the mounting member.

The side wall profiles in the prior art are formed by splicing longitudinal side wall profiles with the length direction being consistent with the length direction from top to bottom, and as the extruded section of the profile can only be one type and the variable section extrusion can not be realized, the variable section design in the length direction (longitudinal direction of a train) can not be realized, but in practical application, the forces received by the side walls at different positions in the length direction of the vehicle are different, for example, the bearing force received by the side walls near the vehicle door is larger, the side walls are required to be thickened and reinforced, and in the prior art, the longitudinal side wall profiles can only be directly and integrally reinforced, so that the material waste is caused, and the weight of the whole vehicle body can be increased.

The embodiment splices the vertical side wall profiles on the basis of the longitudinal side wall profiles, the length directions of the vertical side wall profiles are mutually perpendicular, the structural directions of the maximum force which can be born are mutually perpendicular, and parts with weaker bearing capacity can be mutually compensated. And can carry out local thickening and strengthening in the part that needs to bear great power, for example splice vertical side wall section bar at the both ends of vertical side wall section bar, set up near the door, just can only carry out thickening reinforcement to vertical side wall section bar, and need not change vertical side wall section bar, both guaranteed processing simple, standard, can guarantee the intensity requirement again, can also reach the demand of lightweight design.

The integral C-shaped groove design has the advantages that:

1) The manufacturing and installation modularization is facilitated, the production efficiency is improved, the production cost is reduced, and the overall C-shaped groove structure meets the requirements of universality, applicability, reliability, maintainability and economy. The unified C-shaped groove realizes the identical part structure, installation interface and performance parameter, and the modularization of the vehicle body interface is a necessary condition for guaranteeing the installation modularization of the subsequent working procedure.

2) High strength and high reliability

The integrated structure increases the consolidation strength, improves the installation strength and has higher installation reliability. Further improving the bearing capacity, expanding the threshold range of the weight of the accessory installed in the subsequent working procedure or further reducing the hoisting points.

3) Convenient installation and stable quality

The subsequent accessory is simpler and more convenient to install, and can be operated by an installer only by using simple tools.

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

If the side wall main structure is separated from the C groove, the C groove is fixed on the vehicle body in a welding, riveting and bonding mode, welding deformation is easy to generate, the verticality of the installation flatness is influenced, and the process difficulty is high in places with high installation requirements; the welding C groove is required to be arranged on the vertical ribs of the profile of the vehicle body, and the welding defects such as welding blurring and the like are easy to cause due to uneven wall thickness of the profile; c grooves are welded at a plurality of positions, so that the heat input amount is large, and the flatness of the side wall is affected; because the side wall deformation caused by the installation of the C-shaped groove and the accessory influences the installation precision of the accessory, the secondary adjustment of the profile of the side wall is required to be carried out in order to ensure the installation quality, and the problems can be avoided by the integral C-shaped groove.

In addition, the welding and riveting of the C groove requires space requirements, and the welding visibility and accessibility limit the design position of the C groove. If the vehicle body is operated in a narrow space, a plurality of inconveniences are brought. Therefore, the labor intensity is greatly reduced by the long C-shaped groove, and the working efficiency is greatly improved. The through length C groove structure is also beneficial to improving the assembly precision, reducing the assembly difficulty, saving the installation working time and improving the working efficiency.

5) Convenient maintenance, strong replaceability and high maturity

Because of the structural system type (C slot interface and mounting bolt system type), when in maintenance, the replacement parts are conveniently found, the interchangeability is improved, the rapid maintenance of faults is facilitated, the maintenance time is saved, and the maintenance cost is reduced.

Is favorable for design change and easy adjustment. When the mounting point is replaced in the subsequent working procedure, the mounting requirement can be met by moving the position of the bolt without changing the vehicle body.

Based on the foregoing, the present embodiment provides a specific implementation manner of a side wall structure, where the side wall includes a high-floor area side wall 251 and a low-floor area side wall 252, the height of the high-floor area side wall 251 in the vertical direction is smaller than the height of the low-floor area side wall 252 in the vertical direction, a passenger room door 25b, a side window 25a and an external display opening 25c are formed in the side wall structure, and the passenger room door 25b is disposed between the high-floor area side wall 251 and the low-floor area side wall 252.

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

For the chassis, this embodiment also provides a specific implementation manner: the chassis may be made of an aluminum alloy or a steel material, and in this embodiment, the chassis is made of an aluminum alloy material, and is designed to be lightweight on the basis of ensuring strength.

Fig. 24 is a schematic view of a chassis structure (with an upward bottom surface) according to an embodiment of the present application, fig. 25 is a partial enlarged view of fig. 24, and fig. 25 is an enlarged view of a two-end chassis, a chassis transition beam, and a part of a middle chassis according to an embodiment of the present application. In addition, in order to intuitively and clearly explain the chassis structure, the chassis illustrated in all the drawings is in an inverted state, that is, the actual bottom surface of the chassis is upward.

As shown in fig. 24 and 25, the chassis 24 includes: a two-position end chassis and a middle chassis 244. Wherein, the two-position end chassis comprises a chassis traction beam 241, and the chassis traction beam 241 is a single component integrally formed by adopting a whole material. The middle chassis 244 is connected to the two-position end chassis by chassis draft beams.

The chassis traction beam in the prior art has the advantages that the number of single pieces is large, the single pieces are required to be assembled and welded together, the welding workload is large, the time for adjusting deformation after welding is increased, special welding tools are required to be used, the left traction beam, the right traction beam, the middle support beam and the hinged panel are welded, the allowable stress at the welding seam is much smaller than that of a base metal, and the pressure is brought to structural optimization design and weight reduction.

According to the scheme provided by the embodiment, the chassis traction beam 241 is formed by welding four components, but is integrally formed by adopting a whole material, the manufacturing material can be aluminum alloy, steel material or any suitable material, the manufacturing mode can be any mode such as rolling, punching, casting, 3D printing and the like, and the manufacturing modes do not need welding, do not have welding workload and do not need welding tools. The welding line does not exist on the chassis traction beam formed integrally, the high stress area does not have a weak point, larger traction force can be born, and the allowable stress born by the chassis traction beam can be greatly improved to 215MPa from the original 115MPa through experiments.

Fig. 26 is a longitudinal cross-sectional view (bottom up) of the chassis transition beam and chassis draft sill. Further, as shown in fig. 26, the chassis 24 further includes a chassis transition beam 245, one end of the chassis transition beam 245 is connected to the middle chassis 244, and the other end of the chassis transition beam 245 is connected to the chassis traction beam 241. In one embodiment, the main structure of the chassis 24 is stepped, the middle chassis 244 is lower, the chassis at two ends is higher (the chassis 24 is turned over in the drawing, so the middle chassis 244 is higher in the drawing), and the bottom transition beam 245 can transition at the stepped junction between the two end chassis and the middle chassis 244 to connect the two end chassis and the middle chassis. The chassis transition beam 245 plays a role in connecting the middle chassis 244 and the chassis traction beam 241, the curved surface or inclined surface structure can avoid stress transition concentration, and the chassis transition beam 245 can play a role in reinforcing similar to reinforcing ribs or reinforcing ribs.

Fig. 27 is an enlarged view of a region C of fig. 26, fig. 28 is a schematic view of a two-position end chassis structure (with a bottom surface upward), fig. 29 is a schematic view of a cross-sectional structure of fig. 28, and fig. 30 is an enlarged view of a region D of fig. 29.

On the basis of the above technical scheme, the embodiment of the application provides a specific implementation manner of the underframe transition beam 245, which comprises a transition beam upper cover plate 2451, a transition beam lower cover plate 2452 and a transition beam vertical plate 2453, wherein the transition beam vertical plate 2453 is of a flat plate structure and is not less than one, at least two transition beam vertical plates extend along the longitudinal direction, the at least two transition beam vertical plates are arranged in parallel, and the side edges of the transition beam upper cover plate 2451 and the transition beam lower cover plate 2452 are connected with the plate surface of the transition beam vertical plate 2453.

Specifically, three transition beam risers 2453 are adopted in the embodiment of the application, two transition beam upper cover plates 2451 and two transition beam lower cover plates 2452 are respectively arranged, the middle of the three transition beam risers 2453 which are arranged in parallel at equal intervals is divided into two spaces, and each space is internally provided with one transition beam upper cover plate 2451 and one transition beam lower cover plate 2452.

The plurality of parallel transition beam risers 2453 can respectively bear tensile force or compressive force transmitted by the chassis traction beam 241, so that stress at the connection position of the chassis transition beam 245 and the chassis traction beam 241 is dispersed, and rapid fatigue damage at the connection position caused by excessive concentration of stress is avoided.

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

For the connection between the chassis transition beam 245 and the chassis traction beam, this embodiment provides a connection mode, where the ends of the upper cover plate 2451 and the lower cover plate 2452 of the transition beam and the chassis traction beam 241 are respectively curved upwards in an arc shape, and the ends of the chassis traction beam 241 and the chassis transition beam 245 are divided into two connection parts which are respectively curved downwards, and the two connection parts are respectively butted with the upper cover plate 2451 and the lower cover plate 2452 of the transition beam. The connection part of the chassis traction beam 241 and the chassis transition beam 245 forms a hollow structure in a fish belly shape, the connection part is stable in transition due to the fish belly-shaped curved surface shape, no sharp angle which is easy to cause high stress concentration is formed, the hollow structure is of a lightweight design, and the weight of the chassis is reduced on the basis of ensuring the strength.

Further, the chassis transition beam 245 is connected with the chassis traction beam 241 by a horizontal staggered weld.

In the prior art, the chassis traction beam is provided with the coupler installation seat, namely, the chassis traction beam is connected with the middle chassis through the coupler, the stability is poor, the stress is concentrated at the coupler and the coupler installation seat, the stress is concentrated at the point-shaped stress points, the stress concentration degree is high, the stress is weak of the whole structure of the chassis, the fatigue damage is easy to cause, and the strength is difficult to improve. In this embodiment, the chassis transition beam 245 is used to fixedly connect the chassis traction beam 241 with the middle chassis 244, and a mode of horizontally staggering the welding seam connection at the joint and the multiple transition beam vertical plates 2453 is used, so that the stress transferred from the chassis traction beam is more dispersed, and the load bearing capacity of the chassis is further improved.

In this embodiment, the end of the chassis draft sill 241 not connected to the chassis transition beam is provided with a truck mounting plate 2411. In practical application, the single-layer motor train unit head car body needs to meet the interface requirements of the traditional bogie and the hinged bogie at the same time, so the bogie mounting plate 2411 capable of mounting the traditional bogie and the hinged bogie is provided in the embodiment. Notably, the truck mounting plate 2411 is an integral part of the undercarriage draft sill 241 and is not a separate component.

For the two-position end chassis, as shown in fig. 19, the present embodiment provides a specific implementation manner, where the two-position end chassis further includes a chassis end beam 242 and a chassis side beam 243, the chassis traction beam 243 is configured to be axisymmetric about a chassis longitudinal center line, the chassis end beam 242 is axisymmetric about the chassis longitudinal center line and disposed on two sides of the chassis traction beam 243, and the chassis side beam 243 is axisymmetric about the chassis longitudinal center line and disposed on two sides of the chassis end beam 242.

Further, as shown in fig. 29, the chassis end beams 242 are arranged horizontally and the chassis side beams 243 are arranged vertically.

Further, as shown in fig. 30, a triangular welding line is formed at the joint of the underframe traction beam 242 and the underframe end beam 242, and the underframe traction beam and the underframe end beam 242 are fixedly connected in a welding manner; the chassis end beam 242 is fixedly connected with the chassis side beam 243 by means of assembly welding.

Based on the above chassis structure, this embodiment provides a bogie: the bogie comprises: a frame and a traction device. Wherein, draw gear includes: the first traction pin is in rotary connection with the second traction pin, and the first traction pin is matched with the framework to transmit longitudinal force; the first traction pin and the second traction pin are respectively connected with the bogie mounting plates at the bottoms of two adjacent carriages.

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

In addition, two carriages are connected through the bogie, so that the number of the bogies can be reduced, and one bogie is reduced for every two carriages. A train of 8-consist vehicles conventionally has 2 bogies at the bottom of each car, and 16 bogies are required for the entire train. In the embodiment, only 9 bogies are needed for a train of 8-group vehicles, 7 bogies are reduced, the dead weight of the train is greatly lightened, and the traction efficiency is improved.

According to the scheme, the underframe traction beam is arranged at the bottom of the carriage, and the bogie mounting plate is arranged at the end part of the underframe traction beam; the first traction pin and the second traction pin in the bogie traction device are correspondingly arranged to be in rotary connection, the bogie is arranged between two carriages, the first traction pin and the second traction pin are respectively connected with bogie mounting plates at the ends of the two carriages, so that the bogie can be connected with the two carriages and transmit traction force or braking force, and the bogie is in rotary connection with the second traction pin through the first traction pin, can adapt to the relative position change of the two carriages along the vertical direction, the transverse direction or the longitudinal direction, and is beneficial to the passing of a train through a curve.

On the basis of the technical scheme, the structure of the bogie is illustrated in detail in the embodiment:

fig. 31 is a perspective view of a bogie provided in an embodiment of the present application, and fig. 32 is a top view of a bogie provided in an embodiment of the present application. Taking the bogie shown in fig. 31 and 32 as an example to describe the traction device in detail, the bogie provided in this embodiment includes: a framework, a wheel set, a traction device, a primary suspension device and a secondary suspension device.

The frame 41 is a main body structure of the bogie, and functions to carry the weight of the vehicle body and provide a connection interface for other components. The frame 1 comprises: two side beams extending in the longitudinal direction and a cross beam disposed between the two side beams.

The number of the wheel sets is two, and the wheel sets are respectively arranged below the end parts of the side beams. The wheel set includes: axle 421, wheels 422 symmetrically disposed on axle 421, and axle boxes 423. The axle boxes 423 may be provided on the inner side of the wheel or on the outer side of the wheel. In the bogie illustrated in fig. 17 and 18, the axle boxes 423 are provided on the inner side of the wheels.

A suspension assembly 44 is disposed between the ends of the side rails and the axle housing 423 for dampening vertical forces between the side rails and the axle housing. The primary suspension 44 may be a stiff spring or a rubber stack, etc.

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

The traction device comprises: a first traction pin 431 and a second traction pin 432. The bogie provided in this embodiment is disposed between two cars, so that two cars share one bogie. The first kingpin 431 is connected to one car and the second kingpin 432 is connected to the other car. The first traction pin 431 and the second traction pin 432 are rotatably connected, and the first traction pin 431 and the cross beam cooperate to transmit a longitudinal force, including a traction force and a braking force, which is sequentially transmitted to the vehicle cabin through the wheel set, the frame, and the traction pin.

The bogie adopts a first traction pin and a second traction pin which are rotationally connected, and the first traction pin and the second traction pin are respectively connected with two adjacent carriages; the first traction pin is matched with the cross beam to transfer longitudinal force, the bogie is connected between two carriages, and the two carriages share one bogie, so that the number of the bogies can be reduced, the dead weight of the vehicle is further reduced, and the traction efficiency is improved.

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

Fig. 33 is a schematic view of a first rotation of a first traction pin and a second traction pin in a bogie provided in an embodiment of the present application, fig. 34 is a schematic view of a second rotation of the first traction pin and the second traction pin in the bogie provided in an embodiment of the present application, and fig. 35 is a schematic view of a third rotation of the first traction pin and the second traction pin in the bogie provided in an embodiment of the present application.

There are various ways in which the first traction pin 431 and the second traction pin 432 are rotatably connected, for example: the elastic connecting pin is rotatably connected between the first traction pin 431 and the second traction pin 432, so that the first traction pin 431 and the second traction pin 432 can rotate in a plane formed by the length of a vehicle and the width of the vehicle, the horizontal deflection angle between two carriages is adapted, the vehicle smoothly passes through a curve, and the maximum angle alpha can reach 13 degrees, as shown in fig. 33.

The first traction pin 431 and the second traction pin 432 can also rotate in a plane formed by the vehicle width and the vehicle height so as to adapt to the conditions of different track heights at two sides, avoid the side turning of the vehicle, improve the driving safety, and the maximum included angle beta between the first traction pin 431 and the second traction pin 432 can reach 4 degrees, as shown in fig. 34.

The first traction pin 431 and the second traction pin 432 can also rotate in a plane formed by the length of the vehicle and the height of the vehicle, so as to adapt to the situation of different heights between two wheel pairs in the bogie, facilitate the vehicle to smoothly pass through the uneven road surface, ensure the driving safety, and ensure that the maximum included angle theta between the first traction pin 431 and the second traction pin 432 can reach 1.5 degrees, as shown in fig. 35.

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

fig. 36 is a partial enlarged view of a bogie provided in an embodiment of the present application, fig. 37 is an exploded view of a traction device in a bogie provided in an embodiment of the present application, fig. 38 is a schematic structural view of a traction device in a bogie provided in an embodiment of the present application, and fig. 39 is a partial longitudinal sectional view of a bogie provided in an embodiment of the present application.

As shown in fig. 36 to 39, the elastic connection pin 433 includes: central shaft, elastic middle sleeve and annular outer sleeve. Wherein the central shaft and the annular outer sleeve are constructed of a rigid material, such as: and (3) metal. The elastic intermediate sleeve is made of a material with certain elastic deformation capacity, for example: and (3) rubber. The elastic middle sleeve is arranged between the central shaft and the annular outer sleeve, and is formed into an integrated structure by vulcanizing rubber and an inner metal layer and an outer metal layer. The central shaft is connected to a second traction pin 432 and the annular outer sleeve is connected to a first traction pin 431.

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

The first traction pin 431 has a first hinge part 4311 at one side of an upper portion thereof, the first hinge part 4311 is provided with a first hinge hole 4312, and a center line of the first hinge hole 4312 extends in a lateral direction. The elastic connection pin 433 is inserted into the first hinge hole 4312, and specifically, the annular casing is press-fitted into the first hinge hole 4312.

The other side of the upper portion of the first traction pin 431 is provided with a first body coupling seat 4313, and the first body coupling seat 43123 is of a plate-shaped structure, and is coupled to the body of the vehicle compartment by a screw fastener, for example, to the end of the chassis of the vehicle body. The first traction pin 431 is generally T-shaped in configuration.

The second traction pin 432 has a second body connection base 4323 formed on one side thereof, and is formed in a plate-like structure to be connected to a vehicle body of another vehicle compartment by a screw fastener, for example, to an end of a chassis of the vehicle body.

The other side of the second traction pin 432 is provided with two second hinge parts 4321, the two second hinge parts 4321 are perpendicular to the second body connecting seat 4323, and the two second hinge parts 4321 are oppositely arranged with a certain distance. A second hinge hole 4322 is formed in each second hinge part 4321. The second traction pin 432 is generally U-shaped in configuration.

The first hinge part 4311 is interposed between the two second hinge parts 4321, and both ends of the center shaft are penetrated through the second hinge holes 4322 and fixed to the second hinge parts 4321.

Further, a hinge cover 434 is coupled to an outer side surface of the second hinge part 4321 and aligned with the second hinge hole 4322. The hinge cover 434 has a triangular shape with three corners fixed to the outer side of the second hinge part 4321 by screw fasteners. The hinge cover 434 has a connection key 4341 protruding toward the inner side surface of the second hinge part 4321, and a key groove 4331 for accommodating the connection key 4341 is provided at the end surface of the center shaft. The connection key 4341 is inserted into the key groove 4331, and can restrict the rotation of the central shaft, thereby fixing the central shaft to the second traction pin 431 and preventing the loosening.

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

The bottom end of the first traction pin 431 cooperates with the cross beam to transmit longitudinal forces. One implementation is as follows: the middle part of the cross beam is provided with a through hole which is penetrated up and down, and the bottom end of the first traction pin 431 is inserted into the through hole. A longitudinal buffer stop 435 is disposed in the through hole between the first traction pin 431 and the cross beam, respectively. The longitudinal cushioning stops 435 may be constructed of an outer metal and inner rubber vulcanized and secured to the cross beam by threaded fasteners or may be secured to the side walls of the first kingpin 431 for cushioning the rigid forces between the first kingpin and the cross beam.

Another implementation: the number of cross beams can be two, and the cross beams are connected between the two side beams side by side. The bottom end of the first traction pin 431 is interposed between the two cross members, and a longitudinal buffer stop is provided between the first traction pin 431 and the corresponding side cross member.

Further, a transverse buffer stop 437 is further provided between the traction device and the frame, for buffering the transverse force between the traction device and the frame, and also limiting the excessive transverse displacement between the vehicle body and the frame. Specifically, the lateral bump stop 437 is secured to the outer side of the second hinge 4321 in the second traction pin 432 by a threaded machine fastener. The outer sides of both second hinge parts 4321 are provided with a transverse buffer stop 437. In the straight running process of the vehicle, a certain gap is reserved between the transverse buffer stop 437 and the framework, and when the vehicle passes through a curve, the transverse buffer stop 437 on one side is contacted with the framework, so that larger transverse displacement between the vehicle body and the framework is avoided.

Fig. 40 is a transverse cross-sectional view of a bogie provided in an embodiment of the present application. As shown in fig. 40, in addition to the above technical solution, the bogie may further include a transverse damper 471 connected between the frame and the traction device for buffering transverse force between the traction device and the frame.

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

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

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

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

Alternatively, if a driving device is provided on the above-mentioned bogie, the bogie may be used as a motor car bogie, namely: a power steering frame. The driving means may be provided on the frame for driving the wheels in rotation.

Fig. 41 is a schematic structural diagram of a wheel set and a driving device in a bogie provided in an embodiment of the present application, fig. 42 is a top view of the wheel set and the driving device in the bogie provided in an embodiment of the present application, fig. 43 is a schematic structural diagram of a gear box and a driving motor in the bogie provided in an embodiment of the present application, and fig. 44 is a cross-sectional view of the gear box and the driving motor in the bogie provided in an embodiment of the present application.

The present embodiment provides an implementation manner: as shown in fig. 41 to 44, the driving device includes: a drive motor 461 and a gear box 462. Wherein the gear case 461 includes: the box and set up driving gear and driven gear in the box. The driving gear is a small gear, the driven gear is a large gear, and the driven gear is meshed with the driving gear. The driving gear is connected with the output end of the driving motor through the coupler, the driven gear is in interference fit with the axle, the driving gear is driven to rotate through the driving motor, and then the axle is driven to rotate through the driven gear.

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

Specifically, the axial end of the driving motor 461 is recessed inward to form a recessed structure, the side surfaces of the gear boxes 462 facing the driving motor are respectively inclined outward to extend out of the gear box connecting arms 4621, the gear box connecting arms 4621 are connected with the housing of the driving motor 461 through rubber nodes, and each gear box connecting arm 4621 encloses a recessed structure. The recess structure formed by the driving motor 461 and the recess structure formed by the gear case 462 enclose an accommodating space, and the coupling 463 is provided in the accommodating space. The coupling 463 may be a flexible coupling, for example: the drum-type tooth-type coupler connects the shaft head of the gear box with the shaft head of the motor together to realize torque transmission. The drum-type tooth-type coupler has higher bearing capacity, larger allowable angular displacement and higher torque transmission capacity.

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

One implementation: the number of the gear box connecting arms 4621 is four, and two gear box connecting arms 4621 are positioned at the upper part of the gear box 462 and respectively extend upwards; two other gearbox connecting arms 4621 are located at the lower part of the gearbox 462 and extend downward respectively. The four gear box connecting arms 4621 are arranged axisymmetrically with respect to the vertical center plane of the driving motor, and the four gear box connecting arms 4621 are arranged axisymmetrically with respect to the horizontal center plane of the driving motor. Fig. 45 is an enlarged view of the area E in fig. 44. As shown in fig. 43 and 45, the gear box connecting arm 4621 is connected with the casing of the driving motor through a rubber joint, a rubber bushing 466 is arranged in the rubber joint, the connecting screw 467 is connected with a nut by penetrating through a mounting hole on the casing of the driving motor and a mounting hole at the end part of the gear box connecting arm 4621 respectively, a rubber bushing 466 is sleeved between the connecting screw 467 and the mounting hole of the connecting arm, the rubber bushing 466 can relieve the position deviation between the motor and the gear box to a certain extent, and the deflection pressure of the coupler is reduced to a certain extent.

The gearbox 462 is connected to the frame 41 using a gearbox connecting rod 464. Specifically, the bottom end of the gear case connecting rod 464 is connected to the housing of the gear case 462 through an elastic node, and the top end is connected to the frame 41 through an elastic node. The gearbox connecting rod 464 is rotatable at an angle to the housing of the gearbox 462.

Fig. 46 is an enlarged view of region F in fig. 44. As shown in fig. 43 and 46, the side of the housing of the drive motor 461 facing away from the axle 421 is connected to the frame 41 through a motor buffer node 465. Motor buffer node 465 includes: motor mount 4651, two rubber sleeves 4652. Wherein the motor mount 4651 is fixed to the housing of the drive motor. The two rubber sleeves 4652 are symmetrically arranged up and down, and a certain gap is reserved between the two rubber sleeves. The frame 41 is provided with a motor mounting portion 411, and two rubber sleeves 4652 are sandwiched between the upper and lower sides of the motor mounting portion 411. The connecting screw 467 is connected and fixed with the nut after sequentially passing through the through holes arranged on the rubber sleeve, the motor installation part and the motor installation seat.

By adopting the connection mode of the motor buffer node 465, the elastic frame is suspended with the framework, and when the framework moves in a sinking and floating mode, the motor buffer node 465 can absorb part of deformation, so that motor displacement is reduced.

Further, a motor stop 468 is fixed to the frame 41, and the motor stop 468 is located below the motor buffer node 465 to prevent the drive motor from falling down due to failure. The motor stop 468 may take the form of an L-shaped structure or a U-shaped structure with the motor buffer node 465 located inside.

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

Fig. 47 is a top view of another truck provided in an embodiment of the present application. As shown in fig. 47, in addition to the above technical solution, a speed detection device may be further used to detect the rotation speed of the axle. Specifically, the speed detection device includes: a speed detection assembly and a speed sensor. The speed detecting assembly is fixedly arranged at the end part of the axle 421 and rotates synchronously with the axle 421. The speed sensor is disposed on an inner wall of the axle box 423 and is used for measuring a running speed of the vehicle in cooperation with the speed detecting component.

Fig. 48 is a cross-sectional view of a bogie provided in an embodiment of the present application, where a speed detecting device is disposed at an axial end, and fig. 49 is an axial end schematic view of the bogie provided in an embodiment of the present application. As shown in fig. 48 and 49, the speed sensing assembly includes a shaft end adapter 481, a sensing gear 482 and an axle end cap 485. Wherein the axle end cap 485 is connected to the frame 41 by an axle end hinge rod 484.

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

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

The speed sensor 483 is inserted into the shaft cover from the outside. The axle housing cover is also connected to the frame 41 by an axle end hinge rod 484.

On the basis of the above technical solution, the length of the cross beam is longer than the distance between the two side beams, and the part of the cross beam extending to the outer side of the side beams is provided with a secondary connection structure for connection with a secondary suspension device 45. The number of the two-system hanging devices 45 is four, and the two-system hanging devices 45 are one group which is arranged at one end of the cross beam; two secondary suspension devices 45 at the same end of the cross beam are arranged at intervals in the longitudinal direction. The secondary suspension 45 may be an air spring.

In the bogie described above, the first hinge 4311 and the second hinge 4321 have mounting surfaces extending in the vertical direction. Correspondingly, the outer end surface of the bogie mounting plate is a surface extending along the vertical direction, and the first hinge part 4311 and the second hinge part 4321 are correspondingly in butt joint with the outer end surface of the bogie mounting plate and are connected through a threaded fastener extending along the horizontal direction.

Claims

1. A rail vehicle based on a modular design, comprising: at least one carriage;

A plurality of riding areas are sequentially arranged in the first type area and the second type area along the length direction of the vehicle, and each riding area is provided with a side window; the riding area is provided with a preset component layout module, and the component layout module comprises: at least one of a front-back seat, a left-right seat, a bunk, a luggage rack, a mobility aid fixing rack and an operation table;

the floor height of the first type area is higher than that of the second type area, and the first type area and the door opening area are transited through stairs;

the side walls of the carriage comprise a high floor area side wall and a low floor area side wall, wherein the bottom end of the high floor area side wall is higher than the low floor area side wall;

the high floor area side wall comprises: the longitudinal side wall section bar and the vertical side wall section bar are spliced, the longitudinal side wall section bar extends along the vehicle length direction, the vertical side wall section bar extends along the vertical direction, and the end part of the longitudinal side wall section bar is propped against the vertical side wall section bar; one side of the vertical side wall section bar is connected with the longitudinal side wall section bar, and the other side of the vertical side wall section bar faces the vehicle door; the vertical side wall profile comprises at least two vertical profiles, and each vertical profile is sequentially arranged along the longitudinal direction; the longitudinal side wall profile comprises at least two longitudinal profiles, and each longitudinal profile is sequentially arranged along the vertical direction;

The side wall of the low floor area comprises a longitudinal side wall profile formed by splicing; the longitudinal side wall profile comprises at least two longitudinal profiles, and each longitudinal profile is sequentially arranged along the vertical direction.

2. The rail vehicle of claim 1, wherein the ride-on zone in the first type of zone is configurable as a component layout module: the vehicle comprises two rows of front-rear seats which are arranged face to face, two rows of front-rear seats which are arranged in the same direction, a preset number of left-right seats which are arranged along the length direction of the vehicle, two rows of bunkers, a preset number of luggage racks, and a combination of the luggage racks and the front-rear seats.

3. The rail vehicle of claim 1, wherein the ride-on zones in the second class of zones are configurable as part layout modules: the bicycle comprises two rows of front and rear seats which are arranged face to face, two rows of front and rear seats which are arranged in the same direction, a preset number of left and right seats which are arranged along the length direction of the bicycle, a preset number of luggage racks, a combination of the luggage racks and the front and rear seats, a combination of a mobility aid fixing frame and a mobility aid fixing frame.

4. The railway vehicle of claim 1, wherein a third type of zone is further provided in the car, the second type of zone being located between the first type of zone and the third type of zone; a plurality of riding areas are sequentially arranged in the third type of area along the length direction of the vehicle, and each riding area is provided with a side window; the component layout modules of the third type of area, which can be set in the riding area, are as follows: the bicycle comprises two rows of front and rear seats arranged face to face, two rows of front and rear seats arranged in the same direction, a preset number of luggage racks, a combination of the front and rear seats and an operation table, a combination of the luggage racks and the front and rear seats, and a combination of the luggage racks and a mobility aid fixing frame.

5. The rail vehicle of claim 4, wherein the floor level of the third class of areas is higher than the floor level of the second class of areas, the third class of areas and the second class of areas transitioning through stairs.

6. A rail vehicle according to claim 2, 3 or 4, characterized in that a carrier is also provided between two rows of front-rear seats arranged face-to-face;

the two rows of front-rear seats arranged face to face are two-class seats, a soft seat or a hard seat;

the two rows of fore-and-aft seats arranged in the same direction are business seats, class seats or class seats.

7. The railway vehicle according to claim 1, wherein the cavity section of the vertical profile comprises a plurality of rectangular structures surrounded by inner and outer surfaces of the vertical profile and inner ribs of the vertical profile perpendicular to the inner and outer surfaces of the vertical profile.

8. The railway vehicle according to claim 1, wherein the cavity section of the longitudinal profile comprises a plurality of rectangular structures, triangular structures and trapezoid structures, wherein the rectangular structures are formed by surrounding the inner surface and the outer surface of the longitudinal profile, profile studs perpendicular to the inner surface and the outer surface of the longitudinal profile, and profile diagonal ribs obliquely arranged inside.

9. The rail vehicle of claim 8, wherein the longitudinal side wall profile is further provided with a C-shaped channel for connecting or mounting other vehicle body structures or assemblies, the C-shaped channel and the longitudinal side wall profile being of an integrally formed structure manufactured from the same material.

10. The rail vehicle of claim 9, wherein the C-shaped slot comprises:

the exposed C-shaped groove is arranged on the outer surface of the longitudinal side wall profile; the center of the exposed C-shaped groove is positioned at the junction of the inner ribs of the longitudinal side wall profile;

the concealed C-shaped groove is arranged in the cavity of the longitudinal side wall profile; the installation opening of the concealed C-shaped groove is positioned on the surface of the longitudinal side wall profile, and two profile diagonal ribs are arranged at the bottom of one side of the concealed C-shaped groove opposite to the installation opening and used as supports.

11. The railway vehicle of claim 1, wherein the undercarriage of the car comprises: a two-position end chassis; the chassis traction beam is arranged on the two-position end chassis and is a single component integrally formed by adopting a whole material;

the middle underframe is connected with the two-position end underframe through an underframe traction beam;

and one end of the chassis transition beam is connected with the middle chassis, and the other end of the chassis transition beam is connected with the chassis traction beam.

12. The rail vehicle of claim 11, wherein the chassis transition beam comprises a transition beam upper cover plate, a transition beam lower cover plate, and transition beam risers, wherein the transition beam risers are of a flat plate-like structure and not less than one, extend in the longitudinal direction, at least one transition beam riser is arranged in parallel, and the sides of the transition beam upper cover plate and the transition beam lower cover plate are connected to the faces of the transition beam risers.

13. The rail vehicle of claim 12, wherein the ends of the upper and lower transition beam cover plates connected to the chassis draft sill are curved upwardly in an arc shape, respectively, and the ends of the chassis draft sill connected to the chassis transition beam are divided into two connecting portions each curved downwardly in an arc shape, and the two connecting portions are respectively butted with the upper and lower transition beam cover plates.

14. The rail vehicle of claim 11, wherein the end of the undercarriage draft sill not connected to the undercarriage transition beam is provided with a bogie mounting plate; the bogie mounting plate is used for being connected with a traction device of the bogie.

15. The rail vehicle of claim 11, wherein the two-position end frame further comprises a frame end beam and a frame side beam, wherein the frame draft sill is configured to be axisymmetric about a frame longitudinal centerline, the frame end beam is disposed axisymmetric about the frame longitudinal centerline on both sides of the frame draft sill, and the frame side beam is disposed axisymmetric about the frame longitudinal centerline on both sides of the frame end beam.

16. The railway vehicle of claim 1, wherein a bogie is provided between the car and an adjacent car, the bogie comprising:

a frame; the frame comprises: two side beams extending in the longitudinal direction and a cross beam arranged between the two side beams;

wheel pairs arranged below two ends of the side beams; the wheel set includes: the axle, wheels symmetrically arranged on the axle and axle boxes;

a traction device; the traction device comprises: the first traction pin and the second traction pin are rotationally connected, and the first traction pin and the cross beam are matched to transmit longitudinal force; the first traction pin and the second traction pin are respectively connected with traction beams at the bottoms of two adjacent carriages;

a series of suspension devices arranged between the end parts of the side beams and the axle boxes;

the secondary suspension device is arranged on the framework.

17. The railway vehicle of claim 16, wherein the traction device further comprises: an elastic connection pin; the elastic connecting pin is rotatably connected between the first traction pin and the second traction pin, so that the first traction pin and the second traction pin can rotate in a plane formed by the vehicle length and the vehicle width, can also rotate in a plane formed by the vehicle width and the vehicle height, and can also rotate in a plane formed by the vehicle length and the vehicle height.

18. The railway vehicle of claim 17, wherein the resilient connecting pin comprises:

a rigid central shaft connected to the second kingpin;

a rigid annular outer sleeve coupled to the first kingpin;

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

19. The railway vehicle as claimed in claim 18, wherein a first hinge part is provided at one side of an upper portion of the first traction pin, the first hinge part being provided with a first hinge hole, the annular outer sleeve being fixed in the first hinge hole; the other side of the upper part of the first traction pin is provided with a first vehicle body connecting seat used for being connected with a carriage; the bottom end of the first traction pin is matched with the cross beam to transmit longitudinal force;

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

20. The railway vehicle of claim 19, wherein the traction device further comprises: a hinge cover coupled to an outer side surface of the second hinge part and aligned with the second hinge hole; the inner side surface of the hinged cover is provided with a connecting key; the end face of the central shaft is provided with a key slot for accommodating the connecting key.

21. The railway vehicle according to claim 19, wherein a through hole penetrating up and down is provided in the middle of the cross beam, and the bottom end of the first traction pin is inserted into the through hole;

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

22. The railway vehicle of claim 21, further comprising:

a transverse damper mount connected to the bottom end of the first kingpin; the transverse shock absorber mounting seat is also connected with the transverse shock absorber;

the transverse shock absorber mount includes:

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

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

23. The railway vehicle of claim 16, wherein the bogie further comprises: the driving device is connected to the framework and used for driving the axle to rotate;

The driving device includes:

a gear box; the box body of the gear box is connected to the framework; a driven gear in the gear box is fixedly connected with the axle;

a driving motor; the shell of the driving motor is connected with the box body of the gear box, and the output shaft of the driving motor is connected with the driving gear in the gear box through a coupler; the housing of the drive motor is also connected to the frame.

24. The rail vehicle of claim 23, wherein an axial end of the drive motor is recessed inwardly to form a recessed structure; the gear box is outwards inclined towards the side surface of the driving motor to extend out of the connecting arms respectively, and the connecting arms are connected with the shell of the driving motor through rubber nodes; each connecting arm is surrounded into a concave structure;

the concave structure formed by the driving motor and the concave structure formed by the gear box enclose an accommodating space, and the coupler is arranged in the accommodating space.

25. The railway vehicle of claim 24, wherein the number of connecting arms is at least three, wherein two connecting arms extend up to two sides of a vertical center plane of the drive motor, the vertical center plane being a plane passing through an axis of the drive motor and extending vertically; at least one connecting arm extends downward to below the horizontal center plane of the drive motor, which is a plane passing through the axis of the drive motor and extending in the horizontal direction.

26. The rail vehicle of claim 23, wherein a side of the housing of the drive motor facing away from the axle is connected to the frame by a buffer node;

the bogie further comprises: a gearbox connecting rod; the bottom of the gear box connecting rod is connected with the shell of the gear box through an elastic node, and the top of the gear box connecting rod is connected with the framework through an elastic node.

27. The rail vehicle of claim 16, wherein the length of the cross member is greater than the distance between the two side members; the part of the cross beam extending to the outer side of the side beam is provided with a secondary connection structure for being connected with a secondary suspension device;

the number of the two-system hanging devices is four, and the two-system hanging devices are one group which is arranged at one end of the cross beam; two secondary suspension devices positioned at the same end of the cross beam are distributed at intervals along the longitudinal direction.