WO2022116701A1 - 车体及胶轮列车 - Google Patents

车体及胶轮列车 Download PDF

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Publication number
WO2022116701A1
WO2022116701A1 PCT/CN2021/123699 CN2021123699W WO2022116701A1 WO 2022116701 A1 WO2022116701 A1 WO 2022116701A1 CN 2021123699 W CN2021123699 W CN 2021123699W WO 2022116701 A1 WO2022116701 A1 WO 2022116701A1
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WIPO (PCT)
Prior art keywords
vehicle
vehicle body
partition wall
traction
cover plate
Prior art date
Application number
PCT/CN2021/123699
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English (en)
French (fr)
Inventor
胡基贵
刘英博
姜琨久
董静
欧士玺
张晓珍
王媛媛
Original Assignee
中车南京浦镇车辆有限公司
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Application filed by 中车南京浦镇车辆有限公司 filed Critical 中车南京浦镇车辆有限公司
Publication of WO2022116701A1 publication Critical patent/WO2022116701A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D31/00—Superstructures for passenger vehicles
    • B62D31/02—Superstructures for passenger vehicles for carrying large numbers of passengers, e.g. omnibus
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D47/00—Motor vehicles or trailers predominantly for carrying passengers
    • B62D47/02—Motor vehicles or trailers predominantly for carrying passengers for large numbers of passengers, e.g. omnibus
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the present application relates to vehicle manufacturing technology, and in particular, to a vehicle body and a rubber-wheeled train.
  • Low-floor trackless vehicles have the advantages of large vehicle marshalling volume, low entrance, easy to get on and off, etc., and they play an increasingly important role in urban traffic.
  • the floor of the existing low-floor trackless vehicle includes a high-floor area, the high-floor area is located at the front end of the vehicle body, and the front end of the vehicle body is provided with an isolation structure, for example, an isolation panel is provided at the front end of the vehicle body to form a driver's cab and Passenger compartment; however, the structural strength of the current driver's cab and the torsional resistance of the front end of the car body are poor, which reduces its anti-collision performance and affects the driver's driving safety.
  • the embodiments of the present application provide a vehicle body and a rubber-wheeled vehicle, which can solve the problems of poor structural strength of the driver's cab and poor torsional performance of the front end of the vehicle body.
  • a vehicle body which includes an end wall of a driver's cab and a roof rail, a roof rail, and a vehicle bottom high rail located above the driver's cab;
  • the roof rail are arranged on both sides of the top of the vehicle body along the length direction of the vehicle body, the two ends of the roof beam are respectively connected with the roof longitudinal beam, and the vehicle bottom high beam is located at the bottom of the vehicle body;
  • the driver The cab end wall is located between the driver's cab and the passenger compartment, and the driver's cab end wall includes two side wall columns, a partition wall beam and two partition wall columns;
  • the roof longitudinal beam and the vehicle bottom high beam are connected, the partition wall column is parallel and opposite to the side wall column, one end of the partition wall column is connected with the vehicle bottom high beam, and the other end is convex Out of the partition wall beam, and connected with the roof beam;
  • the partition wall beam and the roof beam are arranged in parallel and opposite, the partition wall beam is located below the
  • a rubber-tired train which includes at least one vehicle body according to the first aspect.
  • the car body includes a driver's cab end wall, and the driver's cab end wall includes two side wall columns, a partition wall beam and two partition wall columns, and the side wall columns and The roof longitudinal beam and the bottom high beam are connected, the partition wall beam is connected to the top of the two partition wall columns, and the two ends of the partition wall beam are respectively connected to the two side wall columns, and the two ends of the partition wall column are respectively connected to the roof
  • the beam and the bottom high beam are connected; thus the end wall of the cab is connected with the roof rail, roof beam and bottom high beam of the car body to form a closed frame, thereby enhancing the structural strength of the front end of the car body, Improve the torsional performance of the front end of the car body.
  • Figure 1 shows a schematic structural diagram of a vehicle body provided by an embodiment of the present application
  • FIG. 2 Shown in Fig. 2 is the front view of Fig. 1;
  • Figure 3 shows a schematic structural diagram of a high floor area of a vehicle body provided by an embodiment of the present application
  • Figure 4 shows a schematic structural diagram of a vehicle bottom high longitudinal beam provided by an embodiment of the present application
  • Figure 5 shows a schematic structural diagram of the first high longitudinal beam body in Figure 4.
  • Figure 6 shows a schematic diagram of the connection structure between the first installation hanger and the first high longitudinal beam body provided by an embodiment of the present application
  • Figure 7 shows a schematic diagram of a partial structure of a vehicle body provided by an embodiment of the present application.
  • FIG. 8 shows a schematic structural diagram of the first vehicle body drawbar seat provided in an embodiment of the present application from a first perspective
  • FIG. 9 shows a schematic structural diagram of the first vehicle body drawbar seat from a second perspective provided by an embodiment of the present application.
  • Figure 10 shows an exploded view of the first vehicle body drawbar seat provided by an embodiment of the present application
  • Figure 11 shows a schematic structural diagram of the second vehicle body drawbar seat provided in an embodiment of the present application from a first perspective
  • Figure 12 shows a schematic structural diagram of the second vehicle body drawbar seat provided by an embodiment of the present application from a second perspective
  • Figure 13 shows an exploded view of the second vehicle body tow bar seat provided by an embodiment of the present application
  • Figure 14 shows a schematic diagram of the connection structure of the transition beam provided by an embodiment of the present application.
  • 15 is a schematic structural diagram of a transition beam provided by an embodiment of the present application.
  • Figure 16 shows a side view of the connection structure of the transition beam provided by an embodiment of the present application, the vehicle bottom high longitudinal beam, and the vehicle bottom low cross beam;
  • Figure 17 shows a schematic structural diagram of an air supply system provided by an embodiment of the present application.
  • Figure 18 shows a schematic structural diagram of an air supply air duct provided by an embodiment of the present application.
  • Figure 19 shows a cross-sectional view of an air supply duct provided by an embodiment of the present application.
  • Figure 20 shows a schematic structural diagram of an air conditioner provided by an embodiment of the present application.
  • Figure 21 shows a specific position diagram of the water collecting tray provided on the vehicle body according to an embodiment of the present application.
  • Figure 22 shows a schematic diagram of a partial structure of a vehicle body provided by an embodiment of the present application (the figure shows the direction of the water conduit);
  • Figure 23 Shown in Figure 23 is a partial enlarged view of Figure 22;
  • Figure 24 shows a schematic structural diagram of a vehicle door provided by an embodiment of the present application.
  • Figure 25 shows a schematic structural diagram of a door pillar provided by an embodiment of the present application.
  • Figure 26 shows a schematic diagram of a partial structure of a door pillar provided by an embodiment of the present application.
  • Figure 27 shows a schematic structural diagram of a reinforcing plate provided by an embodiment of the present application.
  • Figure 28 Shown in Figure 28 is the A-A cross-sectional view of Figure 24;
  • FIG. 29 Shown in Figure 29 is a partial enlarged view of Part A in Figure 28;
  • Figure 30 Shown in Figure 30 is the B-B sectional view of Figure 24;
  • Figure 31 shows a schematic structural diagram of a vehicle door sealing structure provided by an embodiment of the present application.
  • Figure 32 Shown in Figure 32 is the C-C sectional view of Figure 31;
  • Figure 33 Shown in Figure 33 is the D-D sectional view of Figure 31;
  • Figure 34 Shown in Figure 34 is the E-E cross-sectional view of Figure 31;
  • Figure 35 shows a schematic structural diagram of an emergency door unlocking device provided by an embodiment of the present application.
  • Figure 36 Shown in Figure 36 is the F-F cross-sectional view of Figure 31;
  • Figure 37 shows a schematic diagram of the installation structure of the unlocking device fixing frame provided by an embodiment of the present application.
  • Figure 38 shows a schematic structural diagram of an end wall of a driver's cab provided by an embodiment of the present application
  • Figure 39 shows a schematic structural diagram of a partition wall assembly provided by an embodiment of the present application.
  • Figure 40 shows a schematic diagram of the connection structure between the motor vehicle traction device and the frame provided by an embodiment of the present application
  • Figure 41 shows a schematic diagram of the connection structure between the traction center pin and the frame provided by an embodiment of the present application
  • Figure 42 shows a schematic top view of the structure of a trailer truck provided by an embodiment of the present application.
  • FIG. 43 shows a cross-sectional view of the connection structure between the slewing bearing and the first frame body and the second frame body according to an embodiment of the present application.
  • 3-motor car bogie 31-side beam; 32-beam; 321-longitudinal stop bearing plate;
  • 33-motor vehicle traction device 331-traction center pin; 3311-traction pin mounting plate; 3312-step shaft; 3313-traction pin limit lug; 332-traction module; 333-longitudinal stopper; 334-transverse stopper Pieces; 335-center pin connector; 336-traction pin mount;
  • 4-trailer bogie 41-first frame; 411-first frame hinge; 412-first frame connection; 42-first axle; 4201-first trailer wheel; 43-second frame 431-Second frame hinge part; 432-Second frame body connection part; 44-Second axle; 4401-Second trailer wheel; 45-Slewing support device; 451-Slewing bearing; body; 4512-second swivel; 47-frame buffer device;
  • 141-top plate 142-air supply air duct; 1421-air supply cavity; 1422-static pressure cavity; 14221-air outlet; 1423-air duct partition; 14231-air supply hole; 143-air conditioner; ; 1441- water collection tray; 14411- water guide hole; 1442- water guide pipe;
  • 155-emergency unlocking device 156-unlocking device fixing frame; 1561-first fixing surface; 1562-second fixing surface; 1563-adjusting gasket;
  • 17- Driver's cab end wall 171- Side wall column; 172- Partition wall column; 1721- Partition wall column body; 1722- Partition wall column connecting section; 173- Partition wall beam; 174- Partition wall connecting column.
  • FIG. 1 shows a schematic structural diagram of a vehicle body provided by an embodiment of the present application
  • FIG. 2 shows a front view of FIG. 1 ; please refer to FIGS. 1 and 2 .
  • This embodiment provides a vehicle body (it should be noted that the vehicle body in this embodiment can be a motor vehicle body or an intermediate vehicle body.
  • this embodiment takes the motor vehicle body as an example for description) , including a bottom frame and a top plate arranged oppositely, and the vehicle body side wall and the car body end wall connecting the bottom frame and the top plate, wherein the bottom frame includes a low floor area 122 and a high and low floor area 121.
  • the high floor area 121 is usually a train cab
  • the low floor area 122 is typically the passenger area of the train.
  • the vehicle body also includes a roof rail 112 and a roof rail 111 located at the top of the vehicle body.
  • the top of the vehicle body is provided with two roof rails 112 arranged along the length direction, and the two roof rails 112 are arranged in parallel and opposite to each other;
  • the top of the vehicle body is also provided with a plurality of roof beams 111 arranged in the width direction, the plurality of roof beams 111 are arranged between the two roof rails 112 at intervals, and the two ends of the roof rails 112 are respectively fixedly connected to each other. Between the two roof rails 112 .
  • the bottom of the vehicle body located in the high floor area is provided with a vehicle bottom high beam 1114 and a vehicle bottom high longitudinal beam.
  • the extension direction of the beam is parallel to the longitudinal direction of the vehicle body
  • the extension direction of the underbody high beam 1114 is parallel to the width direction of the vehicle body.
  • a plurality of long vehicle body uprights are provided on the high bottom rails and the roof rails 112 , and the long vehicle uprights can connect the top rails 112 and the high bottom rails together to form a frame structure of the vehicle body.
  • FIG. 3 shows a schematic structural diagram of a high floor area of a vehicle body provided by an embodiment of the present application; please refer to FIG. 3 .
  • the high floor area 121 is provided with two underbody high longitudinal beams 114 arranged opposite to each other.
  • the extension direction is consistent with the longitudinal direction of the vehicle body.
  • One end of the high bottom rail 114 is connected to the front end wall located in the high floor area 121
  • the other end of the high bottom rail 114 is connected to the low bottom cross member located in the low floor area 122 .
  • a plurality of underbody high beams 1114 are arranged between the two underbody high longitudinal beams 114 , and the plurality of underbody high beams 1114 are arranged between the two underbody high longitudinal beams 114 at intervals, and each underbody high beam 1114
  • the two ends of the car body are respectively fixedly connected with the two underbody high longitudinal beams 114 to enhance the structural strength of the car body.
  • the middle part of the high bottom rail 114 is provided with a concave portion, and the concave portion is located on the side of the high bottom rail 114 facing the vehicle body frame, or the concave portion is located at the side of the vehicle body frame.
  • the vehicle bottom high longitudinal beam 114 faces the side of the motor vehicle bogie; in this embodiment, a recess is provided in the middle part of the vehicle bottom high longitudinal beam 114 to form an avoidance space for the motor vehicle bogie, so that the motor vehicle bogie is accommodated in the avoidance space
  • the height difference between the high-floor area and the low-floor area can be reduced to improve passenger comfort.
  • FIG. 4 shows a schematic structural diagram of a vehicle bottom rail provided by an embodiment of the present application; please refer to FIG. 4 .
  • the vehicle bottom rail 114 provided in this embodiment may be a split structure, and the vehicle bottom rail 114 includes a first high rail body 1141 and a second high rail body 1142 , the first high stringer beam body 1141 and the second high stringer beam body 1142 can be butted or connected together; the above-mentioned depressions include the first stringer depressions 1143 and the second stringer depressions 1145, and the first stringer The recessed portion 1143 is formed on the first high stringer beam body 1141 , the second stringer recessed portion 1145 is formed on the second high stringer beam body 1142 , and the first stringer recessed portion 1143 and the second stringer recessed portion 1145 connect.
  • the first high longitudinal beam body 1141 includes a first longitudinal beam horizontal mounting portion 1144 and a first longitudinal beam recessed portion 1143.
  • the first longitudinal beam depression portion 1143 is located at one end of the first longitudinal beam horizontal mounting portion 1144.
  • the thickness of the longitudinal beam horizontal mounting portion 1144 is greater than the thickness of the first longitudinal beam concave portion 1143; that is, one end of the first high longitudinal beam body 1141 is concave to form the first longitudinal beam concave portion 1143;
  • the second high longitudinal beam body 1142 includes a second longitudinal beam horizontal mounting portion 1146 and a second longitudinal beam concave portion 1145, the second longitudinal beam concave portion 1145 is located at one end of the second longitudinal beam horizontal mounting portion 1146, and the thickness of the second longitudinal beam horizontal mounting portion 1146 is greater than that of the second longitudinal beam horizontal mounting portion 1146.
  • the thickness of the two longitudinal beam concave parts 1145 that is, one end of the second high longitudinal beam body 1142 is concave to form the second longitudinal beam concave part 1145 .
  • first longitudinal beam concave portion 1143 and second longitudinal beam concave portion 1145 are arranged close to each other and connected together, so that the concave portion is located in the middle part of the entire vehicle bottom high longitudinal beam 114 to form a space for avoiding the position of the motor vehicle bogie,
  • This avoidance space may be an arcuate avoidance space.
  • This arrangement can ensure that the motor vehicle bogie has enough vertical space to install the primary and secondary vibration damping devices, so as to achieve the effect of reducing the height of the high floor area.
  • the vehicle body provided in this embodiment further includes a bolster 116, and the bolster 116 is arranged in the avoidance space.
  • a bolster 116 is provided at the connection between the first high longitudinal beam body 1141 and the second high longitudinal beam body 1142 , the bolster 116 is arranged below the vehicle bottom high longitudinal beam 114 , and the bolster 116 is perpendicular to the
  • the vehicle bottom high longitudinal beams 114 are provided, and the two ends thereof are respectively connected with the two vehicle bottom high longitudinal beams 114 .
  • one end of the bolster 116 is used as an example for description.
  • first longitudinal beam concave portion 1143 of the first high longitudinal beam body 1141 is overlapped on the bolster 116 and fixed, and one end of the second longitudinal beam concave portion 1145 of the second high longitudinal beam body 1142 is overlapped on the sleeper beam.
  • the first high longitudinal beam body 1141 and the second high longitudinal beam body 1142 are fixed on the bolster 116 together, thereby enhancing the structural strength of the vehicle bottom high longitudinal beam 114 .
  • FIG. 5 shows a schematic structural diagram of the first high longitudinal beam body in FIG. 4 ; please continue to refer to FIGS. 4 and 5 .
  • the first high longitudinal beam body 1141 and the second high longitudinal beam body 1142 provided in this embodiment can be a cavity structure surrounded by a plurality of profiles; in other words, the vehicle bottom high longitudinal beam
  • the 114 can be made of a profile with a cavity; under the condition of ensuring the structural strength of the high bottom rail 114 , each profile surface of the high bottom rail 114 is provided with weight-reducing holes.
  • a long rectangular hole may be provided on the bottom surface or the top surface of the vehicle bottom rail 114, and rectangular holes and triangular holes may be provided on both sides of the vehicle bottom rail 114.
  • the triangular hole may be located in the vehicle bottom high longitudinal beam The transition between the recessed portion of the beam 114 and the horizontal mounting portion.
  • a weight reduction hole is provided on the beam body of the vehicle bottom high longitudinal beam 114, which is not only used to reduce the weight of the overall vehicle body, but also provides a passage for the wiring of the vehicle in the later stage, which is convenient for wiring.
  • FIG. 6 shows a schematic diagram of the connection structure between the first installation hanger and the first high longitudinal beam body provided by an embodiment of the present application; please continue to refer to FIGS. 3 , 4 and 6 .
  • two ends of the vehicle bottom rail 114 are respectively provided with installation hangers, which are located on the side of the vehicle bottom rail 114 facing the bogie.
  • the end of the first high longitudinal beam body 1141 away from the first longitudinal beam concave portion 1143 is provided with a first installation hanger 1147 , and the first installation hanger 1147 is located on the side of the first high longitudinal beam body 1141 facing the motor vehicle bogie.
  • the first installation hanger 1147 and the second installation hanger have the same structure, and both include a plurality of hooks arranged at intervals, and the hooks are used to mount equipment located under the vehicle body.
  • the end wall of the car body is used to connect the trailer traction device on the trailer bogie, so as to transmit the traction force or braking force between the trailer bogie and the motor car body, and adapt to the distance between the two adjacent car bodies. relative motion in all directions.
  • FIG. 7 shows a partial structural diagram of a motor vehicle body provided by an embodiment of the present application
  • FIG. 8 shows a first view of the first vehicle body drawbar seat provided by an embodiment of the present application.
  • Schematic diagram of the structure
  • Figure 9 shows a schematic diagram of the structure of the first vehicle body drawbar seat provided by an embodiment of the present application from a second viewing angle
  • Figure 10 shows a schematic diagram of the first vehicle body provided by an embodiment of the present application.
  • Fig. 11 shows a schematic structural diagram of a second vehicle body drawbar seat provided by an embodiment of the present application from a first perspective
  • Fig. 12 shows the application A schematic structural diagram of the second vehicle body drawbar seat provided in an embodiment from a second viewing angle
  • FIG. 13 shows an exploded view of the second vehicle body drawbar seat provided by an embodiment of the present application; please refer to FIG. 7-13.
  • the vehicle body end wall of this embodiment includes: two vehicle end outer side beams 1151 and vehicle end inner side beams 1152 , and the vehicle end inner side beam 1152 is located between the two vehicle end outer side beams 1151 in the width direction of the vehicle body.
  • a first vehicle body tow bar seat 1153 is provided on each of the vehicle-end outer side beams 1151
  • two second vehicle body tow bar seats 1154 are provided on the vehicle-end inner side beam 1152 .
  • the first vehicle body drawbar seat 1153 is perpendicular to the plane where the vehicle body end wall is located.
  • the first traction rod seat 1153 of the first vehicle body can be vertically connected to one end of the first traction assembly 461. After the connection, the two first traction assemblies 461 are parallel to each other and consistent with the longitudinal direction of the vehicle body.
  • the two second vehicle body drawbar seats 1154 are located between the two first vehicle body drawbar seats 1153 , and the second vehicle body drawbar seats 1154 are disposed obliquely away from the adjacent first vehicle body drawbar seats 1153 .
  • the two second traction rod seats 1154 are inclined relative to each other, so that the second traction assemblies 462 connected therewith are also inclined.
  • the end wall can be connected with the two first traction assemblies 461 and the two second traction assemblies 462 at the same time to jointly transmit the tractive force and braking force between the trailer bogie 4 and the vehicle body, reducing the number of traction elements on each of the traction assemblies. load, and at the same time distribute the traction and braking force equally over the entire body end wall to avoid stress concentration.
  • the height of the two first vehicle body drawbar seats 1153 can be kept the same as the height of the wheel center, so as to reduce the loss of traction force and braking force transmission, and also reduce the wheel weight reduction rate;
  • the two second body drawbar seats 1154 can ensure smooth transmission of traction force and braking force when the vehicle passes through small curves, and improve transmission efficiency.
  • the first vehicle body drawbar seat 1153 in this embodiment includes a first main body 11531 and two first connecting parts 11532 , and the two first connecting parts 11532 are respectively disposed on the first main body At both ends of the 11531 , the side of the first connecting portion 11532 away from the first main body 11531 is provided with a first connecting hole, and the first connecting hole is used for connecting with the first pulling rod node 4612 on the first pulling assembly 461 .
  • the first connection hole may be a threaded hole
  • the first drawbar node 4612 is provided with a corresponding connection through hole
  • the fastener passes through the through hole and then is fixed in the threaded hole to securely connect the two.
  • the second vehicle body drawbar seat 1154 includes a second main body 11541 and two second connecting parts 11542, the two second connecting parts 11542 are respectively disposed at both ends of the second main body 11541, the second The side of the connecting portion 11542 facing away from the second main body 11541 is provided with a second connecting hole, and the second connecting hole is used for connecting with the second pulling rod node 4622 on the second pulling assembly 462 .
  • the second connection hole may be a threaded hole
  • the second drawbar node 4622 is provided with a corresponding connection through hole, and the fastener passes through the through hole and then is fixed in the threaded hole to securely connect the two.
  • the vehicle end lateral beam 1151 in this embodiment further includes a first mounting beam, two first baffle plates 11513 and two first clamping plates 11514 .
  • the first mounting beam includes a first mounting plate 11511 and a first side plate 11512 vertically arranged at both ends of the first mounting plate 11511.
  • the first mounting plate 11511 and the first side plate 11512 together enclose a first vehicle body drawbar.
  • the first mounting cavity of the seat, the first mounting plate 11511 is provided with a first mounting beam through hole for the first vehicle body drawbar seat to pass through, and after the first vehicle body drawbar seat passes through the first mounting beam through hole fixed on the first mounting beam.
  • the first baffle 11513 is disposed opposite to the first mounting plate 11511 to block part of the first installation cavity.
  • the first baffle 11513 is fixedly connected to the end of the first side plate 11512 away from the first mounting plate 11511.
  • the two first baffles 11513 respectively abut on the first side and the second side of the first vehicle body drawbar seat.
  • the two first clamping plates 11514 are respectively located on the upper and lower sides of the first vehicle body drawbar seat and abut on the first vehicle body drawbar seat.
  • the first clamping plate 11514 and the first side plate 11512 are away from the first installation One end of the board 11511 is fixedly connected.
  • the first vehicle body drawbar seat 151 is passed through the first mounting beam through hole, so that the end with the first connecting hole faces the trailer bogie 4 to connect with the corresponding first towing assembly 461 .
  • the first vehicle body drawbar seat is fixed in the first installation cavity by the cooperation of the two first clamping plates 11514 and the two first baffle plates 11513 .
  • the vehicle end outer cross member 1151 of this embodiment further includes two first protective plates 11515, and the two first protective plates 11515 are respectively arranged on the first side and the second side of the first vehicle body drawbar seat. Two ends of a protective plate 11515 are respectively connected to the first mounting plate 11511 and the first baffle plate 11513 .
  • the two first protective plates 11515 can form protection for the first vehicle body drawbar seat 1153 on the first side and the second side of the first vehicle body drawbar seat, thereby increasing its service life.
  • a plurality of seat installation interfaces 11516 are provided on the first side plate 11512, and the seat installation interfaces 11516 are used to connect the corresponding structures on the seat to fix the seat on the end wall of the vehicle body.
  • the vehicle end inner cross beam 1152 in this embodiment further includes a second mounting beam and a second baffle plate 11523 .
  • the second mounting beam includes a second mounting plate 11521 and a second side plate 11522 vertically disposed at both ends of the second mounting plate 11521.
  • the second mounting plate 11521 and the second side plate 11522 together enclose a second vehicle body drawbar.
  • the second mounting cavity of the seat, the second mounting plate 11521 is provided with a second mounting beam through hole for the second vehicle body drawbar seat to pass through.
  • the second baffle plate 11523 is disposed opposite to the second mounting plate 11521 to cover part of the second installation cavity.
  • the second baffle plate 11523 is fixedly connected to the end of the second side plate 11522 facing away from the second mounting plate 11521.
  • the second baffle plate 11523 is provided with There is a second through hole corresponding to the second installation beam through hole, and the second vehicle body drawbar seat passes through the second through hole and the second installation beam through hole in sequence and is fixed on the second installation beam.
  • the second vehicle body drawbar seat passes through the second through hole and the second mounting beam through hole in sequence and then is fixed on the second mounting beam, so that the end with the second connecting hole faces the trailer bogie 4 so as to connect with the trailer bogie 4 .
  • the corresponding second traction assemblies 462 are connected.
  • Section 1154 of the second vehicle body drawbar seat is fixed in the second installation cavity through the limiting effect of the through hole and the second installation beam through hole.
  • the inner side beam 1152 of the vehicle end further includes two second protective plates 11524, and the two second protective plates 11524 are respectively disposed on the first side and the second side of the second vehicle body drawbar seat.
  • the two ends are respectively connected to the second mounting plate 11521 and the second baffle plate 11523 .
  • the two second protective plates 11524 can form protection for the second vehicle body tow bar seat 1154 on the first side and the second side of the second vehicle body tow bar seat, so as to improve its service life.
  • the included angle between the second vehicle body drawbar seat 1154 in this embodiment and the plane where the vehicle body end wall is located is preferably 30°-40°, within this range, the second drawbar assembly 462 can be kept relatively high. High transfer efficiency.
  • Figure 14 shows a schematic diagram of the connection structure of a transition beam provided by an embodiment of the present application
  • Figure 15 shows a schematic structural diagram of a transition beam provided by an embodiment of the present application
  • the vehicle body further includes a transition beam 123, which is connected to the low vehicle bottom beam and the vehicle bottom high longitudinal beam 114, and the transition beam is
  • the extension direction of the beam 123 can be consistent with the stress direction of the transition beam 123 to prevent stress concentration in the transition beam 123 due to the inconsistency between the extension direction of the transition beam 123 and the aforementioned force direction.
  • the transition beam 123 in this embodiment is used to connect two load beams located at different height areas of the vehicle body floor, and the two load beams may be located at the high floor area and the low floor area of the vehicle body respectively.
  • the two load-bearing beams may be high underbody rails 114 and low underbody rails 1112 , where the height of the underbody high rails 114 is greater than the height of the underbody low rails 1112 .
  • the high vehicle bottom rail 114 may be a side member arranged in the high floor area of the vehicle body along the length direction of the vehicle body, and its extension direction is consistent with the length direction of the vehicle body;
  • the low vehicle bottom cross member 1112 may be along the width of the vehicle body The direction of the beam is arranged in the low floor area of the vehicle body, and the extension direction of the vehicle body low beam is consistent with the width direction of the vehicle body;
  • the vehicle bottom high longitudinal beam 114 and the vehicle bottom low beam 1112 are respectively close to the high and low plate areas of the vehicle bottom and the low floor
  • the underbody high longitudinal beam 114 and the underbody low cross beam 1112 are connected by the transition beam 123 to enhance the structural strength at the transition between the high and low floor area and the low floor area.
  • the transition beam 123 provided in this embodiment includes a transition beam upper cover plate 1231 and a transition beam lower cover plate 1233; wherein, the transition beam upper cover plate 1231, the transition beam lower cover plate 1233 and the transition beam vertical plate 1232 can all be metal plates, The transition beam upper cover plate 1231 and the transition beam lower cover plate 1233 are disposed opposite to each other, and the transition beam upper cover plate 1231 is located above the transition beam lower cover plate 1233 .
  • transition beam upper cover plate 1231 and the transition beam lower cover plate 1233 are respectively connected with the vehicle bottom high longitudinal beam 114, and the other ends of the transition beam upper cover plate 1231 and the transition beam lower cover plate 1233 extend obliquely toward the vehicle bottom low cross beam 1112, They are respectively connected with the low cross beam 1112 at the bottom of the vehicle, and the inclination direction of the upper cover plate 1231 of the transition beam and the lower cover plate 1233 of the transition beam is consistent with the direction of the force of the transition beam 123, that is, the upper cover plate 1231 of the transition beam and the lower cover plate 1233 of the transition beam
  • the inclination direction is parallel or approximately parallel to the force-bearing direction of the transition beam 123, where the force on the transition beam 123 refers to the component force of the traction force and braking force transmitted along the vehicle bottom high longitudinal beam 114 on the transition beam 123; This arrangement can reduce the stress concentration phenomenon of the transition beam 123 , prevent the upper cover plate 1231 of the transition beam 123 and the lower cover
  • the transition beam 123 also includes a plurality of transition beam vertical plates 1232, and the transition beam vertical plates 1232 are fixed between the transition beam upper cover plate 1231 and the transition beam lower cover plate 1233; the transition beam The vertical plate 1232 is vertically connected between the upper cover plate 1231 of the transition beam and the lower cover plate 1233 of the transition beam to improve the structural strength of the transition beam 123 , especially the vertical bearing capacity of the transition beam 123 .
  • One end of the transition beam vertical plate 1232 facing the lower cross member 1112 of the vehicle bottom protrudes from the upper cover plate 1231 of the transition beam and the lower cover plate 1233 of the transition beam and extends horizontally. connect.
  • the side of the bottom low beam 1112 facing the transition beam has a notch, or the bottom low beam 1112 is made of C-shaped steel, and the protruding part of the transition beam vertical plate 1232 is inserted into the bottom low beam 1112 and fixed; that is, the transition One end of the beam vertical plate 1232 facing the low vehicle bottom beam 1112 is fixed on the vehicle bottom low beam 1112 by means of a "lock", which can improve the connection strength between the transition beam and the vehicle bottom low beam 1112 .
  • the transition beam provided in this embodiment is used to connect the vehicle bottom high rail 114 located in the high floor area, the vehicle bottom low side rail located in the low floor area, and the transition beam upper cover 1231 and the transition beam lower cover of the transition beam
  • the overall inclination direction of the plate 1233 is consistent with the force direction of the transition beam 123, which can prevent the transition beam from being bent due to a large torsional force and stress concentration; at the same time, the transition beam upper cover plate 1231 and the transition beam lower cover
  • a transition beam vertical plate 1232 is arranged between the plates 1233, which improves the structural strength of the transition beam 123, so as to improve the structural strength and bearing capacity of the vehicle body.
  • a plurality of transition beam vertical plates 1232 are arranged between the transition beam upper cover plate 1231 and the transition beam lower cover plate 1233, and the transition beam vertical plates 1232 are respectively connected with the transition beam upper cover plate 1231 and the transition beam
  • the lower cover plates 1233 are welded together to form an integral structure.
  • the end of the transition beam vertical plate 1232 facing the lower cross member 1112 of the vehicle bottom protrudes from the transition beam upper cover plate 1231 and the transition beam lower cover plate 1233.
  • the outgoing part is inserted into the low cross beam 1112 of the vehicle bottom, and is welded and fixed with the low cross beam 1112 of the vehicle bottom.
  • the upper surface of one end of the transition beam upper cover plate 1231 facing the vehicle bottom cross member 1112 can be aligned with the upper surface of the vehicle bottom low beam 1112 and connected together by butt penetration welds; the transition beam lower cover plate 1233 One end surface facing the underbody low cross member 1112 may be aligned with the lower surface of the underbody low cross member 1112 and connected together by butt penetration welds.
  • the transition beam upper cover plate 1231 provided in this embodiment includes the upper cover plate inclined section 12312 and the upper cover plate horizontal bearing section 12311 and the upper cover plate horizontal connection section 12313 located at both ends of the upper cover plate inclined section 12312.
  • the cover horizontal bearing section 12311, the upper cover inclined section 12312 and the upper cover horizontal connection section 12313 are connected in sequence, or the upper cover inclined section 12312, the upper cover horizontal bearing section 12311 and the upper cover horizontal connection section 12313 form an integrated structure ;
  • the horizontal bearing section 12311 of the upper cover plate is used for connecting with the high longitudinal beam 114 at the bottom of the vehicle
  • the horizontal connecting section 12313 of the upper cover plate is used for docking and fixing with the low cross beam 1112 at the bottom of the vehicle
  • the extension direction of the inclined section 12312 of the upper cover plate is the same as
  • the force directions of the transition beams 123 are the same.
  • the end of the upper cover plate horizontal bearing section 12311 facing the vehicle bottom high longitudinal beam 114 is located at the bottom of the vehicle bottom high longitudinal beam 114, and is fitted and fixed on the bottom surface of the vehicle bottom high longitudinal beam 114; the upper cover plate horizontal bearing section One end of the 12311 away from the vehicle bottom high longitudinal beam 114 is connected with one end of the upper cover inclined section 12312, the other end of the upper cover inclined section 12312 extends obliquely towards the direction of the vehicle bottom low beam 1112, and the upper cover inclined section 12312 faces the vehicle bottom
  • One end of the low cross beam 1112 is connected to one side of the horizontal connection section 12313 of the upper cover plate, and the other side of the horizontal connection section 12313 of the upper cover plate is aligned with the bottom cross beam 1112 and fixed by welding.
  • the inclination of the inclined section 12312 of the upper cover can be adjusted according to the magnitude and direction of the force between the high bottom rail 114 and the low cross member 1112.
  • the inclined section 12312 of the upper cover and the upper cover The included angle between the plate horizontal connection sections 12313 may range from 120° to 160°, for example, the included angle between the upper cover plate inclined section 12312 and the upper cover plate horizontal connection section 12313 may be 123.5°.
  • the cross-sectional area of the inclined section 12312 of the upper cover plate and the horizontal connecting section 12313 of the upper cover plate adopts a gradual design, along the high longitudinal beams 114 and 114 of the vehicle bottom.
  • the cross-sectional widths of the inclined section 12312 of the upper cover plate and the horizontal connecting section 12313 of the upper cover plate gradually increase.
  • This arrangement can reduce the stress concentration phenomenon on the transition beam 123; at the same time, it can effectively increase the width of the butt joint between the horizontal connecting section 12313 of the upper cover plate and the bottom cross beam 1112, so as to increase the length of the effective weld; thus increasing the The contact area between the transition beam 123 and the bottom cross beam 1112 can reduce the stress concentration phenomenon on the transition beam 123 .
  • the transition beam lower cover 1233 provided in this embodiment includes a lower cover connecting section and a lower cover horizontal bearing section 12331 , wherein the lower cover horizontal bearing section 12331 is parallel to the upper cover horizontal bearing section 12311
  • the horizontal bearing section 12331 of the lower cover plate is connected to the lower cross beam 1112 at the end of the horizontal bearing section 12331 facing the bottom cross beam 1112. Connected together by butt penetration welds.
  • One end of the lower cover plate horizontal bearing section 12331 away from the bottom cross beam 1112 is connected with one end of the lower cover plate connecting section, and one end of the lower cover plate connecting section away from the lower cover plate horizontal bearing section 12331 is connected with the upper cover plate horizontal bearing section 12311. together; after the two are fixed together, they are then fixed to the bottom of the vehicle bottom high longitudinal beam 114 by welding; Together; preferably, one end of the connecting section of the underground cover plate away from the horizontal bearing section 12331 of the lower cover plate is connected to the vertical beam 1232 of the transition beam.
  • the lower cover connecting section includes a lower cover inclined section 12332, a first lower cover bending section 12333 and a second lower cover bending section 12334; wherein, the first lower cover bending section 12333 is located in the lower cover Between the plate inclined section 12332 and the lower cover horizontal bearing section 12331, the second lower cover bending section 12334 is located between the lower cover inclined section 12332 and the upper cover horizontal bearing section 12311, and the lower cover inclined section 12332 and The transition beam vertical plates 1232 are connected together; that is, one end of the inclined section 12332 of the lower cover is connected to the horizontal bearing plate of the lower cover through the bending section 12333 of the first lower cover; the other end of the inclined section 12332 of the lower cover passes through the second lower cover.
  • the cover plate bending section 12334 is connected with the transition beam vertical plate 1232, so that the upper cover plate horizontal bearing section 12311 can be flush with the bottom surface of the vehicle bottom high longitudinal beam 114.
  • the inclined direction of the lower cover plate inclined section 12332 and the inclined direction of the upper cover plate 12312 may be parallel or approximately parallel. It can be understood that the inclination of the inclined section 12332 of the lower cover can be adjusted according to the magnitude and direction of the force between the high bottom rail 114 and the low cross member 1112.
  • the inclined section 12332 of the lower cover and the lower cover The included angle between the plate horizontal connection sections 12331 may range from 120° to 160°, for example, the included angle between the lower cover plate inclined section 12332 and the lower cover plate horizontal connection section 12331 may be 136°.
  • first lower cover bending section 12333 and the second lower cover bending section 12334 are similar, and both may be L-shaped structures, that is, the first lower cover bending section 12333 and the second lower cover
  • the plate bending sections 12334 respectively include a horizontal connecting section and a vertical connecting section.
  • the horizontal connecting section of the bending section 12333 of the first lower cover is arranged close to the horizontal bearing plate of the lower cover and is connected together; the vertical connecting section of the bending section 12333 of the first lower cover and the bottom end of the inclined section 12332 of the lower cover connection; thus connecting the lower cover inclined section 12332 with the lower cover horizontal bearing section 12331 through the first lower cover bending section 12333.
  • One end of the horizontal connecting section of the second lower cover bending section 12334 is arranged close to the top of the lower cover inclined section 12332, and the two are connected together; the vertical connecting section of the second lower cover bending section 12334 is connected to the upper cover
  • the horizontal bearing section 12311 is connected and can be connected to the vehicle bottom high longitudinal beam 114, so that the lower cover inclined section 12332 is connected with the upper cover horizontal bearing section 12311 through the second lower cover bending section 12334.
  • first lower cover bending section 12333 and the second lower cover bending section 12334 provided in this embodiment can be formed by bending both ends of the lower cover inclined section 12332, and the bends can be smooth. transition to reduce stress concentration; further, the lower cover plate horizontal bearing section 12331 and the lower cover plate connecting section in the transition beam lower cover plate 1233 can be an integral structure to enhance the structural strength of the transition beam lower cover plate 1233, thereby improving the The overall structural strength of the transition beam 123 .
  • Figure 17 shows a schematic structural diagram of an air supply system provided by an embodiment of the present application
  • Figure 18 shows a schematic structural diagram of an air supply air duct provided by an embodiment of the present application
  • Figure 19 shows What is a cross-sectional view of an air supply duct provided by an embodiment of the present application; please refer to FIGS. 17-19 .
  • the middle top plate 141 in this embodiment is also provided with an air supply system.
  • the air supply system includes two air supply air ducts 142 and an air conditioner 143.
  • the air conditioner 143 is arranged on the middle roof plate 141.
  • the cabin of the vehicle; the two air supply air ducts 142 are respectively located on both sides of the air conditioner 143 in the vehicle width direction, and the air supply air duct 142 includes an air supply cavity 1421, a static pressure cavity 1422 and an air duct partition 1423 arranged along the length direction of the vehicle , the air supply cavity 1421 is connected with the air outlet of the air conditioner 143, the air duct partition 1423 is located between the air supply cavity 1421 and the static pressure cavity 1422, and the air duct partition 1423 is provided with a connection for connecting the air supply cavity 1421 and the static pressure cavity 1422, the static pressure chamber 1422 is provided on the side of the air supply duct 142 away from the air conditioner 143, and the side of the static pressure chamber 1422 facing the middle top plate
  • two air supply air ducts 142 are respectively arranged on both sides of the air conditioner 143 to improve the uniformity of air supply throughout the cabin.
  • the air supply channel is provided on the side of the air channel partition plate 1423 away from the middle roof 141 , and the air supply channel is arranged in a lengthwise direction of the vehicle.
  • Setting the air supply channel on the side of the air channel partition plate 1423 away from the middle top plate 141 can prolong the residence time of the fresh air sent by the air conditioner 143 in the air supply cavity 1421, thereby improving the buffer effect and making the fresh air sent out by the air conditioner 143 uniform. It is transported to all parts of the air supply cavity 1421 ; the air supply channel provided throughout the length can ensure that the fresh air enters the static pressure cavity 1422 evenly.
  • the air supply channel is provided on the side of the air channel partition plate 1423 away from the middle roof 141 , and the air supply channel includes a plurality of air supply holes arranged along the length direction of the vehicle 14231, the two adjacent air supply holes 14231 are arranged at equal intervals.
  • arranging the air supply passage into a plurality of air supply holes 14231 evenly arranged along the length of the vehicle can also ensure that the fresh air enters the static pressure chamber 1422 evenly.
  • the air outlet 14221 is arranged along the length direction of the vehicle; the air outlet 14221 arranged in the whole length can ensure that the fresh air enters the cabin uniformly.
  • the air conditioner 143 is arranged in the middle of the middle top plate 141 , and the two air supply air ducts 142 are arranged symmetrically with respect to the air conditioner 143 .
  • the distance between the air conditioner 143 and the two air supply air ducts 142 is equal, and the air outlet 14221 of the air conditioner 143 is located in the middle of the two air supply air ducts 142, thereby ensuring that fresh air can enter the air supply air duct evenly 142 and the second air supply duct everywhere.
  • Fig. 20 shows a schematic structural diagram of an air conditioner provided by an embodiment of the present application
  • Fig. 21 shows a specific position diagram of the water collecting pan provided by an embodiment of the present application on the vehicle body
  • Fig. 22 shows What is shown is a partial structure diagram of the vehicle body provided by an embodiment of the present application (the direction of the water conduit is shown in the figure)
  • Fig. 23 shows a partial enlarged view of Fig. 24; please refer to Fig. 20-Fig. 23 .
  • the air conditioner 143 is further provided with a plurality of drain holes 1431 , and a condensate water outlet device is arranged below the air conditioner 143 , and the condensate water generated by the air conditioner 143 can enter the condensate water through the drain holes 1431 and be led out.
  • the condensed water exporting device is used to discharge the condensed water generated during the operation of the vehicle air conditioner to the outside of the vehicle body; in this way, the water generated during the operation of the air conditioner 143 can be discharged to the outside of the vehicle body in time.
  • the condensed water exporting device provided in this embodiment of the present application includes at least one water collecting pan 1141 and at least one water conduit 1142 communicating with the water collecting pan 1141, wherein one end of the water conduit 1142 is communicated with the bottom of the water collecting pan 1141, and the water conduit The other end of the 1142 can extend toward the side wall of the vehicle body, and the side wall is provided with a plurality of uprights.
  • the condensed water collected by the water collecting pan 1141 is discharged outside the vehicle body.
  • the rubber-wheeled train includes two side walls arranged opposite to each other, and a plurality of uprights are arranged in the side walls, and the uprights can be door uprights and sidewall uprights; the bottoms of the sidewall uprights and the door uprights communicate with the vehicle body;
  • the water conduit 1442 passes through the communication hole of the water conduit to connect to the external environment; this embodiment is described by taking the end of the water conduit away from the water collecting tray being connected to the side wall column as an example.
  • the entire vehicle body can be divided into left and right sides along the length direction of the vehicle body.
  • a water guide hole 14411 is provided that communicates with the water guide pipe 1142, and the water guide hole 14411 is located at the bottom of the water collecting tray 1141;
  • the left side of the car body extends, and the end of the water conduit 1142 away from the water collection pan 1141 can extend into the side wall column of the left side wall, so as to discharge the condensed water to the outside of the vehicle body; that is, the connection between the water conduit 1142 and the water collection pan 1141
  • the location and the side wall column to which the other end of the water conduit extends are located on the same side of the water collecting pan 1141 respectively.
  • the vehicle body provided in the embodiment of the present application includes a water collecting pan 1141 disposed on the roof and a water conduit 1142 communicating with the water collecting pan 1141, and the water conduit 1142 extends toward the opposite side of the vehicle body where the water collecting pan 1141 is located. , and can extend into the side wall column on the opposite side.
  • a water guide groove needs to be set on the roof of the vehicle, and the two ends of the water guide groove extend to the side wall of the vehicle, and the condensed water is discharged from the vehicle body through the water guide groove, which is easy to cause corrosion of the paint surface on the outside of the vehicle body; or, the condensed water Mixed with dust, it is easy to cause sludge on the outer surface of the vehicle body, thereby affecting the appearance of the vehicle body; and in this embodiment, the condensed water passes through the water conduit 1142 arranged in the vehicle body, and the water conduit 1142 can extend into the side wall column.
  • the other end of the car body is communicated with the outside to discharge the condensed water out of the vehicle body; therefore, the vehicle body provided by the embodiment of the present application has corrosion resistance on the outside paint surface of the vehicle body, and the appearance of the vehicle body is more neat and beautiful.
  • the water guide hole 14411 can be set at the side of the water collecting tray 1141 close to its corresponding side wall column, and the water guide hole 14411 is located at the bottom of the water collecting tray 1141 .
  • the shortest distance is also convenient for the installation of the water conduit 1142.
  • the water collecting pan 1141 is provided with a first metal pipe joint 1143 at the water conduit hole 14411. At the water hole 14411 , the other end is horizontally arranged parallel to the water collecting tray 1141 and communicated with the water conduit 1142 .
  • the water conduit 1142 in this embodiment can be a hose, which has the ability to deform and bend, which can adapt to complex installation environments and improve the installation efficiency of the water conduit 1142 .
  • the water conduit 1142 can be connected to the first metal pipe joint 1143 through a clamp.
  • the clamp can be a throat clamp.
  • aqueduct 1142 is a hose, one end of the aqueduct 1142 needs to extend into the side wall column.
  • the aqueduct 1142 located in the side wall column is laid along the interior of the side wall column, at the transition between the aqueduct 1142 and the side wall column.
  • the water conduit 1142 is easily broken due to damage; for this reason, in the embodiment of the present application, a second metal pipe joint 1144 is provided at the transition between the water conduit 1142 and the side wall column for transition.
  • the specific implementation is as follows:
  • the water conduit 1142 may include two sections, one of which is arranged between the first metal pipe joint 1143 and the second metal pipe joint 1144, that is, this section is located between the water collecting tray 1141 and the top of the side wall column; the other section
  • the water conduit 1142 is arranged in the side wall column, and is arranged along the extension direction of the side wall column, and one end of this section is connected with the second metal pipe joint 1144, and the other end extends to the bottom of the side wall column, and can convert the water generated by the vehicle air conditioner.
  • the condensed water is transported to the outside of the vehicle body.
  • this section can be divided into two sections or three sections, etc., that is, the aqueduct pipes 1142 at least include Two sections of water conduit 1142; in addition, the second metal pipe joint 1144 can also be a right-angle metal elbow.
  • the water conduit 1142 in order to prevent the part of the water conduit 1142 located in the first side wall column from shaking and colliding and rubbing with the side wall column, the water conduit 1142 is ruptured;
  • the bottom of the wall column is provided with a metal straight pipe 1145, which can be fixed on the side wall column. Free end to prevent it from shaking.
  • two water collecting trays 1141 are arranged along the length direction of the vehicle body.
  • the two water collecting trays 1141 are symmetrically arranged with a certain interval and form a space for avoiding the vehicle air conditioner;
  • the water pans 1141 are all disposed below the vehicle air conditioner, and each water collection pan 1141 can collect condensed water generated by the air conditioner.
  • the water conduits 1142 connected to each water collection pan 1141 are respectively connected on opposite sides of the two water collection pans 1141 , and the other ends of the water conduits 1142 are arranged in a cross manner and extend toward the side wall uprights respectively.
  • the widths of both ends of the water collecting pan 1141 are larger than the width of the middle of the water collecting pan 1141 , so that most of the condensed water collected by the water collecting pan 1141 can be collected in the water collecting pan 1141 .
  • the two ends of the tray 1141 are convenient for discharging through the water guide holes 14411; meanwhile, the middle part of the two water collecting trays 1141 forms a larger space for avoiding position, which is convenient for the installation of the water pipe 1142 and the vehicle air conditioner.
  • Figure 24 shows a schematic structural diagram of a vehicle door provided by an embodiment of the present application
  • Figure 25 shows a schematic structural diagram of a door pillar provided by an embodiment of the present application
  • Figure 26 shows a schematic structural diagram of the present application
  • FIG. 27 shows a schematic diagram of a structure of a reinforcing plate provided by an embodiment of the present application; please refer to FIGS. 24-27 .
  • a vehicle door is also provided on the side wall.
  • the vehicle door includes: two door pillars 151 and a door top beam 152 .
  • the two door pillars 151 are arranged opposite to each other.
  • the door column 151 includes a first flat plate 1511 , two second flat plates 1512 and two third flat plates 1513 .
  • the first flat plate 1511 is arranged along the extension direction of the door column 151 ;
  • the second flat plate 1512 is arranged along the extension direction of the door column 151 .
  • two second flat plates 1512 are vertically connected to both sides of the first flat plate 1511 respectively;
  • two third flat plates 1513 are respectively arranged on both ends of the first flat plate 1511, The second plate 1512 .
  • the first flat plate 1511, the two second flat plates 1512, and the two third flat plates 1513 together form a cavity with an opening.
  • the opening of the cavity is provided with a plurality of reinforcing plates 1514 arranged at intervals, and the two sides of the reinforcing plate 1514 are respectively Two second plates 1512 are connected.
  • the reinforcement plate 1514 is arranged in the cavity opening of the door column 151 to increase the lateral rigidity and strength of the door column 151, and the space formed between two adjacent reinforcement plates can meet the requirements of on-site construction and installation.
  • the reinforcing plate 1514 is preferably arranged on the side of the door pillar 151 facing the vehicle body, so as to improve the connection strength between the door pillar 151 and the vehicle body, and facilitate the connection and wiring with other parts.
  • the length of the reinforcing plate 1514 in the present embodiment in the extending direction of the door post 151 is gradually reduced in the direction away from the second flat plate 1512 .
  • the reinforcing plate 1514 As a whole, a structure with wide ends and a narrow middle is formed, which can make the connection between the reinforcing plate 1514 and the second flat plate 1512 have high connection strength, and at the same time, the middle of the reinforcing plate 1514 can form a larger installation space, which is convenient for the staff to carry out On-site installation and construction.
  • the surface of the reinforcing plate 1514 facing the third flat plate 1513 is an arc surface.
  • the arc-shaped structure can form a larger installation space between two adjacent reinforcing plates 1514 . Since the two sides of the reinforcing plate 1514 are provided with the above-mentioned arc surfaces, the reinforcing plate 1514 as a whole forms a shape similar to a "butterfly".
  • the surface connecting the reinforcing plate 1514 and the second flat plate 1512 is an inclined surface, and setting the connecting surface of the reinforcing plate 1514 and the second flat plate 1512 as an inclined surface can increase the contact area between the reinforcing plate 1514 and the second flat plate 1512 , thereby increasing the strength of the connection.
  • the reinforcing plate 1514 is connected to the second flat plate 1512 by welding, and the welding connection can ensure the stability of the connection and facilitate construction.
  • the middle of the reinforcing plate 1514 in this embodiment is provided with a reinforcing plate through hole 15141 , and the reinforcing plate through hole 15141 is used to install other equipment to fix other equipment on the door column 151 . inside the cavity.
  • the reinforcing plate 1514 is a weathering steel plate, such as a steel plate made of high weathering steel Q345NQR2, so that it has higher strength.
  • Fig. 28 shows the A-A sectional view of Fig. 24;
  • Fig. 29 shows a partial enlarged view of the A part in Fig. 28;
  • Fig. 30 shows the B-B sectional view of Fig. 24;
  • a schematic structural diagram of a door sealing structure provided by an embodiment of the present application Fig. 32 shows a C-C cross-sectional view of Fig. 31;
  • Fig. 33 shows a D-D cross-sectional view of Fig. 31;
  • Fig. 34 shows a cross-sectional view of Fig. 31 E-E cross-sectional view; please continue to refer to Figure 24, Figure 28- Figure 34.
  • the door of this embodiment further includes two first sealing strips 153 and second sealing strips 154; the two first sealing strips 153 are respectively arranged on the opposite sides of the two door pillars 151, and the second sealing strips 154 are provided On the side of the door top beam 152 facing the door pillar 151 .
  • a plurality of first bead fixing holes 1515 are provided on the opposite sides of the door pillar 151 , and a plurality of first bead through holes 1515 are provided on the first sealing bead 153 , which are matched with the first bead fixing holes 1515 .
  • the first sealing pressure strip 153 is fixedly connected with the door post 151;
  • the diameter of the pressure strip fixing part 15152 and the first pressure strip adjusting part 15151 is larger than the diameter of the first fastener, and the first fastener is clamped and fixed in the first pressure strip fixing part 15152 .
  • the side of the door top beam 152 facing the door pillar 151 is provided with a plurality of second bead fixing holes 1521
  • the second sealing bead 154 is provided with a plurality of second bead through holes matching the second bead fixing holes 1521 .
  • the second fastener and the through hole of the second pressure strip can be pre-installed first, and then the second fastener and the second sealing pressure strip 154 can be installed correspondingly to the second pressure strip fixing hole 1521 as a whole. Place the second fastener in the second pressure strip adjusting part, adjust the position of the second sealing pressure strip 154, slide the second fastener into the second pressure strip fixing part, and then lock and fix it.
  • the first fastener and the through hole of the first pressure strip are pre-installed, and then the first fastener and the first sealing pressure strip 153 are installed correspondingly to the first pressure strip fixing hole 1515 as a whole.
  • the first fastener can be placed in the first pressure strip adjusting part 15151, and the position of the first sealing pressure strip 153 can be adjusted (note that the corresponding connection of the first sealing pressure strip 153 needs to be adjusted according to the position of the second sealing pressure strip 154 at the same time). position), slide the first fastener into the first bead fixing portion 15152, and then lock and fix.
  • the above installation method is convenient for on-site workers to operate, saves time, and can improve production efficiency.
  • the first pressure strip adjusting part 15151 and the first pressure strip fixing part 15152 are both rectangular, and the minimum side length of the first pressure strip adjusting part 15151 is greater than the maximum length of the first fastener Outer diameter, the minimum side length of the first pressure strip fixing portion 15152 is greater than or equal to the minimum outer diameter of the first fastener and smaller than the maximum outer diameter of the first fastener; the above setting method can ensure that the first fastener can only be Rotation and adjustment are performed in a pressure strip adjusting part 15151, and no rotation occurs in the first pressure strip fixing part 15152, so as to ensure the stability of the connection.
  • the second pressure strip adjustment part and the second pressure strip fixing part are both rectangular, the minimum side length of the second pressure strip adjustment part is greater than the maximum outer diameter of the second fastener, and the minimum side length of the second pressure strip fixing part is greater than or equal to the first
  • the minimum outer diameter of the second fastener is smaller than the maximum outer diameter of the second fastener; the above arrangement can ensure that the second fastener can only be rotated and adjusted in the second bead adjusting part, and not in the second bead fixing part. Rotation occurs to ensure the stability of the connection.
  • the first fastener is connected with the first pressure strip fixing part 15152 by interference; the second fastener is connected with the second pressure strip fixing part by interference.
  • the method of interference connection has good centering accuracy, can withstand torque, axial force or the combined load of the two, and has high bearing capacity, and can work more reliably under shock and vibration loads.
  • first fastener and the second fastener can be selected from the structure of square neck screws and matching nuts and washers.
  • the first sealing bead 153 in this embodiment includes a first sealing portion 1531 and a first connecting portion 1532 , the first sealing portion 1531 is fixedly connected with the door post 151 , and the first connecting portion 1532 is connected to one side of the first sealing part 1531, and the first connecting part 1532 is perpendicular to the door pillar 151 and the door top beam 152;
  • the second sealing bead 154 includes a second sealing part 1541 and a second connecting part 1542, the second sealing part 1541 is fixedly connected to the door top beam 152 , the second connecting portion 1542 is connected to one side of the second sealing portion 1541 , and the second connecting portion 1542 is perpendicular to the door top beam 152 and the door pillar 151 .
  • the two first connecting portions 1532 are respectively connected to two ends of the second connecting portion 1542 .
  • two ends of the second connecting portion 1542 are respectively provided with connecting pressure bars 15421, the width of the connecting pressure bars 15421 is equal to the width of the corresponding first connecting portion 1532, and the first connecting portion 1532 overlaps the first connecting portion 1532.
  • the pressure strip 15421 is fixedly connected with the connecting pressure strip 15421 .
  • first connecting portion 1532 is bonded or bolted to the connecting bead 15421 .
  • Figure 35 shows a schematic structural diagram of an emergency unlocking device for a vehicle door provided by an embodiment of the present application
  • Figure 36 shows a cross-sectional view taken along lines F-F of Figure 31
  • Figure 37 shows an embodiment of the present application.
  • the vehicle door of this embodiment further includes a matching emergency unlocking device 155, and the emergency unlocking device 155 is arranged on the side wall of the vehicle body.
  • an unlocking device fixing frame 156 is provided on the side of the side wall facing the interior of the compartment.
  • the unlocking device fixing frame 156 includes a first fixing surface 1561 and a second fixing surface 1562 , and the second fixing surface 1562 is vertically arranged on the first fixing surface 1561
  • the column On the side close to the vehicle body column, the column may be a vehicle body long column or a vehicle body short column.
  • the outer wall plate is provided with an emergency unlocking device mounting hole
  • the first fixing surface 1561 is provided with a through hole corresponding to the emergency unlocking device mounting hole
  • the emergency unlocking device 155 passes through the emergency unlocking device mounting hole and the through hole and is connected to the unlocking device
  • the fixing frame 156 is fixedly connected.
  • the second fixing surface 1562 is provided with a plurality of first long holes
  • the vehicle body pillar is provided with a plurality of second long holes
  • the extending directions of the first long holes and the extending directions of the second long holes are mutually Vertically
  • the position of the unlocking device fixing frame 156 in the height direction of the vehicle body can be adjusted by adjusting the connection and matching positions of the two;
  • the position of the unlocking device fixing frame 156 in the width direction of the vehicle body can be adjusted by adjusting the thickness of the adjusting shim 1563; by the above method, the installation error caused by the deviation of the relative position between the outer wall panel and the vehicle body column can be adjusted,
  • the multi-directional adjustable installation method is easy to adapt to the existing structure of the car body, and does not require on-site holes, which is convenient for on-site workers to operate, saves time, and greatly improves production efficiency.
  • a plurality of emergency unlocking device fixing holes are provided around the emergency unlocking device mounting hole, and the emergency unlocking device 155 is provided with a plurality of emergency unlocking device through holes corresponding to the emergency unlocking device fixing holes one-to-one.
  • a fixing surface 1561 is provided with a plurality of emergency unlocking device fixing parts corresponding to the emergency unlocking device fixing holes one-to-one. Fixed connection.
  • the door emergency unlocking device 155 is put into the emergency unlocking device mounting hole from the outside of the vehicle body, and the emergency unlocking device connector is used to pass through the emergency unlocking device fixing hole and the emergency unlocking device through hole to pre-assemble the two; Adjust the unlocking device fixing frame 156 to a proper position, so that the position of the emergency unlocking device fixing member on the unlocking device fixing frame 156 is aligned with the position of the emergency unlocking device connecting member, and then the overall installation and fixing are carried out, thereby ensuring the accuracy of installation. .
  • a countersunk head screw can be used for the connecting member of the emergency unlocking device, and a rivet nut can be used for the fixing member of the emergency unlocking device, which is fixedly connected to the unlocking device fixing frame 156 in advance.
  • Figure 38 shows a schematic structural diagram of a driver's cab end wall provided by an embodiment of the present application
  • Figure 39 shows a schematic structural diagram of a partition wall assembly provided by an embodiment of the present application; please continue to refer to Figure 1 , Figure 38 and Figure 39.
  • a driver's cab end wall 17 is provided in the high floor area of the car body;
  • the side wall uprights 171 are respectively located on both sides of the vehicle body, and the two sidewall uprights 171 can be arranged in parallel and opposite to each other.
  • the side wall post 171 is vertically arranged between the roof rail 112 and the vehicle bottom high cross member 1114, the top end of the side wall post 171 is connected to the top rail located above the driver's cab, and the bottom end of the side wall post 171 is connected to the driver's cab.
  • the underbody beam 1114 above the room is connected.
  • the end wall 17 of the cab also includes a partition wall assembly, the top of the partition wall assembly is connected to the roof beam 111, the two sides of the partition wall assembly can be connected to the side wall columns 171 respectively, and the bottom of the partition wall assembly is fixed on the bottom of the vehicle.
  • the high beam 1114 Therefore, the end wall 17 of the driver's cab is connected with the roof rail 112 , the roof cross member 111 and the bottom high cross member 1114 of the vehicle body.
  • the partition wall assembly includes a partition wall beam 173 and two partition wall columns 172; wherein, the partition wall beam 173 is located at the top of the partition wall assembly, and the length direction of the partition wall assembly is consistent with the width direction of the vehicle body; the partition wall beam 173 For connecting the two partition wall columns 172 together, and the partition wall beam 173 is located under the roof beam 111, the two ends of the partition wall beam 173 extend toward the two side wall columns 171 respectively, and the two ends of the partition wall beam 173 They are respectively fixed on the two side wall uprights 171 .
  • the two partition wall columns 172 are arranged on the bottom high beam 1114 at intervals, and the two partition wall columns 172, the vehicle bottom high beam 1114 and the partition wall beam 173 form a passage connecting the passenger cab and the driver's cab.
  • the partition wall column 172 can also be used.
  • the driver's cab door can be installed on the partition wall column 172 .
  • the partition wall column 172 and the side wall column 171 are arranged in parallel and opposite to each other, and can be vertically arranged between the vehicle bottom high beam 1114 and the vehicle roof beam 111, that is, the bottom end of the partition wall column 172 is connected with the vehicle bottom high beam 1114, and the partition wall The top end of the column 172 passes through the partition wall beam 173 and is fixed on the roof beam 111 ;
  • the cab end wall 17 provided in this embodiment includes side wall columns 171 and partition wall components, the partition wall columns 172, the side wall columns 171 and the roof rails 112, the roof beams 111 and the bottom height of the vehicle body.
  • the beams 1114 are connected together to form a closed frame structure, thereby enhancing the structural strength of the front end of the vehicle body and improving the torsional performance of the vehicle body.
  • the top of the partition wall column 172 needs to protrude from the partition wall beam 173, and the partition wall column 172 can be attached to and fixed with the side of the partition wall beam 173, and the partition wall column 172 can adopt an integrated structure; Or the partition wall column 172 adopts a separate structure, and is divided into two parts with the partition wall beam 173 as the boundary; the part located at the partition wall beam 173 and the bottom high beam 1114 can be called the partition wall column body 1721, located in the partition wall beam 173 and the roof.
  • the part between the beams 111 can be referred to as the partition wall column connecting section 1722; that is, the partition wall column includes the partition wall column body 1721 and the partition wall column connecting section 1722, and the partition wall column body 1721 connects the vehicle bottom high beam 1114 and the partition wall beam 173 Between, the two ends of the partition wall column body 1721 are respectively connected with the bottom high beam 1114 and the partition wall beam 173; the partition wall column connecting section 1722 is located between the partition wall beam 173 and the roof beam 111, and the partition wall column connecting section Both ends of 1722 are respectively connected with the partition wall beam 173 and the roof beam 111 .
  • the partition wall column 172 is preferably designed as a separate structure, so as to facilitate the manufacture of the partition wall assembly; at the same time, the partition wall beam 173 can be arranged directly below the roof beam 111, and is vertically arranged between the partition wall beam 173 and the partition wall beam 173.
  • the connecting sections 1722 of the partition wall columns between the roof beams 111 can enhance the vertical load bearing capacity of the partition wall beams 173 to improve the overall structural strength of the cab end wall 17 .
  • the partition wall assembly further includes at least one partition wall connecting column 174; the partition wall connecting column 174 connects the partition wall beam 173 and the roof beam 111, the Between the connecting sections 1722 of the partition wall columns.
  • the side of the partition wall beam 173 facing the roof rail 112 is provided with a partition wall connecting column 174, and the partition wall connecting column 174 is located between the two isolation connecting sections, that is, the partition wall connecting column 174 can be located at the end of the cab
  • the partition wall connecting column 174 and the two partition wall column connecting sections 1722 can be arranged on the partition wall beam 173 at equal intervals to enhance the connection strength between the partition wall beam 173 and the roof beam 111 .
  • the end wall of the cab also includes end wall side panels, and the end wall side panels are arranged on both sides of the partition wall column, that is, end wall side plates are provided on the side of the end wall column facing the driver's cab, and the end wall column is facing the driver's cab.
  • One side of the passenger compartment is provided with an end wall side panel to seal the frame structure of the end wall of the driver's cab.
  • one end of the end wall side panel is connected to the partition wall column, the other end of the side wall panel is connected to the side wall column, the bottom of the side wall panel is connected to the bottom high beam, and the top of the side wall panel is connected to the vehicle.
  • the roof rails are connected to form a driver's cab and a passenger's cab isolated from each other at the front end of the vehicle body. It is understandable that the cab is also provided with an electrical control cabinet, and the electrical control cabinet can be arranged on the end wall of the cab.
  • An embodiment of the present application provides a rubber-tired train, which includes at least one vehicle body described in Embodiment 1; the rubber-tired train of this embodiment includes two vehicle bodies, which are a first vehicle body and a second vehicle body respectively;
  • the first car body can be a motor car body
  • the second car body can be an intermediate car body
  • a motor car bogie is arranged at the bottom of the first car body
  • a trailer bogie is arranged between the first car body and the second car body
  • the motor car body is provided.
  • the bogie and the trailer bogie are not only used to support the first vehicle body and the second vehicle body, but also to transmit traction force between the first vehicle body and the second vehicle body.
  • the motor vehicle bogie 3 provided in this embodiment includes a frame, a traction center pin 331 and a motor vehicle traction device 33 ; wherein the frame is the installation basis of the motor vehicle traction device 33 and the traction center pin 331 ,
  • the frame includes two side beams 31 and two cross beams 32, the two side beams 31 extend along the length direction of the vehicle body, the two side beams 31 are parallel and opposite, and are located at the edges of the frame respectively.
  • the two beams 32 extend along the width direction of the vehicle body.
  • the two beams 32 can be arranged between the two side beams 31 in parallel and opposite to each other, and two ends of each beam 32 are fixedly connected to the side beams 31 respectively.
  • an insertion space for the motor vehicle traction device 33 is formed between the two beams 32 , that is, the motor vehicle traction device 33 is installed on the two beams 32 and can transmit the traction force generated by the traction module 332 to the frame through the beam 32 .
  • the motor vehicle traction device 33 and the secondary suspension device 36 on the side beam 31 are jointly connected to the upper motor vehicle body.
  • the traction module 332 includes a traction module 332 and a traction center pin 331.
  • the traction module 332 is used to fix the traction center pin 331, and can transmit the traction force on the traction center pin 331 to the beam 32 and make the vehicle move forward or back.
  • longitudinal stoppers 333 are respectively provided on both sides of the traction module 332 facing the beam 32 , and the traction module 332 is fixedly mounted on the beam 32 through the longitudinal stoppers 333 .
  • the middle area of the traction module 332 is provided with an insertion hole for installing the traction center pin 331, and the top of the traction center pin 331 is connected to the vehicle body part, that is, the traction center pin 331 is connected to the vehicle body and the traction module 332, and the traction module 332 is connected to the vehicle body.
  • the beam 32 is fixedly connected.
  • the traction center pin 331 includes a traction pin body, and a center pin connector 335 is provided on the side of the top of the traction pin body facing the vehicle body.
  • the traction center pin 331 is connected to the vehicle body through the center pin connector 335 .
  • the traction pin body is matched with the insertion hole of the traction module 332 , and the traction pin body can be inserted into the insertion hole of the traction module 332 to transmit the traction force acting on the traction center pin 331 to the beam 32 .
  • Each traction center pin 331 may be provided with two traction pin limiting lugs 3313 , the two traction pin limiting lugs 3313 are located on both sides of the traction pin body, respectively, and the traction pin limiting lugs 3313 are located on one side of the traction pin body facing the beam 32 . side.
  • two transverse stoppers 334 are disposed in the middle area of the beam 32 , and the two transverse stoppers 334 are spaced apart and oppositely disposed on the beam 32 to form between the two transverse stoppers 334
  • the limit space of the traction pin limit lug 3313, so that the edge of one end of the traction pin limit lug 3313 away from the main body of the traction pin is limited in the limit space.
  • the traction center pin 331 When the traction center pin 331 is in a free state, the distance between the traction pin limit lug 3313 The lateral stops 334 on both sides thereof have movable clearances. When the traction center pin 331 transmits the traction force, the two lateral stoppers 334 can limit the lateral displacement of the traction center pin 331 , and at the same time, the traction center pin 331 can rotate relative to the motor vehicle bogie 3 .
  • the traction center pin 331 is fixed on the traction module 332, and the traction module 332 is fixed between the two beams 32 through the longitudinal stopper 333, and transmits the traction force of the traction center pin 331 to the beam 32 to make the vehicle move forward or backward; at the same time, the edge of the traction pin limit lug 3313 of the traction center pin 331 is embedded between the two transverse stoppers 334 and has a movable gap; the traction center pin 331 can not only It rotates relative to the motor vehicle bogie 3 and has a certain rotation range, which can improve the curve passing ability of the vehicle.
  • the traction module 332 provided in this embodiment has a non-rigid component with a certain rigidity, and transmits traction force and braking force between the traction center pin 331 and the vehicle; the traction module 332 has a large contact surface, and elastic elements There is no gap, there is no sudden change in the force transmission process, and the force is more uniform.
  • the traction module 332 is assembled with a pre-pressure, and the force change is small during the traction and braking process.
  • the traction pin body includes a traction pin mounting plate 3311 and a stepped shaft 3312; wherein, the traction pin mounting plate 3311 is located on the top of the traction pin body, and one side of the traction pin mounting plate 3311 is fixedly connected to the vehicle body, The traction pin connecting piece connected to the vehicle body is located on the side of the traction pin mounting plate 3311 facing the vehicle body.
  • the stepped shaft 3312 and the two traction pin limiting lugs 3313 are respectively located on the side of the traction pin mounting plate 3311 away from the vehicle body, that is, the stepped shaft 3312 and the traction pin limiting lugs 3313 are respectively located below the traction pin mounting plate 3311 .
  • the stepped shaft 3312 includes a large diameter section and a small diameter section.
  • the stepped shaft 3312 is fixed on the traction pin mounting plate 3311 through its large diameter section, and both the large diameter section and the small diameter section are inserted into the traction module 332; the two traction pins are limited
  • the lugs 3313 are respectively located on both sides of the stepped shaft 3312, and the two traction pin limit lugs 3313 are symmetrically arranged with respect to the stepped shaft 3312, and one side of each traction pin limit lug 3313 is fixed on the large diameter section of the stepped shaft 3312; , the side of the traction pin limiting lug 3313 facing the traction pin mounting plate 3311 is fixed on the traction pin mounting plate 3311 .
  • the traction pin mounting plate 3311 , the stepped shaft 3312 and the two traction pin limiting ears 3313 may be an integral structure to enhance the structural strength of the traction center pin 331 .
  • the center of the traction module 332 is provided with an insertion hole for inserting the stepped shaft 3312.
  • the bottom of the traction module 332 is provided with a traction pin mounting seat 336.
  • the traction pin mounting seat 336 includes a blocking plate and is arranged on the blocking plate.
  • the positioning column, the blocking plate can be fixed on the bottom of the traction module 332 by bolts, and the blocking plate seals the insertion hole.
  • the positioning column provided on the blocking plate can extend into the above-mentioned insertion hole; the traction center pin 331 is provided with a positioning hole matched with the positioning column. Located on the small diameter section of the stepped shaft 3312, the positioning hole is in clearance fit with the positioning column to position the traction center pin 331, so that the traction center pin 331 is inserted into the positioning column.
  • the stepped shaft 3312 of the traction center pin 331 and the insertion hole of the traction module 332 are in clearance fit, and the side surface of the stepped shaft 3312 is in contact with the hole wall of the insertion hole; Fit together. In this way, after the traction module 332 is closely connected with the traction center pin 331 , the traction module 332 can move with the traction center pin 331 and maintain a stable connection state to ensure good force transmission.
  • longitudinal stoppers 333 are respectively provided on both sides of the traction module 332 toward the beam 32, and each beam 32 faces the traction module.
  • One side of the 332 is provided with a longitudinal stop bearing plate 321 ; the longitudinal stop bearing plate 321 and the longitudinal stopper 333 are arranged in cooperation, and the two are fixedly connected, so that the traction force on the traction module 332 can be transmitted through the longitudinal stopper 333 to the longitudinal stop carrier plate 321 , and then transferred to the beam 32 by the longitudinal stop carrier plate 321 .
  • This arrangement increases the connection area between the traction module 332 and the beam 32 , so that the traction force on the traction module 332 can be stably transmitted to the beam 32 .
  • the trailer bogie 4 includes a first frame body 41 and a second frame body 43 ; wherein the first frame body 41 is used for connecting the first vehicle body, and the second frame body 43 is used for connecting the second vehicle body .
  • the first end of the first frame body 41 is used for hinged connection with the second frame body 43 ; the second end of the first frame body 41 is provided with a first axle 42 , and the extension direction of the first axle 42 is the same as that of the first frame body 41 .
  • the extending directions of the first axles 42 are perpendicular to each other, and the two ends of the first axle 42 are connected with the first trailer wheels 4201 .
  • the first end of the second frame body 43 is used for hinged connection with the first frame body 41 ; the second end of the second frame body 43 is provided with a second axle 44 , and the extension direction of the second axle 44 is the same as that of the second frame body 43 .
  • the extending directions of the second axles 44 are perpendicular to each other, and the two ends of the second axle 44 are connected with second trailer wheels 4401 .
  • the hinged connection structure between the first frame body 41 and the second frame body 43 can be set as required, for example, the first end of the first frame body 41 and the first end of the second frame body 43 can be hinged through a shaft pin, And both can rotate relative to the pin shaft. In this way, when the first frame body 41 or the second frame body 43 rotates, due to the existence of the hinge connection, the corresponding second frame body 43 or the first frame body 41 can follow the rotation to a certain extent.
  • the car end part in the related art requires a stronger structural design, and occupies the space for the arrangement of the axle toward the end of the car, so that the axle must be arranged in the car, and then Occupy the space available for passengers in the end area of the vehicle; while the trailer bogie provided by the embodiment of the present application includes a rotatable first frame body 41 and a second frame body 43; the distance between the first axle 42 and the second axle 44 can be shortened.
  • the distance between the first axle 42 and the second axle 44 can be close to the edge of the car end, and the car end part no longer needs to be designed to adapt to strong force structures such as traction and braking force, which reduces the design difficulty of the car end part, and at the same time
  • a low floor can be achieved by avoiding the axles taking up the space available to passengers in the end area of the vehicle.
  • the trailer bogie provided in this embodiment further includes a frame buffer device 47; along the direction from the first vehicle axle 42 to the second vehicle axle 44, two frame buffer devices are symmetrically arranged at the first end of the first frame body 41, respectively. 47. Two frame buffer devices 47 are symmetrically arranged at the first ends of the second frame body 43, respectively.
  • the frame buffer device 47 disposed on the first frame body 41 may be defined as the first frame body buffer device
  • the frame body buffer device 47 disposed on the second frame body 43 may be defined as the second frame body buffer device.
  • first frame body buffer device and the second frame body buffer device are arranged in cooperation, when the first frame body 41 and the second frame body 43 are rotated by a certain angle, the first frame body buffer device and the second frame body buffer device can be in contact with each other. catch. Further, the first frame buffer device and the second frame buffer device located on the same side may be located on the same rotation path.
  • the gap between the first frame body buffer device and the second frame body buffer device gradually decreases until the first frame body buffer device and the second frame body buffer device device contact, and provide buffer force to the first frame body 41 and the second frame body 43 to avoid rigid contact between the first frame body 41 and the second frame body 43; continue to squeeze, the first frame body buffer device and the second frame body
  • the buffer device is no longer elastically deformed, and can limit the first frame body 41 and the second frame body 43 to achieve the purpose of rigid restriction, thereby limiting the rotation between the first frame body 41 and the second frame body 43 angle.
  • first end of the first frame body 41 and the first end of the second frame body 43 are hingedly connected through the slewing support device 45 .
  • the slewing support device 45 includes a slewing bearing 451, and the slewing bearing 451 includes a first swivel 4511 and a second swivel 4512 that are rotatably matched with each other, and the rotational axes of the two are perpendicular to the ground; wherein, the first swivel 4511
  • the bodies 41 are connected together, and the second rotating body 4512 can be connected with the second frame body 43 , that is, the first frame body 41 and the second frame body 43 are rotatably connected through the above-mentioned slewing bearing 451 .
  • the first frame body 41 and the second frame body 43 are respectively a split structure, and the first frame body 41 includes a first frame body connecting portion 412 connected to the first axle 42 , and a first frame body connecting portion 412 .
  • 412 is connected to the first frame body hinge portion 411 ; the first frame body connecting portion 412 is fixedly connected to the first axle 42 .
  • One end of the first frame hinge portion 411 is fixedly connected to the first frame body connecting portion 412 by bolts, and the other end of the first frame hinge portion 411 is connected to the first rotating body 4511 of the slewing bearing 451 .
  • the second frame body 43 includes a second frame body connecting portion 432 connected with the second axle 44 , and a second frame body hinge portion 431 connected with the second frame body connecting portion 432 .
  • the second frame body connecting portion 432 is fixedly connected to the second axle 44; Body 4512 is connected.
  • the first frame body 41 and the first rotating body 4511 are fixedly connected by fasteners, the first end of the first frame body 41 is provided with a first stepped hole, and the first stepped hole includes a first aperture section and a second aperture section , the aperture of the first aperture segment is larger than the aperture of the second aperture segment, so as to form a first stepped surface at the transitional connection between the first aperture segment and the second aperture segment, and the first aperture segment can be set close to the first rotating body 4511 to The first rotating body 4511 is installed below the first step surface.
  • the second frame body 43 and the second rotating body 4512 are fixedly connected by fasteners, the first end of the second frame body 43 is provided with a second stepped hole, and the second stepped hole includes a third aperture section and a fourth aperture
  • the aperture of the third aperture segment is larger than the aperture of the fourth aperture segment, so as to form a second step surface at the transition connection between the third aperture segment and the fourth aperture segment; the third aperture segment can be set close to the second swivel 4512, So that the second rotating body 4512 is fixed above the second step surface.
  • the first rotating body 4511 and the second rotating body 4512 are arranged up and down, and the rotation axes of the first rotating body 4511 and the second rotating body 4512 Perpendicular to the ground, or perpendicular to the first step surface and the second step surface;
  • the first rotating body 4511 includes a first mounting surface and a bowl-shaped spherical surface structure protruding from the first mounting surface, and the upper bottom surface of the bowl-shaped spherical surface structure is fixed on the On the first mounting surface, the lower bottom surface of the bowl-shaped spherical structure faces the second rotating body 4512;
  • the second rotating body 4512 includes a second mounting surface and a second spherical hole, the second spherical hole is matched with the bowl-shaped spherical structure, and the second rotating body 4512 includes a second mounting surface and a second spherical hole.
  • the spherical hole faces the first rotating body 4511 .
  • the second mounting surface of the second rotating body 4512 is attached to the second stepped surface, the second mounting surface and the second stepped surface are connected by bolts, and the second rotating body 4512 is embedded in the second frame body 43;
  • the first mounting surface of the body 4511 is attached to the first stepped surface, the first mounting surface and the first stepped surface are connected by bolts, part of the bowl-shaped spherical surface structure is inserted into the second spherical hole, and the side surface of the bowl-shaped spherical surface structure is connected with the first stepped surface.
  • the hole walls of the two spherical holes fit together, and there is a certain gap in the vertical direction between the first frame body 41 and the second frame body 43, so that the bowl-shaped spherical structure can be offset laterally inside the second spherical hole; that is, the first rotating body
  • the 4511 and the second rotating body 4512 can not only rotate around the axis of rotation, but also deflect laterally.

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Abstract

一种车体及胶轮列车，车体包括车顶纵梁（112）、车顶横梁（111）、车底高横梁（1114）以及位于司机室与客室之间的司机室端墙（17）；司机室端墙（17）包括两个侧墙立柱（171）、隔墙横梁（173）及两个隔墙立柱（172）；侧墙立柱（171）分别与车顶纵梁（112）、车底高横梁（1114）连接，隔墙立柱（172）与侧墙立柱（171）平行设置，隔墙立柱（172）的一端与车底高横梁（1114）连接，另一端与车顶横梁（111）连接；隔墙横梁（173）与车顶横梁（111）平行设置，隔墙横梁（173）的两端分别与侧墙立柱（171）连接。

Description

车体及胶轮列车 技术领域
本申请涉及车辆制造技术，尤其涉及一种车体及胶轮列车。
背景技术
低地板无轨车辆具有车辆编组运量大、入口低便于上下车等优点，其在城市交通中发挥着越来越重要的作用。
现有的低地板无轨车辆的地板包括高地板区域，高地板区域位于车体的前端，车体前端设置有隔离结构，例如，在车体前端设置有隔离面板，以在车体内形成司机室和乘客室；然而目前司机室的结构强度及车体前端抗扭性能差，导致其防撞性能降低，影响司机驾驶安全。
发明内容
本申请实施例中提供了一种车体及胶轮车辆，其能够解决司机室的结构强度及车体前端抗扭性能差的问题。
根据本申请实施例的第一个方面，提供了一种车体，其包括司机室端墙及位于司机室上方的车顶纵梁、车顶横梁及车底高横梁；所述车顶纵梁沿所述车体的长度方向布置在车体顶部两侧，所述车顶横梁的两端分别与所述车顶纵梁连接，所述车底高横梁位于所述车体底部；所述司机室端墙位于司机室与客室之间，所述司机室端墙包括两个侧墙立柱、隔墙横梁及两个隔墙立柱；其中，两个所述侧墙立柱分别与车体两侧的所述车顶纵梁、所述车底高横梁连接，所述隔墙立柱与所述侧墙立柱平行且相对设置，所述隔墙立柱的一端与所述车底高横梁连接，另一端凸出于所述隔墙横梁，并与所述车顶横梁连接；所述隔墙横梁与所述车顶横梁平行且相对设置，所述隔墙横梁位于所述车顶横梁的下方，且所述隔墙横梁的两端分别与所述侧墙立柱连接。
根据本申请实施例的第二个方面，提供了一种胶轮列车，其包括至少一个第一方面所述的车体。
采用根据本申请实施例的提供的车体及胶轮列车，车体包括司机室端墙，司机室端墙包两个括侧墙立柱、隔墙横梁及两个隔墙立柱，侧墙立柱与车顶纵梁及车底高横梁连接，隔墙横梁连接在两个隔墙立柱的顶部，且隔墙横梁的两端分别与两个侧墙立柱连接，隔墙立柱的两端分别与车顶横梁及车底高横梁连接；从而司机室端墙与车体的车顶纵梁、车顶横梁以及车底高横梁连接在一起，而形成闭合的框架，从而增强了车体前端的结构强度，提升车体前端的抗扭性能。
附图说明
此处所说明的附图用来提供对本申请的进一步理解，构成本申请的一部分，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1中示出的是本申请一实施例提供的车体的结构简图；
图2中示出的是图1的正视图；
图3中示出的是本申请一实施例提供的车体的高地板区域的结构简图；
图4中示出的是本申请一实施例提供的车底高纵梁的结构简图；
图5中示出的是图4中的第一高纵梁梁体的结构简图；
图6中示出的是本申请一实施例提供的第一安装吊座与第一高纵梁梁体的连接结构简图；
图7中示出的是本申请一实施例提供的车体的局部结构简图；
图8中示出的是本申请一实施例提供的第一车体牵引杆座在第一视角下的结构简图；
图9中示出的是本申请一实施例提供的第一车体牵引杆座在第二视角下的结构简图；
图10中示出的是本申请一实施例提供的第一车体牵引杆座的爆炸视图；
图11中示出的是本申请一实施例提供的第二车体牵引杆座在第一视角下的结构简图；
图12中示出的是本申请一实施例提供的第二车体牵引杆座在第二视角下的结构简图；
图13中示出的是本申请一实施例提供的第二车体牵引杆座的爆炸视图；
图14中示出的是本申请一实施例提供的过渡梁的连接结构简图；
图15中示出的是本申请一实施例提供的过渡梁的结构简图；
图16中示出的是本申请一实施例提供的过渡梁与车底高纵梁、车底低横梁的连接结构侧视图；
图17中示出的是本申请一实施例提供的供风系统的结构简图；
图18中示出的是本申请一实施例提供的供风风道的结构简图；
图19中示出的是本申请一实施例提供的供风风道的截面图；
图20中示出的是本申请一实施例提供的空调的结构简图；
图21中示出的是本申请一实施例提供的集水盘在车体上的具体位置图；
图22中示出的是本申请一实施例提供的车体的局部结构简图(图中显示出了导水管的走向)；
图23中示出的是图22的局部放大图；
图24中示出的是本申请一实施例提供的车门的结构简图；
图25中示出的是本申请一实施例提供的门立柱的结构简图；
图26中示出的是本申请一实施例提供的门立柱的局部结构简图；
图27中示出的是本申请一实施例提供的加强板的结构简图；
图28中示出的是图24的A-A剖视图；
图29中示出的是图28中A部的局部放大图；
图30中示出的是图24的B-B剖视图；
图31中示出的是本申请一实施例提供的车门密封结构的结构简图；
图32中示出的是图31的C-C剖视图；
图33中示出的是图31的D-D剖视图；
图34中示出的是图31的E-E剖视图；
图35中示出的是本申请一实施例提供的车门紧急解锁装置的结构简图；
图36中示出的是图31的F-F剖视图；
图37中示出的是本申请一实施例提供的解锁装置固定架的安装结构简图；
图38中示出的是本申请一实施例提供的司机室端墙的结构简图；
图39中示出的是本申请一实施例提供的隔墙组件的结构简图；
图40中示出的是本申请一实施例提供的动车牵引装置与构架的连接结构示意图；
图41中示出的是本申请一实施例提供的牵引中心销与构架的连接结构示意图；
图42中示出的是本申请一实施例提供的拖车转向架的俯视结构简图；
图43中示出的是本申请一实施方式提供的回转轴承与第一架体和第二架体的连接结构剖视图。
附图标记：
3-动车转向架；31-侧梁；32-横梁；321-纵向止挡承载板；
33-动车牵引装置；331-牵引中心销；3311-牵引销安装板；3312-阶梯轴；3313-牵引销限位耳；332-牵引模组；333-纵向止挡件；334-横向止挡件；335-中心销连接件；336-牵引销安装座；
4-拖车转向架；41-第一架体；411-第一架体铰接部；412-第一架体连接部；42-第一车桥；4201-第一拖车车轮；43-第二架体；431-第二架体铰接部；432-第二架体连接部；44-第二车桥；4401-第二拖车车轮；45-回转支撑装置；451-回转轴承；4511-第一转体；4512-第二转体；47-架体缓冲装置；
111-车顶横梁；1112-车底低横梁；1114-车底高横梁；112-车顶纵梁；114-车底高纵梁；1141-第一高纵梁梁体；1142-第二高纵梁梁体；1143-第一纵梁凹陷部；1144-第一纵梁水平安装部；1145-第二纵梁凹陷部；1146-第二纵梁水平安装部；1147-第一安装吊座；
1151-车端外侧横梁；11511-第一安装板；11512-第一侧板；11513-第一挡板；11514-第一夹持板；11515-第一防护板；11516-座椅安装接口；1152-车端内侧横梁；11521-第二安装板；11522-第二侧板；11523-第二挡板；11524-第二防护板；1153-第一车体牵引杆座；11531-第一主体；11532-第一连接部；1154-第二车体牵引杆座；11541-第二主体；11542-第二连接部；
116-枕梁；121-高地板区域；122-低地板区域；123-过渡梁；1231-过渡梁上盖板；12311-上盖板水平承载段；12312-上盖板倾斜段；12313-上盖板水平连接段；1232-过渡梁立板；1233-过渡梁下盖板；12331-下盖板水平承载段；12332-下盖板倾斜段；12333-第一下盖板折弯段；12334-第二下盖板折弯段；
141-中顶板；142-供风风道；1421-送风腔；1422-静压腔；14221-出风口；1423-风道隔板；14231-送风孔；143-空调；1431-排水孔；1441-集水盘；14411-导水孔；1442-导水管；
151-门立柱；1511-第一平板；1512-第二平板；1513-第三平板；1514-加强板；15141-加强板通孔；1515-第一压条固定孔；15151-第一压条调节部；15152-第一压条固定部；152-门顶梁；1521-第二压条固定孔；153-第一密封压条；1531-第一密封部；1532-第一连接部；154-第二密封压条；1541-第二密封部；1542-第二连接部；15421-连接压条；
155-紧急解锁装置；156-解锁装置固定架；1561-第一固定面；1562-第二固定面；1563-调节垫片；
17-司机室端墙；171-侧墙立柱；172-隔墙立柱；1721-隔墙立柱本体；1722-隔墙立柱连接段；173-隔墙横梁；174-隔墙连接柱。
具体实施方式
为了使本申请实施例中的技术方案及优点更加清楚明白，以下结合附图对本申请的示例性实施例进行 进一步详细的说明，显然，所描述的实施例仅是本申请的一部分实施例，而不是所有实施例的穷举。需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
实施例一
图1中示出的是本申请一实施例提供的车体的结构简图；图2中示出的是图1的正视图；请参照图1和图2。
本实施例提供一种车体(需要说明的是，本实施例的车体可以为动车车体，也可以为中间车车体，为描述方便，本实施例以动车车体为例进行说明)，包括相对设置的底架和顶板，连接所述底架和顶板的车体侧墙和车体端墙，其中，底架包括低地板区域122和高低板区域121，高地板区域121通常为列车的驾驶室，低地板区域122通常为列车的乘客区。
车体还包括位于车体顶部的车顶纵梁112及车顶横梁111，车体顶部设置有沿长度方向设置的两个车顶纵梁112，两个车顶纵梁112平行且相对设置；车体顶部还设置有沿宽度方向设置的多个车顶横梁111，多个车顶横梁111间隔设置在两个车顶纵梁112之间，且车顶纵梁112的两端分别固定连接在两个车顶纵梁112之间。
进一步的，位于高地板区域内的车体底部设置有车底高横梁1114以及车底高纵梁，车底高纵梁沿车体的长度方向布置在车体底部两侧，且车底高纵梁的延伸方向与车体的长度方向平行，车底高横梁1114的延伸方向与车体的宽度方向平行，车底高横梁1114的两端分别连接至车底高纵梁。车底高纵梁与车顶纵梁112设置有多个车体长立柱，车体长立柱可将车顶纵梁112和车底高纵梁连接在一起，从而形成车体的框架结构。
图3中示出的是本申请一实施例提供的车体的高地板区域的结构简图；请参照图3。本实施例中，高地板区域121设置有两个相对设置的车底高纵梁114，两个车底高纵梁114可对称布置在车体的高地板区域121，并且车底高纵梁114的延伸方向与车体的长度方向一致。车底高纵梁114的一端与位于高地板区域121的前端端墙连接，车底高纵梁114的另一端与位于低地板区域122的车底低横梁连接。
在两个车底高纵梁114之间设置有多个车底高横梁1114，多个车底高横梁1114间隔设置在两个车底高纵梁114之间，并且每个车底高横梁1114的两端分别与两个车底高纵梁114固定连接，以增强车体的结构强度。
进一步的，为降低高地板区域121的整体高度，车底高纵梁114的中间部分设置有凹陷部，且凹陷部位于车底高纵梁114朝向车体构架的一侧，或者说凹陷部位于车底高纵梁114朝向动车转向架的一侧；本实施例在车底高纵梁114的中间部分设置有凹陷部以形成动车转向架的避免空间，使车动车转向架容纳于避位空间内，从而达到降低高地板区域高度的效果，以实现可缩小高地板区域与低地板区域的高度差，提升乘客舒适性。
图4中示出的是本申请一实施例提供的车底高纵梁的结构简图；请参照图4。在上述实施例的基础上，本实施例提供的车底高纵梁114可以是为分体结构，车底高纵梁114包括第一高纵梁梁体1141和第二高纵梁梁体1142，第一高纵梁梁体1141和第二高纵梁梁体1142可对接或者连接在一起；上述凹陷部包括第一纵梁凹陷部1143和第二纵梁凹陷部1145，且第一纵梁凹陷部1143形成于第一高纵梁梁体1141上，第二纵梁凹陷部1145形成于第二高纵梁梁体1142上，且第一纵梁凹陷部1143和第二纵梁凹陷部1145连接。
具体地，第一高纵梁梁体1141包括第一纵梁水平安装部1144和第一纵梁凹陷部1143，第一纵梁凹陷部1143位于第一纵梁水平安装部1144的一端，第一纵梁水平安装部1144的厚度大于第一纵梁凹陷部1143的厚度；即第一高纵梁梁体1141的一端凹陷形成第一纵梁凹陷部1143；同样的，第二高纵梁梁体1142包括第二纵梁水平安装部1146和第二纵梁凹陷部1145，第二纵梁凹陷部1145位于第二纵梁水平安装部1146的一端，第二纵梁水平安装部1146的厚度大于第二纵梁凹陷部1145的厚度；即第二高纵梁梁体1142的一端凹陷形成第二纵梁凹陷部1145。
上述第一纵梁凹陷部1143和第二纵梁凹陷部1145彼此靠近设置并连接在一起，从而使凹陷部位于整个车底高纵梁114的中间部分，以形成动车转向架的避位空间，此避免空间可以是弓形避位空间。如此设置，可保证动车转向架有足够的垂向空间设置一系及二系减振装置，从而达到降低高地板区域的高度效果。
进一步的，为增强第一高纵梁梁体1141和第二高纵梁梁体1142的连接强度，本实施例提供的车体还包括枕梁116，枕梁116设置于避位空间内。具体地，在第一高纵梁梁体1141和第二高纵梁梁体1142的连接处设置有枕梁116，枕梁116设置于车底高纵梁114的下方，并且枕梁116垂直于车底高纵梁114设置，其两端分别与两个车底高纵梁114连接，本实施例以枕梁116的一端为例进行说明。
第一高纵梁梁体1141的第一纵梁凹陷部1143的一端搭接在枕梁116上并固定，第二高纵梁梁体1142的第二纵梁凹陷部1145的一端搭接在枕梁116上并固定，从而将第一高纵梁梁体1141和第二高纵梁梁体1142共同固定在枕梁116上，从而提升了车底高纵梁114的结构强度。
图5中示出的是图4中的第一高纵梁梁体的结构简图；请继续参照图4和图5。在上述实施例的基础 上，本实施例提供的第一高纵梁梁体1141和第二高纵梁梁体1142可由多个型面围成的腔体结构；或者说，车底高纵梁114可采用具有腔体的型材制作；在保证车底高纵梁114的结构强度下，车底高纵梁114的各型面设置有减重孔。例如，可在车底高纵梁114的底面或者顶面设置有长条形矩形孔，以及在车底高纵梁114的两侧面设置有矩形孔、三角形孔，三角形孔可位于车底高纵梁114的凹陷部与水平安装部的过渡连接处。本实施例在车底高纵梁114的梁体上设置有减重孔，不仅用于对整体车体进行减重，而且减重孔还可为车辆后期的布置走线提供穿过通道，方便布线。
图6中示出的是本申请一实施例提供的第一安装吊座与第一高纵梁梁体的连接结构简图；请继续参照图3、图4和图6。为便于车底高纵梁114与位于其下方的设备安装，车底高纵梁114的两端分别设置有安装吊座，安装吊座位于车底高纵梁114朝向转向架的一侧。具体地，第一高纵梁梁体1141远离第一纵梁凹陷部1143的一端设置有第一安装吊座1147，第一安装吊座1147位于第一高纵梁梁体1141朝向动车转向架的一侧；第二高纵梁梁体1142远离第二纵梁凹陷部1145的一端设置有第二安装吊座(图中未视出)，第二安装吊座位于第二高纵梁梁体1142朝向动车转向架的一侧。第一安装吊座1147和第二安装吊座的结构相同，均包括多个间隔设置的勾体，勾体用于挂载位于车体下方的设备。
本实施例中，车体端墙用于连接拖车转向架上的拖车牵引装置，以在拖车转向架和动车车体之间传递牵引力或制动力，并适应相邻的两个车体之间的各向相对运动。
图7中示出的是本申请一实施例提供的动车车体的局部结构简图；图8中示出的是本申请一实施例提供的第一车体牵引杆座在第一视角下的结构简图；图9中示出的是本申请一实施例提供的第一车体牵引杆座在第二视角下的结构简图；图10中示出的是本申请一实施例提供的第一车体牵引杆座的爆炸视图；图11中示出的是本申请一实施例提供的第二车体牵引杆座在第一视角下的结构简图；图12中示出的是本申请一实施例提供的第二车体牵引杆座在第二视角下的结构简图；图13中示出的是本申请一实施例提供的第二车体牵引杆座的爆炸视图；请参照图7-13。
本实施例的车体端墙包括：两个车端外侧横梁1151和车端内侧横梁1152，在车体宽度方向上，车端内侧横梁1152位于两个车端外侧横梁1151之间。每一个车端外侧横梁1151上均设有一个第一车体牵引杆座1153，车端内侧横梁1152上设有两个第二车体牵引杆座1154。
第一车体牵引杆座1153垂直于车体端墙所在的平面。第一车体牵引杆座1153可垂直连接在第一牵引组件461的一端，连接后两个第一牵引组件461互相平行，且与车体的长度方向一致。
两个第二车体牵引杆座1154位于两个第一车体牵引杆座1153之间，第二车体牵引杆座1154背离与其相邻的第一车体牵引杆座1153倾斜设置。两个第二车体牵引杆座1154相对倾斜设置，使得与其相连的第二牵引组件462也倾斜设置，连接后两个第二牵引组件462大体呈“八”字型。
通过上述设置，可以使端墙同时连接两个第一牵引组件461和两个第二牵引组件462以共同传递拖车转向架4和车体之间的牵引力和制动力，降低了每根牵引组件上的载荷，同时将牵引力和制动力平均分配至整个车体端墙上，避免出现应力集中的情况。
同时，本实施例在设计时可以使两个第一车体牵引杆座1153的高度和车轮中心高度保持一致，以降低牵引力和制动力传递时的损失，同时也降低了轮重减载率；两个第二车体牵引杆座1154能够保证车辆通过小曲线时，牵引力和制动力的平滑传递，提高传递效率。
具体的，请参照图8-图10，本实施例的第一车体牵引杆座1153包括第一主体11531和两个第一连接部11532，两个第一连接部11532分别设置在第一主体11531的两端，第一连接部11532背离第一主体11531的一侧设有第一连接孔，第一连接孔用于与第一牵引组件461上的第一牵引杆节点4612相连接。可选地，第一连接孔可以为螺纹孔，第一牵引杆节点4612上设有对应的连接通孔，紧固件穿过通孔后固定在螺纹孔内，以将二者固定连接。
请参照图11-图13，第二车体牵引杆座1154包括第二主体11541和两个第二连接部11542，两个第二连接部11542分别设置在第二主体11541的两端，第二连接部11542背离第二主体11541的一侧设有第二连接孔，第二连接孔用于与第二牵引组件462上的第二牵引杆节点4622相连接。可选地，第二连接孔可以为螺纹孔，第二牵引杆节点4622上设有对应的连接通孔，紧固件穿过通孔后固定在螺纹孔内，以将二者固定连接。
进一步地，请继续参照图8-图10，本实施例的车端外侧横梁1151还包括第一安装梁、两个第一挡板11513和两个第一夹持板11514。
第一安装梁包括第一安装板11511以及垂直设置在第一安装板11511两端的第一侧板11512，第一安装板11511和第一侧板11512共同围成用于安装第一车体牵引杆座的第一安装腔，第一安装板11511上设 有用于供第一车体牵引杆座穿过的第一安装梁通孔，第一车体牵引杆座穿过第一安装梁通孔后固定在第一安装梁上。
第一挡板11513与第一安装板11511相对设置以遮挡部分第一安装腔，第一挡板11513与第一侧板11512背离第一安装板11511的一端固定连接，两个第一挡板11513分别抵接在第一车体牵引杆座的第一侧和第二侧。
两个第一夹持板11514分别位于第一车体牵引杆座的上下两侧且抵接在第一车体牵引杆座上，第一夹持板11514与第一侧板11512背离第一安装板11511的一端固定连接。
本实施例将第一车体牵引杆座151穿过第一安装梁通孔，使其具有第一连接孔的一端朝向拖车转向架4以与对应的第一牵引组件461相连接。第一车体牵引杆座通过两个第一夹持板11514和两个第一挡板11513的共同作用固定在第一安装腔内。
更进一步地，本实施例的车端外侧横梁1151还包括两个第一防护板11515，两个第一防护板11515分别设置在第一车体牵引杆座的第一侧和第二侧，第一防护板11515的两端分别连接第一安装板11511和第一挡板11513。两个第一防护板11515可以在第一车体牵引杆座的第一侧和第二侧对第一车体牵引杆座1153形成保护，从而提高其使用寿命。
此外，本实施例在第一侧板11512上设有多个座椅安装接口11516，座椅安装接口11516用于连接座椅上对应的结构以将座椅固定在车体端墙上。
进一步地，请继续参照图11-图13，本实施例的车端内侧横梁1152还包括第二安装梁和第二挡板11523。
第二安装梁包括第二安装板11521以及垂直设置在第二安装板11521两端的第二侧板11522，第二安装板11521和第二侧板11522共同围成用于安装第二车体牵引杆座的第二安装腔，第二安装板11521上设有用于供第二车体牵引杆座穿过的第二安装梁通孔。
第二挡板11523与第二安装板11521相对设置以遮挡部分第二安装腔，第二挡板11523与第二侧板11522背离第二安装板11521的一端固定连接，第二挡板11523上设有与第二安装梁通孔相对应的第二过孔，第二车体牵引杆座依次穿过第二过孔和第二安装梁通孔后固定在第二安装梁上。
本实施例将第二车体牵引杆座依次穿过第二过孔和第二安装梁通孔后固定在第二安装梁上，使其具有第二连接孔的一端朝向拖车转向架4以与对应的第二牵引组件462相连接。第二车体牵引杆座1154节通过过孔和第二安装梁通孔的限位作用固定在第二安装腔内。
进一步地，车端内侧横梁1152还包括两个第二防护板11524，两个第二防护板11524分别设置在第二车体牵引杆座的第一侧和第二侧，第二防护板11524的两端分别连接第二安装板11521和第二挡板11523。两个第二防护板11524可以在第二车体牵引杆座的第一侧和第二侧对第二车体牵引杆座1154形成保护，从而提高其使用寿命。
可选地，本实施例的第二车体牵引杆座1154与车体端墙所在的平面之间的夹角优选为30°-40°，在此范围内可以使第二牵引组件462保持较高的传递效率。
图14中示出的是本申请一实施例提供的过渡梁的连接结构简图；图15中示出的是本申请一实施例提供的过渡梁的结构简图；图16中示出的是本申请一实施例提供的过渡梁与车底高纵梁、车底低横梁的连接结构侧视图；请参照图14-图16。
进一步的，为增强车体的高地板区域121和低地板区域122的过渡处的结构强度，车体还包括过渡梁123，过渡梁123连接车底低横梁和车底高纵梁114，且过渡梁123的延伸方向可与过渡梁123的受力方向一致，防止因过渡梁123的延伸方向与上述受力方向不一致，而导致过渡梁123出现应力集中的现象。
具体的，本实施例的过渡梁123用于连接位于车体地板不同高度区域的两个承载梁，两个承载梁可分别位于车体的高地板区域和低地板区域。例如，两个承载梁可以是车底高纵梁114和车底低横梁1112，车底高纵梁114所处的高度大于车底低横梁1112所处的高度。
进一步地，车底高纵梁114可以是沿车体的长度方向布置在车体高地板区域的纵梁，其延伸方向与车体的长度方向一致；车底低横梁1112可以是沿车体宽度方向布置在车体的低地板区域的横梁，车体低横梁的延伸方向与车体的宽度方向一致；车底高纵梁114和车底低横梁1112分别靠近车底的高低板区域与低地板区域的过渡处设置，车底高纵梁114和车底低横梁1112通过过渡梁123连接，以增强高低板区域和低地板区域的过渡处的结构强度。
本实施例提供的过渡梁123包括过渡梁上盖板1231和过渡梁下盖板1233；其中，过渡梁上盖板1231、 过渡梁下盖板1233及过渡梁立板1232均可以是金属板，过渡梁上盖板1231与过渡梁下盖板1233相对设置，且过渡梁上盖板1231位于过渡梁下盖板1233的上方。过渡梁上盖板1231和过渡梁下盖板1233的一端分别与车底高纵梁114连接，过渡梁上盖板1231和过渡梁下盖板1233的另一端朝向车底低横梁1112倾斜延伸，并分别与车底低横梁1112连接，过渡梁上盖板1231和过渡梁下盖板1233的倾斜方向与过渡梁123的受力方向一致，即过渡梁上盖板1231和过渡梁下盖板1233的倾斜方向与过渡梁123的受力方向平行或者近似平行，此处过渡梁123受力指的是，沿车底高纵梁114上传递的牵引力及制动力在过渡梁123上的分力；如此设置，可减少过渡梁123出现应力集中现象，防止过渡梁123上盖板1231和过渡梁下盖板1233弯折，提升过渡梁123抗挤压能力。
为进一步提升过渡梁123的抗挤压能力，过渡梁123还包括多个过渡梁立板1232，过渡梁立板1232固定在过渡梁上盖板1231和过渡梁下盖板1233之间；过渡梁立板1232垂向连接在过渡梁上盖板1231和过渡梁下盖板1233之间，以提升过渡梁123的结构强度，尤其是可以提升过渡梁123的垂向承载能力。
过渡梁立板1232朝向车底低横梁1112的一端凸出于过渡梁上盖板1231和过渡梁下盖板1233并水平延伸，过渡梁立板1232的凸出部分用于与车底低横梁1112连接。车底低横梁1112朝向过渡梁的一侧具有槽口，或者车底低横梁1112采用C型钢材制作，过渡梁立板1232的凸出部分插接至车底低横梁1112内并固定；即过渡梁立板1232朝向车底低横梁1112的一端通过“锁口”的方式固定在车底低横梁1112上，可提升过渡梁与车底低横梁1112的连接强度。
本实施例提供的过渡梁，其用于连接位于高地板区域的车底高纵梁114、位于低地板区域的车底低纵梁，且过渡梁的过渡梁上盖板1231和过渡梁下盖板1233的整体的倾斜方向与过渡梁123的受力方向一致，可防止过渡梁承受较大的扭转力以及出现应力集中现象而发生弯折；同时，过渡梁上盖板1231和过渡梁下盖板1233之间设置有过渡梁立板1232，提升了过渡梁123的结构强度，以提升车体的结构强度及承载能力。
在上述实施例的基础上，过渡梁上盖板1231和过渡梁下盖板1233之间设置有多个过渡梁立板1232，且过渡梁立板1232分别与过渡梁上盖板1231和过渡梁下盖板1233焊接在一起以形成一个整体结构，过渡梁立板1232朝向车底低横梁1112的一端伸出于过渡梁上盖板1231以及过渡梁下盖板1233，过渡梁立板1232的凸出部分插接至车底低横梁1112内，并与车底低横梁1112焊接固定。可理解的是，过渡梁上盖板1231朝向车底低横梁1112的一端上表面可与车底低横梁1112的上表面对齐，且通过对接熔透焊缝连接在一起；过渡梁下盖板1233朝向车底低横梁1112的一端表面可与车底低横梁1112的下表面对齐，且通过对接熔透焊缝连接在一起。
进一步的，本实施例提供的过渡梁上盖板1231，包括上盖板倾斜段12312及与位于上盖板倾斜段12312两端的上盖板水平承载段12311和上盖板水平连接段12313，上盖板水平承载段12311、上盖板倾斜段12312及上盖板水平连接段12313依次连接，或者上盖板倾斜段12312、上盖板水平承载段12311以及上盖板水平连接段12313形成一体结构；其中，上盖板水平承载段12311用于与车底高纵梁114连接，上盖板水平连接段12313用于与车底低横梁1112对接并固定，上盖板倾斜段12312的延伸方向与过渡梁123的受力方向一致。
具体地，上盖板水平承载段12311朝向车底高纵梁114的一端位于车底高纵梁114的底部，并贴合固定在车底高纵梁114的底面上；上盖板水平承载段12311远离车底高纵梁114的一端与上盖板倾斜段12312的一端连接，上盖板倾斜段12312的另一端朝向车底低横梁1112的方向倾斜延伸，上盖板倾斜段12312朝向车底低横梁1112的一端与上盖板水平连接段12313的一侧连接，上盖板水平连接段12313的另一侧与车底低横梁1112对齐并焊接固定。可理解的是，上盖板倾斜段12312的倾斜程度可根据车底高纵梁114和车底低横梁1112之间的受力大小及方向进行调整，例如，上盖板倾斜段12312与上盖板水平连接段12313之间的夹角范围可以是120°至160度，例如，上盖板倾斜段12312与上盖板水平连接段12313之间的夹角可以是123.5°。
进一步的，本实施例为提升过渡梁123与车底低横梁1112的连接强度，上盖板倾斜段12312与上盖板水平连接段12313的截面积采用渐变设计，沿车底高纵梁114和车底低横梁1112的方向，上盖板倾斜段12312、上盖板水平连接段12313的截面宽度逐渐增大。如此设置，可减少过渡梁123上出现应力集中现象；同时，可有效增加上盖板水平连接段12313与车底低横梁1112对接处的宽度，以增加了有效焊缝的长度；从而增大了过渡梁123与车底低横梁1112之间的接触面积，可减少过渡梁123出现应力集中现象。
请继续参照图16，本实施例提供的过渡梁下盖板1233包括下盖板连接段和下盖板水平承载段12331，其中，下盖板水平承载段12331与上盖板水平承载段12311平行且相对设置，下盖板水平承载段12331朝向车底低横梁1112的一端与车底低横梁1112连接，下盖板水平承载段12331可与车底低横梁1112的下表 面平齐，且两者通过对接熔透焊缝连接在一起。
下盖板水平承载段12331远离车底低横梁1112的一端与下盖板连接段的一端连接，下盖板连接段远离下盖板水平承载段12331的一端与上盖板水平承载段12311连接在一起；两者固定在一起后，再通过焊接的方式固定在车底高纵梁114的底部；或者，下盖板连接段远离下盖板水平承载段12331的一端与过渡梁立板1232连接在一起；优选地下盖板连接段远离下盖板水平承载段12331的一端与过渡梁立板1232连接。
具体地，下盖板连接段包括下盖板倾斜段12332、第一下盖板折弯段12333和第二下盖板折弯段12334；其中，第一下盖板折弯段12333位于下盖板倾斜段12332与下盖板水平承载段12331之间，第二下盖板折弯段12334位于下盖板倾斜段12332与上盖板水平承载段12311之间，并且下盖板倾斜段12332与过渡梁立板1232连接在一起；即下盖板倾斜段12332的一端通过第一下盖板折弯段12333与下盖板水平承载板连接；下盖板倾斜段12332的另一端通过第二下盖板折弯段12334与过渡梁立板1232连接在一起，可使上盖板水平承载段12311与车底高纵梁114的底面平齐。
下盖板倾斜段12332的倾斜方向与上盖板12312的倾斜方向可平行或者近似平行。可理解的是，下盖板倾斜段12332的倾斜程度可根据车底高纵梁114和车底低横梁1112之间的受力大小及方向进行调整，例如，下盖板倾斜段12332与下盖板水平连接段12331之间的夹角范围可以是120°至160度，例如，下盖板倾斜段12332与下盖板水平连接段12331之间的夹角可以是136°。
进一步的，第一下盖板折弯段12333和第二下盖板折弯段12334的结构相似，两者均可以是L形结构，即第一下盖板折弯段12333和第二下盖板折弯段12334分别包括水平连接段及垂直连接段。第一下盖板折弯段12333的水平连接段靠近下盖板水平承载板设置，并连接在一起；第一下盖板折弯段12333的垂直连接段与下盖板倾斜段12332的底端连接；从而将下盖板倾斜段12332通过第一下盖板折弯段12333与下盖板水平承载段12331连接在一起。
第二下盖板折弯段12334的水平连接段的一端靠近下盖板倾斜段12332的顶端设置，并且两者连接在一起；第二下盖板折弯段12334的垂直连接段与上盖板水平承载段12311连接，可共同连接于车底高纵梁114上，从而将下盖板倾斜段12332通过第二下盖板折弯段12334与上盖板水平承载段12311连接在一起。
可理解的是，本实施例提供的第一下盖板折弯段12333和第二下盖板折弯段12334可由下盖板倾斜段12332的两端进行折弯形成，并且折弯处可圆滑过渡，以减少应力集中；进一步的，过渡梁下盖板1233中的下盖板水平承载段12331及下盖板连接段可以是一体结构，以增强过渡梁下盖板1233的结构强度，从而提升过渡梁123的整体结构强度。
图17中示出的是本申请一实施例提供的供风系统的结构简图；图18中示出的是本申请一实施例提供的供风风道的结构简图；图19中示出的是本申请一实施例提供的供风风道的截面图；请参照图17-图19。
进一步地，本实施例的中顶板141上还设有供风系统，供风系统包括两个供风风道142和空调143，空调143设置在中顶板141上，空调143用于连接外部环境与车辆的车厢；两个供风风道142分别位于空调143在车辆宽度方向的两侧，供风风道142包括沿车辆的长度方向设置的送风腔1421、静压腔1422和风道隔板1423，送风腔1421与空调143的出风口相连接，风道隔板1423位于送风腔1421和静压腔1422之间，风道隔板1423上设有用于连接送风腔1421和静压腔1422的送风通道，静压腔1422设置在供风风道142远离空调143的一侧，静压腔1422朝向中顶板141的一侧设有出风口14221。
本实施例将两个供风风道142分别设置在空调143的两侧可以提高车厢各处送风的均匀性。
在一个可选地实施方式中，本实施例中送风通道设置在风道隔板1423背离中顶板141的一侧，送风通道沿车辆的长度方向通长设置。
将送风通道设置在风道隔板1423背离中顶板141的一侧，可以延长空调143送出的新鲜空气在送风腔1421内停留的时间，从而提升缓冲效果，使空调143送出的新鲜空气均匀输送至送风腔1421各处；通长设置的送风通道可以保证新鲜空气均匀的进入静压腔1422各处。
如图18所示，在另一个可选地实施方式中，送风通道设置在风道隔板1423背离中顶板141的一侧，送风通道包括多个沿车辆的长度方向设置的送风孔14231，相邻的两个送风孔14231之间等间距设置。
与上述实施方式相似，将送风通道设置成多个沿车辆的长度方向均匀排列的送风孔14231也能够保证新鲜空气均匀的进入静压腔1422各处。
如图18所示，可选地，出风口14221沿车辆的长度方向通长设置；通长设置的出风口14221可以保证进入新鲜空气均匀的进入车厢内。
优选地，空调143设置在中顶板141的中部，两个供风风道142相对于空调143对称设置。通过上述 设置使得空调143与两个供风风道142之间的距离相等，并且空调143出风口14221位于两个供风风道142的中部，从而保证了新鲜空气能够均匀的进入供风风道142和第二送风风道各处。
图20中示出的是本申请一实施例提供的空调的结构简图；图21中示出的是本申请一实施例提供的集水盘在车体上的具体位置图；图22中示出的是本申请一实施例提供的车体的局部结构简图(图中显示出了导水管的走向)；图23中示出的是图24的局部放大图；请参照图20-图23。
如图20至图22所示，本实施例中空调143上还设有多个排水孔1431，空调143的下方设有冷凝水导出装置，空调143产生的冷凝水可由排水孔1431进入冷凝水导出装置内；冷凝水导出装置用于将车辆空调工作过程中产生的冷凝水排出车体外；如此设置，可以及时的将空调143工作时产生的水排出车体外部。
本申请实施例提供的冷凝水导出装置，包括至少一个集水盘1141和至少一个与集水盘1141连通的导水管1142，其中，导水管1142的一端与集水盘1141的底部连通，导水管1142的另一端可朝向车体的侧墙方向延伸，侧墙设置有多个立柱，导水管1142远离集水盘1141的一端可延伸至立柱内，立柱的底部可与车体外连通，从而可将集水盘1141收集的冷凝水排出车体外。
可理解的是，胶轮列车包括相对设置的两个侧墙，侧墙内设置有多个立柱，该立柱可以为车门立柱、侧墙立柱；侧墙立柱及车门立柱的底部与车体外连通；导水管1442穿过导水管连通孔以连接外部环境；本实施例以导水管远离集水盘的一端与侧墙立柱连通为例，进行说明。
为便于对此方案的理解，本实施例中可将沿车体的长度方向，将车体整体分为左、右两侧，若集水盘1141位于中顶板141的右侧，集水盘1141设置有与导水管1142连通的导水孔14411，导水孔14411位于集水盘1141的底部；导水管1142的一端穿过中顶板141与导水孔14411连通，导水管1142的另一端朝向车体的左侧延伸，并且导水管1142远离集水盘1141的一端可延伸至左侧侧墙的侧墙立柱内，从而将冷凝水排出至车体外；即导水管1142与集水盘1141的连接位置以及导水管另一端所延伸至的侧墙立柱分别位于集水盘1141的同一侧。
本申请实施例提供的车体，其包括设置在车顶上的集水盘1141以及与集水盘1141连通的导水管1142，且导水管1142朝向集水盘1141所在车体的对侧方向延伸，并可延伸至位于其对侧的侧墙立柱内。
在相关技术中，在车顶上需设置导水槽，导水槽的两端延伸至车辆的侧墙，通过导水槽将冷凝水排出车体外，容易造成车体外侧的油漆面腐蚀；或者，冷凝水混杂尘土而容易导致车体外表面产生污泥，从而影响车体的外观；而本实施例中冷凝水通过设置在车体内的导水管1142，导水管1142可延伸至侧墙立柱内，导水管1142的另一端与外部连通，以将冷凝水排出车体外；因此，本申请实施例提供的车体，其车体外侧油漆面耐腐蚀，并且车体外观更加整洁美观。
如图23所示，在上述实施例的基础上，导水孔14411可设置集水盘1141靠近其所对应的侧墙立柱的一侧，导水孔14411位于集水盘1141的底部，如此设置，可便于导水管1142朝向位于其所连接的集水盘1141的相对侧的侧墙立柱延伸，即导水管1142在集水盘1141的连接位置使得导水管1142布置距离最短，也便于安装导水管1142。
为便于将导水管1142连接至集水盘1141，集水盘1141在导水孔14411处设置有第一金属管接头1143，第一金属管接头1143可以是直角金属弯管，其一端连接在导水孔14411处，另一端平行于集水盘1141水平设置，并与导水管1142连通。
进一步的，为便于安装导水管1142，本实施例中的导水管1142可以是软管，软管具有变形及弯折能力，其能够适应复杂的安装环境，能够提升导水管1142的安装效率。为提升导水管1142与第一金属管接头1143的连接可靠性，导水管1142可通过卡箍连接在第一金属管接头1143上。例如，卡箍可以是喉箍。
由于导水管1142为软管，导水管1142的一端需延伸至侧墙立柱内，位于侧墙立柱内的导水管1142沿侧墙立柱的内部进行铺设，在导水管1142与侧墙立柱的过渡处容易出现破损而导致导水管1142破裂的现象；为此，本申请实施例在导水管1142与侧墙立柱的过渡处设置有第二金属管接头1144进行过渡。具体实施如下：
导水管1142可包括两段，其中一段导水管1142布置在第一金属管接头1143与第二金属管接头1144之间，即此段位于集水盘1141与侧墙立柱的顶部之间；另一段导水管1142设置在侧墙立柱内，沿侧墙立柱的延伸方向进行布置，并且此段一端与第二金属管接头1144连接，另一端延伸至侧墙立柱的底部，并能够将车辆空调产生的冷凝水传输至车体外。
可理解的是，根据布置在第一集水盘1141和第一侧墙立柱之间的导水管1142之间的长度，可将此段分为两段或者三段等，即导水管1142至少包括两段导水管1142；此外，第二金属管接头1144同样可以是直角金属弯管。
在上述实施例的基础上，为防止位于第一侧墙立柱内的部分导水管1142晃动，并与侧墙立柱发生碰 撞摩擦，而使导水管1142出现破裂的现象发生；本申请实施例在侧墙立柱的底部设置有金属直管1145，金属直管1145可固定在侧墙立柱上，金属直管1145一端与车辆外连通，另一端可与导水管1142连接并固定，从而约束导水管1142的自由端，防止其晃动。
如图21所示，本实施例沿车体的长度方向设置有两个集水盘1141，两个集水盘1141对称设置，并保持一定间隔，并形成车辆空调的避位空间；两个集水盘1141均设置在车辆空调的下方，每个集水盘1141均可对空调产生的冷凝水进行收集。每个集水盘1141所连接的导水管1142，其分别连接在两个集水盘1141的相对侧，并且导水管1142的另一端交叉布置，分别朝向侧墙立柱延伸。
本实施例提供的集水盘1141，沿车体的长度方向，集水盘1141两端的宽度大于集水盘1141中部的宽度，从而使得集水盘1141收集的冷凝水能够大部分聚集在集水盘1141的两端，便于通过导水孔14411排出；同时，两个集水盘1141中间部分形成更大的避位空间，方便导水管1142及车辆空调的安装。
图24中示出的是本申请一实施例提供的车门的结构简图；图25中示出的是本申请一实施例提供的门立柱的结构简图；图26中示出的是本申请一实施例提供的门立柱的局部结构简图；图27中示出的是本申请一实施例提供的加强板的结构简图；请参照图24-图27。
本实施例的侧墙上还设有车门，车门包括：两个门立柱151和门顶梁152，两个门立柱151相对设置，门顶梁152的两端连接两个所述门立柱151。
其中，门立柱151包括第一平板1511、两个第二平板1512和两个第三平板1513，第一平板1511沿门立柱151的延伸方向设置；第二平板1512沿门立柱151的延伸方向设置，两个第二平板1512分别垂直连接在第一平板1511的两侧；两个第三平板1513分别设置在第一平板1511的两端，第三平板1513垂直连接于第一平板1511和两个第二平板1512。
第一平板1511、两个第二平板1512、两个第三平板1513共同围成具有开口的空腔，空腔的开口内设有多个间隔设置的加强板1514，加强板1514的两侧分别连接两个第二平板1512。
本实施例通过在门立柱151的空腔开口内设置加强板1514以增加门立柱151横向刚度和强度，同时相邻的两个加强板之间形成的空间可满足现场施工安装要求。
加强板1514优选设置在门立柱151朝向车体的一侧，以提高门立柱151与车体的连接强度，并方便与其他零件的连接走线。
可选地，如图25和图26所示，本实施例的加强板1514在门立柱151的延伸方向上的长度在背离第二平板1512的方向上逐渐减小，通过上述设置，加强板1514整体上形成一个两端宽、中间窄的结构，可以使得加强板1514与第二平板1512连接处具有较高的连接强度，同时加强板1514的中部可以形成更大的安装空间，便于工作人员进行现场安装施工。
优选地，本实施例中加强板1514朝向第三平板1513的面为弧面，相比于其他结构，圆弧状的结构可以使得相邻的两个加强板1514之间形成更大的安装空间。由于加强板1514的两侧设有上述弧面，因此加强板1514整体上形成一个类似“蝴蝶”的形状。
进一步地，本实施例中，加强板1514与第二平板1512连接的面为斜面，将加强板1514与第二平板1512的连接面设置为斜面可以提高加强板1514与第二平板1512的接触面积，从而提高连接的强度。
优选地，加强板1514与第二平板1512焊接连接，采用焊接连接的方式可以保证连接的稳定性，且施工方便。
进一步地，请继续参照图26和图27，本实施例的加强板1514的中部设有加强板通孔15141，加强板通孔15141用于安装其他设备，以将其他设备固定在门立柱151的空腔内。
本实施例中，加强板1514为耐候钢板，例如可采用高耐候钢Q345NQR2制成的钢板，从而使其具有较高的强度。
图28中示出的是图24的A-A剖视图；图29中示出的是图28中A部的局部放大图；图30中示出的是图24的B-B剖视图；图31中示出的是本申请一实施例提供的车门密封结构的结构简图；图32中示出的是图31的C-C剖视图；图33中示出的是图31的D-D剖视图；图34中示出的是图31的E-E剖视图；请继续参照图24、图28-图34。
进一步地，本实施例的车门还包括两个第一密封压条153和第二密封压条154；两个第一密封压条153分别设置在两个门立柱151相对的侧面上，第二密封压条154设置在门顶梁152朝向门立柱151的侧面上。
具体的，门立柱151相对的侧面上设有多个第一压条固定孔1515，第一密封压条153上设有多个与第一压条固定孔1515相适配的第一压条通孔，第一紧固件穿过第一压条固定孔1515和第一压条通孔后将第 一密封压条153与门立柱151固定连接；第一压条固定孔1515包括相互连接的第一压条调节部15151和第一压条固定部15152，第一压条调节部15151的直径大于第一紧固件的直径，第一紧固件卡紧固定在第一压条固定部15152中。
门顶梁152朝向门立柱151的侧面上设有多个第二压条固定孔1521，第二密封压条154上设有多个与第二压条固定孔1521相适配的第二压条通孔，第二紧固件穿过第二压条固定孔1521和第二压条通孔后将第二密封压条154与门顶梁152固定连接；第二压条固定孔1521包括相互连接的第二压条调节部和第二压条固定部，第二压条调节部的直径大于第二紧固件的直径，第二紧固件卡紧固定在第二压条固定部中。
本实施例的车门在安装时，先将第二密封压条154安装到门顶梁152上，再把第一密封压条153安装到对应的门立柱151上，最后把第二密封压条154和第一密封压条153连接在一起。
具体的，可以先将第二紧固件与第二压条通孔预装好，再将第二紧固件和第二密封压条154整体与第二压条固定孔1521对应安装，具体安装时可以先将第二紧固件放置在第二压条调节部中，调整好第二密封压条154的位置后再将第二紧固件滑入第二压条固定部中，然后再锁紧固定。
同理，在上述基础上，将第一紧固件与第一压条通孔预装好，再将第一紧固件和第一密封压条153整体与第一压条固定孔1515对应安装，具体安装时可以先将第一紧固件放置在第一压条调节部15151中，调整好第一密封压条153的位置后(注意同时需要根据第二密封压条154的位置调整第一密封压条153对应的连接位置)，再将第一紧固件滑入第一压条固定部15152中，然后再锁紧固定。
上述安装方式方便现场工人操作，节省时间，可以提高生产效率。
优选地，请参照图28-图30，本实施例中第一压条调节部15151和第一压条固定部15152均呈矩形，第一压条调节部15151的最小边长大于第一紧固件的最大外径，第一压条固定部15152的最小边长大于等于第一紧固件的最小外径且小于第一紧固件的最大外径；上述设置方式可以保证第一紧固件仅能够在第一压条调节部15151内进行转动和调节，在第一压条固定部15152内不会发生转动，从而保证连接的稳定性。
同样的，第二压条调节部和第二压条固定部均呈矩形，第二压条调节部的最小边长大于第二紧固件的最大外径，第二压条固定部的最小边长大于等于第二紧固件的最小外径且小于第二紧固件的最大外径；上述设置方式可以保证第二紧固件仅能够在第二压条调节部内进行转动和调节，在第二压条固定部内不会发生转动，从而保证连接的稳定性。
优选地，本实施例中第一紧固件与第一压条固定部15152过盈连接；第二紧固件与第二压条固定部过盈连接。采用过盈连接的方式定心精度好，可承受转矩、轴向力或两者复合的载荷，而且承载能力高，在冲击振动载荷下也能较可靠的工作。
本实施例中第一紧固件和第二紧固件均可选用方颈螺钉及相配合的螺母、垫圈的结构。
进一步地，请继续参照图32-图34，本实施例的第一密封压条153包括第一密封部1531和第一连接部1532，第一密封部1531与门立柱151固定连接，第一连接部1532连接第一密封部1531的一侧，且第一连接部1532垂直于门立柱151和门顶梁152；第二密封压条154包括第二密封部1541和第二连接部1542，第二密封部1541与门顶梁152固定连接，第二连接部1542连接第二密封部1541的一侧，且第二连接部1542垂直于门顶梁152和门立柱151。
在连接配合时，两个第一连接部1532分别连接在第二连接部1542的两端。
具体的，本实施例中第二连接部1542的两端分别设有连接压条15421，连接压条15421的宽度与对应的第一连接部1532的宽度相等，第一连接部1532搭接在第一连接压条15421上且与连接压条15421固定连接。
进一步地，第一连接部1532与连接压条15421粘接或螺栓连接。
图35中示出的是本申请一实施例提供的车门紧急解锁装置的结构简图；图36中示出的是图31的F-F剖视图；图37中示出的是本申请一实施例提供的解锁装置固定架的安装结构简图；请继续参照图35-图37。此外，本实施例的车门还包括配套的紧急解锁装置155，紧急解锁装置155设置在车体的侧墙上。
具体的，侧墙朝向车厢内的一侧设有解锁装置固定架156，解锁装置固定架156包括第一固定面1561和第二固定面1562，第二固定面1562垂直设置在第一固定面1561靠近车体立柱的一侧，该立柱可以为车体长立柱或车体短立柱。外墙板上设有紧急解锁装置安装孔，第一固定面1561上设有与紧急解锁装置安装孔相对应的过孔，紧急解锁装置155穿过紧急解锁装置安装孔和过孔后与解锁装置固定架156固定连接。
如图35所示，第二固定面1562上设有多个第一长孔，车体立柱上设有多个第二长孔，第一长孔的延 伸方向与第二长孔的延伸方向互相垂直，第二固定面1562与车体立柱之间还设有调节垫片1563，紧固件依次穿过第二长孔、调节垫片1563和第一长孔后将第二固定面1562与车体立柱固定连接。
由于第一长孔的延伸方向与第二长孔的延伸方向互相垂直，因此可以通过调整二者的连接配合位置以调节解锁装置固定架156在车体高度方向的位置；此外还可以增减垫片或调整调节垫片1563的厚度来调节解锁装置固定架156在车体宽度方向的位置；通过上述方式可以调整外墙板与车体立柱之间的相对位置的偏差而带来的安装误差，多方向可调节的安装方式便于适应车体的既有结构，不需要现场配孔，方便现场工人操作，节省时间，大大提高生产效率。
进一步地，本实施例在紧急解锁装置安装孔的四周设有多个紧急解锁装置固定孔，紧急解锁装置155上设有多个与紧急解锁装置固定孔一一对应的紧急解锁装置通孔，第一固定面1561上设有多个与紧急解锁装置固定孔一一对应的紧急解锁装置固定件，紧急解锁装置连接件穿过紧急解锁装置固定孔和紧急解锁装置通孔后与紧急解锁装置固定件固定连接。
安装时，车门紧急解锁装置155从车体外侧放入紧急解锁装置安装孔中，用紧急解锁装置连接件穿过紧急解锁装置固定孔和紧急解锁装置通孔将二者进行预装配；通过上述方式调节解锁装置固定架156到合适位置，使得解锁装置固定架156上的紧急解锁装置固定件的位置与紧急解锁装置连接件的位置对准后，进行整体安装固定，从而保证了安装的准确性。
本实施例中紧急解锁装置连接件可选用沉头螺钉，紧急解锁装置固定件可选用铆螺母并预先与解锁装置固定架156固定连接。
图38中示出的是本申请一实施例提供的司机室端墙的结构简图；图39中示出的是本申请一实施例提供的隔墙组件的结构简图；请继续参照图1、图38和图39。
为将司机室和客室隔开以及增强车体前端的结构强度，本实施例在车体的高地板区域设置有司机室端墙17；司机室端墙17包括两个侧墙立柱171，两个侧墙立柱171分别位于车体的两侧，两个侧墙立柱171可平行且相对设置。例如，侧墙立柱171垂直设置在车顶纵梁112与车底高横梁1114之间，侧墙立柱171的顶端与位于司机室上方的顶部纵梁连接，侧墙立柱171的底端与位于司机室上方的车底高横梁1114连接。
司机室端墙17还包括隔墙组件，隔墙组件的顶端与车顶横梁111连接，隔墙组件的两侧可分别与侧墙立柱171连接，隔墙组件的底部固定在车底高横梁1114上，从而司机室端墙17与车体的车顶纵梁112、车顶横梁111以及车底高横梁1114连接在一起。具体地，隔墙组件包括隔墙横梁173及两个隔墙立柱172；其中，隔墙横梁173位于隔墙组件的顶部，隔墙组件的长度方向与车体的宽度方向一致；隔墙横梁173用于将两个隔墙立柱172连接在一起，并且隔墙横梁173位于车顶横梁111下方，隔墙横梁173的两端分别朝向两个侧墙立柱171延伸，并且隔墙横梁173的两端分别固定在两个侧墙立柱171上。
两个隔墙立柱172间隔设置在车底高横梁1114上，并且两个隔墙立柱172、车底高横梁1114及隔墙横梁173围成连通客室及司机室的通道，隔墙立柱172也可作为司机室的门框结构，可将司机室门安装在隔墙立柱172上。隔墙立柱172与侧墙立柱171平行且相对设置，均可垂直设置在车底高横梁1114与车顶横梁111之间，即隔墙立柱172的底端与车底高横梁1114连接，隔墙立柱172的顶端穿过隔墙横梁173并固定在车顶横梁111上；或者说隔墙立柱172的顶端部分凸出于隔墙横梁173，凸出部分可与车顶横梁111连接。
本实施例提供的司机室端墙17，其包括侧墙立柱171以及隔墙组件，隔墙立柱172、侧墙立柱171及与车体的车顶纵梁112、车顶横梁111以及车底高横梁1114连接在一起，并形成闭合的框架结构，从而增强了车体前端的结构强度，提升车体抗扭性能。
在上述实施例的基础上，隔墙立柱172的顶端需凸出于隔墙横梁173，隔墙立柱172可与隔墙横梁173的侧面贴合并固定，此种隔墙立柱172可采用一体结构；或者隔墙立柱172采用分别结构，以隔墙横梁173为界分成两部分；位于隔墙横梁173与车底高横梁1114的部分可称为隔墙立柱本体1721，位于隔墙横梁173与车顶横梁111之间的部分可称为隔墙立柱连接段1722；即隔墙立柱包括隔墙立柱本体1721和隔墙立柱连接段1722，隔墙立柱本体1721连接车底高横梁1114与隔墙横梁173之间，隔墙立柱本体1721的两端分别与车底高横梁1114及隔墙横梁173连接；隔墙立柱连接段1722位于隔墙横梁173与车顶横梁111之间，并且隔墙立柱连接段1722的两端分别与隔墙横梁173与车顶横梁111连接。
本实施例优选的将隔墙立柱172设计成分体结构，以便于制作隔墙组件；同时，可将隔墙横梁173设置在车顶横梁111的正下方，并通过垂直设置在隔墙横梁173与车顶横梁111之间的隔墙立柱连接段1722连接，可增强隔墙横梁173的垂向载荷承载能力，以提升司机室端墙17的整体结构强度。
继续参照图39，在上述实施例的基础上，隔墙组件还包括至少一个隔墙连接柱174；隔墙连接柱174 连接隔墙横梁173与车顶横梁111，隔墙连接柱174位于两个隔墙立柱连接段1722之间。例如，隔墙横梁173朝向车顶纵梁112的一侧设置有一个隔墙连接柱174，此隔墙连接柱174位于两个隔离连接段之间，即隔墙连接柱174可位于司机室端墙17的通道上方，并且隔墙连接柱174、两个隔墙立柱连接段1722可等间隔设置在隔墙横梁173上，以增强隔墙横梁173与车顶横梁111的连接强度。
进一步的，司机室端墙还包括端墙侧板，端墙侧板设置在隔墙立柱的两侧，即在端墙立柱朝向司机室的一侧设置有端墙侧板，在端墙立柱朝向客室的一侧设置有端墙侧板，以密封司机室端墙的框架结构。沿车体的宽度方向，端墙侧板的一端与隔墙立柱连接，侧墙面板的另一端与侧墙立柱连接，侧墙面板的底部与车底高横梁连接，侧墙面板的顶部与车顶纵梁连接，从而在车体的前端形成相互隔离的司机室和客室。可理解的是，司机室还布置有电气控制柜，可将电气控制柜布置在司机室端墙上。
实施例二
本申请实施例提供了一种胶轮列车，其包括至少一个实施例一所述的车体；本实施例的胶轮列车包括两个车体，分别为第一车体和第二车体；第一车体可以为动车车体，第二车体可以为中间车体，第一车体的底部设置有动车转向架，第一车体和第二车体之间设置有拖车转向架，动车转向架及拖车转向架其不仅用于支撑第一车体和第二车体，而且还用于第一车体和第二车体之间传递牵引力。
如图40和图41所示，本实施例提供的动车转向架3，其包括构架、牵引中心销331及动车牵引装置33；其中，构架为动车牵引装置33及牵引中心销331的安装基础，构架包括两个侧梁31和两个横梁32，两个侧梁31沿车体的长度方向延伸，两个侧梁31平行且相对设置，并分别位于构架的边缘。两个横梁32沿车体的宽度方向延伸，两个横梁32可平行且相对地设置在两个侧梁31之间，且每个横梁32的两端分别与侧梁31固定连接。
本实施例在两个横梁32之间形成动车牵引装置33的插装空间，即动车牵引装置33安装在两个横梁32上，可将牵引模组332产生的牵引力通过横梁32传递至构架。动车牵引装置33与侧梁31上的二系悬挂装置36共同连接上方的动车车体。
具体地，牵引模组332包括牵引模组332和牵引中心销331，牵引模组332用于固定牵引中心销331，可将牵引中心销331上的牵引力传输至横梁32上，并使车辆前进或者后退。示例性地，牵引模组332朝向横梁32的两侧分别设置有纵向止挡件333，牵引模组332通过纵向止挡件333固定安装在横梁32上。牵引模组332中间区域设置有用于安装牵引中心销331的插接孔，牵引中心销331的顶部与车体部分连接，即牵引中心销331连接车体与牵引模组332，牵引模组332与横梁32固定连接。
牵引中心销331包括牵引销主体，牵引销主体的顶部朝向车体的一侧设置有中心销连接件335，牵引中心销331通过中心销连接件335与车体连接。牵引销主体与牵引模组332的插接孔配合，牵引销主体可插装在牵引模组332的插接孔内，以实现将作用在牵引中心销331的牵引力传输至横梁32。
每个牵引中心销331可设置有两个牵引销限位耳3313，两个牵引销限位耳3313分别位于牵引销主体的两侧，牵引销限位耳3313位于牵引销主体朝向横梁32的一侧。沿横梁32的长度方向，横梁32的中间区域设置有两个横向止挡件334，两个横向止挡件334间隔且相对设置在横梁32上，以在两个横向止挡件334之间形成牵引销限位耳3313的限位空间，以使牵引销限位耳3313远离牵引销主体的一端边缘限制在限位空间内，当牵引中心销331处于自由状态时，牵引销限位耳3313距离其两侧的横向止挡件334具有活动间隙。当牵引中心销331在传递牵引力时，两个横向止挡件334可限制牵引中心销331的横向位移，同时，牵引中心销331可相对动车转向架3转动。
本实施例提供的动车转向架3，牵引中心销331固定在牵引模组332上，牵引模组332通过纵向止挡件333固定在两个横梁32之间，并将牵引中心销331的牵引力传输至横梁32上，使车辆前进或后退；同时，牵引中心销331的牵引销限位耳3313的边缘嵌设在两个横向止挡件334之间，并具有活动间隙；牵引中心销331不仅可相对动车转向架3转动并具有一定的转动范围，可提升车辆的曲线通过性。
再者，本实施例提供的牵引模组332具有一定刚度的非刚性组件，在牵引中心销331及车辆之间传递牵引力及制动力等；牵引模组332具有较大的接触面，且弹性元件无间隙，力传递过程中无突变，受力更加均匀，牵引模组332组装时带有预压力，在牵引及制动过程中受力变化小。
在上述实施例的基础上，牵引销主体包括牵引销安装板3311和阶梯轴3312；其中，牵引销安装板3311位于牵引销主体的顶部，且牵引销安装板3311一侧与车体固定连接，上述与车体连接的牵引销连接件位于牵引销安装板3311朝向车体的一侧。
阶梯轴3312及两个牵引销限位耳3313分别位于牵引销安装板3311背离车体的一侧，即阶梯轴3312及牵引销限位耳3313分别位于牵引销安装板3311的下方。阶梯轴3312包括大径段和小径段，阶梯轴3312通过其大径段固定在牵引销安装板3311上，大径段及小径段均插接在牵引模组332内；两个牵引销限位 耳3313分别位于阶梯轴3312的两侧，且两个牵引销限位耳3313关于阶梯轴3312对称布置，每个牵引销限位耳3313的一侧固定在阶梯轴3312的大径段上；同时，牵引销限位耳3313朝向牵引销安装板3311的一侧固定在牵引销安装板3311上。可理解的是，牵引销安装板3311、阶梯轴3312及两个牵引销限位耳3313可以是一体结构，以增强牵引中心销331的结构强度。
牵引模组332的中心处设置有供阶梯轴3312插装的插接孔，牵引模组332的底部设置有牵引销安装座336，牵引销安装座336包括封堵板和设置在封堵板上的定位柱，封堵板可通过螺栓固定在牵引模组332的底部，并且封堵板密封插接孔。待封堵板固定在牵引模组332的底部后，设置在封堵板上的定位柱可伸入至上述插接孔内；牵引中心销331设置有与定位柱配合的定位孔，定位孔可位于阶梯轴3312的小径段上，定位孔与定位柱间隙配合，以对牵引中心销331进行定位，从而将牵引中心销331插接至定位柱上。
可理解的是，上述牵引中心销331的阶梯轴3312与牵引模组332的插接孔间隙配合，且阶梯轴3312的侧面与插接孔的孔壁贴合；两者可采用锥面密贴配合方式贴合在一起。如此设置，牵引模组332与牵引中心销331密贴连接后，牵引模组332可随牵引中心销331移动，并一直保持稳定连接状态，保证受力良好传递。
在上述实施例的基础上，为便于将牵引模组332固定在两个横梁32之间，牵引模组332朝向横梁32的两侧分别设置有纵向止挡件333，各横梁32朝向牵引模组332的一侧设置有纵向止挡承载板321；纵向止挡承载板321与纵向止挡件333配合设置，且两者固定连接，可将牵引模组332上的牵引力通过纵向止挡件333传输至纵向止挡承载板321，再由纵向止挡承载板321传输至横梁32。如此设置，增大了牵引模组332与横梁32的连接面积，可使牵引模组332上的牵引力稳定地传输至横梁32。
如图42所示，拖车转向架4包括第一架体41和第二架体43；其中，第一架体41用于连接第一车体，第二架体43用于连接第二车体。
第一架体41的第一端用于与第二架体43铰接；第一架体41的第二端设有第一车桥42，第一车桥42的延伸方向与第一架体41的延伸方向互相垂直，第一车桥42的两端连接有第一拖车车轮4201。
第二架体43的第一端用于与第一架体41铰接；第二架体43的第二端设有第二车桥44，第二车桥44的延伸方向与第二架体43的延伸方向互相垂直，第二车桥44的两端连接有第二拖车车轮4401。
第一架体41和第二架体43之间的铰接连接结构可以根据需要进行设置，例如，第一架体41的第一端和第二架体43的第一端可通过轴销铰接，并且两者可相对于销轴转动。这样当第一架体41或者第二架体43发生转动时，由于铰接连接关系的存在，相应的第二架体43或者第一架体41可在一定程度上跟随转动。
与相关技术中多编组车辆采用车体间连接相比，相关技术中的车端部分需要较强的结构设计，并挤占车桥向车端布置的空间，导致车桥必须向车中布置，进而占用车辆端部区域乘客可使用空间；而本申请实施例提供的拖车转向架包括可转动的第一架体41和第二架体43；可以缩短第一车桥42和第二车桥44之间的距离，以使第一车桥42及第二车桥44可以靠近车端边缘，车端部分不再需要设计适应牵引力及制动力等强受力结构，减少了车端部分设计难度，同时避免车桥占用车辆端部区域的乘客可使用空间，可实现低地板。
拖车转向架通过曲线时，为良好适应曲线半径，不同架体之间在曲线区段应有一定的夹角。本实施例提供的拖车转向架还包括架体缓冲装置47；沿第一车桥42至第二车桥44的方向，第一架体41的第一端分别对称设置有两个架体缓冲装置47，第二架体43的第一端分别对称设置有两个架体缓冲装置47。为便于描述本实施例可定义设置在第一架体41的架体缓冲装置47定义为第一架体缓冲装置，设置在第二架体43上的架体缓冲装置47定义为第二架体缓冲装置。
其中，第一架体缓冲装置与第二架体缓冲装置配合设置，当第一架体41和第二架体43转动一定角度后，第一架体缓冲装置和第二架体缓冲装置可抵接。进一步的，位于同一侧的第一架体缓冲装置和第二架体缓冲装置可位于同一转动路径上。当第一架体41和第二架体43相对转动时，第一架体缓冲装置和第二架体缓冲装置之间的间隙逐渐减小，直至第一架体缓冲装置和第二架体缓冲装置接触，并对第一架体41和第二架体43提供缓冲力，避免第一架体41和第二架体43刚性接触；继续挤压，第一架体缓冲装置与第二架体缓冲装置不再发生弹性变形，可对第一架体41和第二架体43进行限位，以达到刚性限制的目的，从而限制了第一架体41和第二架体43之间的旋转角度。
本实施例中第一架体41的第一端和第二架体43的第一端通过回转支撑装置45实现铰接连接。
回转支撑装置45包括回转轴承451，回转轴承451包括相互转动配合的第一转体4511和第二转体4512，两者的转动轴线垂直于地面；其中，第一转体4511可与第一架体41连接在一起，第二转体4512可与第二架体43连接在一起，即第一架体41和第二架体43通过上述回转轴承451转动连接。
具体地，第一架体41和第二架体43分别为分体式结构，第一架体41包括与第一车桥42连接的第一架体连接部412，以及与第一架体连接部412连接的第一架体铰接部411；第一架体连接部412与第一车 桥42固定连接。第一架体铰接部411的一端与第一架体连接部412通过螺栓固定连接，第一架体铰接部411的另一端与回转轴承451的第一转体4511连接。
同样的，第二架体43包括与第二车桥44连接的第二架体连接部432，以及与第二架体连接部432连接的第二架体铰接部431，第二架体连接部432与第二车桥44固定连接；第二架体连接部432的一端与第二架体铰接部431通过螺栓固定连接，第二架体铰接部431的另一端与回转轴承451的第二转体4512连接。
例如，第一架体41与第一转体4511通过紧固件固定连接，第一架体41的第一端设置有第一台阶孔，第一台阶孔包括第一孔径段和第二孔径段，第一孔径段的孔径大于第二孔径段的孔径，以在第一孔径段和第二孔径段的过渡连接处形成第一台阶面，第一孔径段可靠近第一转体4511设置，以使第一转体4511安装在第一台阶面的下方。
同样的，第二架体43与第二转体4512通过紧固件固定连接，第二架体43的第一端设置有第二台阶孔，第二台阶孔包括第三孔径段和第四孔径段，第三孔径段的孔径大于第四孔径段的孔径，以在第三孔径段与第四孔径段的过渡连接处形成第二台阶面；第三孔径段可靠近第二转体4512设置，以使第二转体4512固定在第二台阶面的上方。
如图43所示，在一种可能的实施方式中，本实施例中第一转体4511和第二转体4512上、下设置，且第一转体4511和第二转体4512的转动轴线垂直于地面，或垂直于第一台阶面、第二台阶面；第一转体4511包括第一安装面以及凸出于第一安装面的碗形球面结构，碗形球面结构的上底面固定在第一安装面上，碗形球面结构的下底面朝向第二转体4512；第二转体4512包括第二安装面和第二球形孔，第二球形孔与碗形球面结构配合，且第二球形孔朝向第一转体4511。
第二转体4512的第二安装面与第二台阶面贴合，第二安装面和第二台阶面通过螺栓连接，并且第二转体4512嵌设在第二架体43内；第一转体4511的第一安装面与第一台阶面贴合，第一安装面和第一台阶面通过螺栓连接，部分碗形球面结构插接在第二球形孔内，碗形球面结构的侧面与第二球形孔的孔壁贴合，第一架体41和第二架体43之间在垂向具有一定间隙，可使碗形球面结构在第二球形孔内侧向偏置；即第一转体4511和第二转体4512不仅可围绕转动轴线旋转，而且可侧向偏转。

Claims (17)

  1. 一种车体，其特征在于，包括司机室端墙及位于司机室上方的车顶纵梁、车顶横梁及车底高横梁；
    所述车顶纵梁沿所述车体的长度方向布置在车体顶部两侧，所述车顶横梁的两端分别与所述车顶纵梁连接，所述车底高横梁位于所述车体底部；
    所述司机室端墙位于司机室与客室之间，所述司机室端墙包括两个侧墙立柱、隔墙横梁及两个隔墙立柱；其中，两个所述侧墙立柱分别与车体两侧的所述车顶纵梁、所述车底高横梁连接，所述隔墙立柱与所述侧墙立柱平行且相对设置，所述隔墙立柱的一端与所述车底高横梁连接，另一端凸出于所述隔墙横梁，并与所述车顶横梁连接；所述隔墙横梁与所述车顶横梁平行且相对设置，所述隔墙横梁位于所述车顶横梁的下方，且所述隔墙横梁的两端分别与所述侧墙立柱连接。
  2. 根据权利要求1所述的车体，其特征在于，所述隔墙立柱包括隔墙立柱本体和隔墙立柱连接段；
    所述隔墙立柱本体连接所述车底高横梁与所述隔墙横梁之间；
    所述隔墙立柱连接段连接在所述隔墙横梁与所述车顶横梁之间。
  3. 根据权利要求2所述的车体，其特征在于，所述司机室端墙还包括至少一个隔墙连接柱；
    所述隔墙连接柱连接所述隔墙横梁与所述车顶横梁，所述隔墙连接柱位于两个所述隔墙立柱连接段之间。
  4. 根据权利要求3所述的车体，其特征在于，两个所述隔墙立柱间隔且相对设置在所述车底高横梁，所述隔离立柱、隔墙横梁以及所述车底高横梁围成连通司机室和客室的通道。
  5. 根据权利要求1至4任一项所述的车体，其特征在于，还包括端墙面板；
    所述端墙面板设置在所述隔墙立柱的两侧，所述端墙面板一端与所述隔墙立柱连接，所述端墙面板的另一端与所述侧墙立柱连接；
    所述端墙面板的底部与所述车底高横梁连接，所述端墙面板的顶部与所述车顶纵梁连接。
  6. 根据权利要求5所述的车体，其特征在于，还包括电气控制柜，所述电气控制柜设置在所述端墙面板上。
  7. 根据权利要求1至6任一项所述的车体，其特征在于，所述车体包括高地板区域和低地板区域；
    所述高地板区域设置有车底高纵梁，且所述车底高横梁位于所述高地板区域，所述车底高纵梁与所述车底高横梁连接；
    所述低地板区域设置有车底低横梁，所述车底低横梁通过所述过渡梁与所述车底高纵梁连接。
  8. 根据权利要求7所述的车体，其特征在于，所述过渡梁包括过渡梁上盖板、过渡梁下盖板和过渡梁立板；
    所述过渡梁上盖板和所述过渡梁下盖板相对设置，且所述过渡梁上盖板和所述过渡梁下盖板的两端分别与所述车底高纵梁及所述车底低横梁连接；
    所述过渡梁上盖板和所述过渡梁下盖板的延伸方向与所述过渡梁的受力方向一致；
    所述过渡梁立板位于所述过渡梁上盖板和所述过渡梁下盖板之间，所述过渡梁立板朝向所述车底低纵梁的一端凸出于所述过渡梁上盖板和所述过渡梁下盖板，并固定在所述车底低横梁内。
  9. 根据权利要求7所述的车体，其特征在于，所述过渡梁上盖板包括上盖板水平承载段、上盖板水平连接段及上盖板倾斜段；
    所述上盖板水平承载段固定在所述车底高纵梁的底部；
    所述上盖板倾斜段的一端与所述上盖板水平承载段连接，另一端朝向所述车底低横梁延伸，所述上盖板倾斜段与所述上盖板水平连接段的一侧连接；
    所述上盖板水平连接段的另一侧与所述车底低横梁的顶部连接。
  10. 根据权利要求9所述的车体，其特征在于，沿所述车底高纵梁至所述车底低横梁的方向，所述上盖板倾斜段和所述上盖板水平连接段的截面宽度逐渐增大。
  11. 根据权利要求7所述的车体，其特征在于，所述车底高纵梁的中间部分设置有纵梁凹陷部；
    所述纵梁凹陷部位于所述车底高纵梁的朝向动车转向架的一侧，并形成用于安装所述动车转向架的避位空间。
  12. 根据权利要求7所述的车体，其特征在于，还包括送风系统，所述送风系统包括空调及两个供风风道；
    所述空调设置在中顶板上，所述空调用于连接外部环境与所述胶轮列车的车厢；
    两个所述供风风道分别位于所述空调在所述车体方向的两侧，所述供风风道包括沿所述车体的长度方向设置的送风腔、静压腔和风道隔板，所述送风腔与所述空调的出风口相连接，所述风道隔板位于所述送风腔和静压腔之间，所述风道隔板上设有用于连接所述送风腔和静压腔的送风通道，所述静压腔设置在所述供风风道远离所述空调的一侧，所述静压腔朝向所述中顶板的一侧设有出风口。
  13. 根据权利要求12所述的车体，其特征在于，还包括设置在所述空调下方的冷凝水导出装置，所述冷凝水导出装置包括：
    至少一个集水盘，所述集水盘布置在所述中顶板上，并位于所述车辆空调的下方；
    至少一个导水管，所述导水管的一端与所述集水盘连通，所述导水管的另一端朝向位于所述积水盘相对侧的侧墙立柱延伸，并延伸至所述侧墙立柱内；
    所述侧墙立柱的底部与所述车体外连通，以将冷凝水导出车体外。
  14. 一种胶轮列车，其特征在于，包括至少一个权利要求1至13任一项所述的车体。
  15. 根据权利要求14所述的胶轮列车，其特征在于，包括相邻的第一车体和第二车体；
    所述第一车体的底部设置有动车转向架，所述第一车体和所述第二车体通过拖车转向架连接。
  16. 根据权利要求15所述的胶轮列车，其特征在于，所述动车转向架包括：
    构架，所述构架包括两个相对设置的侧梁以及两个相对设置的横梁，两个所述横梁设置于两个所述侧梁之间；
    动车牵引装置，所述动车牵引装置包括牵引中心销和牵引模组，所述牵引模组设置于两个所述横梁之间，所述牵引模组朝向所述横梁的一侧分别设置有纵向止挡件，所述牵引模组通过所述纵向止挡件与所述横梁连接；
    所述横梁上间隔设置有两个横向止挡件，所述牵引中心销包括牵引销主体和位于所述牵引销主体两侧的牵引销限位耳，所述牵引销主体的一端用于与车体连接，另一端插装在所述牵引模组内，所述牵引销限位耳远离所述牵引销主体的边缘插装在两个横向止挡件之间，并具有活动间隙。
  17. 根据权利要求15所述的胶轮列车，其特征在于，所述拖车转向架包括第一车桥、第二车桥以及连接所述第一车桥和第二车桥的车架；
    所述车架包括第一架体和第二架体，所述第一架体的第一端与所述第二架体的第一端铰接，所述第一架体的第二端与所述第一车桥连接；
    所述第二架体的第二端与所述第二车桥连接，且所述第二架体与所述第一架体之间相互转动。
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