WO2023097833A1 - 侧墙结构、车体及轨道车辆 - Google Patents

侧墙结构、车体及轨道车辆 Download PDF

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Publication number
WO2023097833A1
WO2023097833A1 PCT/CN2021/141292 CN2021141292W WO2023097833A1 WO 2023097833 A1 WO2023097833 A1 WO 2023097833A1 CN 2021141292 W CN2021141292 W CN 2021141292W WO 2023097833 A1 WO2023097833 A1 WO 2023097833A1
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WIPO (PCT)
Prior art keywords
side wall
profile
longitudinal
vertical
bogie
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PCT/CN2021/141292
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English (en)
French (fr)
Inventor
李思
王力
张锦华
孙玲玲
付一娜
赵丽玲
刘晨辉
惠美玲
张雷
吴胜权
Original Assignee
中车唐山机车车辆有限公司
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Application filed by 中车唐山机车车辆有限公司 filed Critical 中车唐山机车车辆有限公司
Publication of WO2023097833A1 publication Critical patent/WO2023097833A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/08—Sides
    • 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 the technical field of rail vehicles, in particular to a side wall structure, a car body and a rail vehicle.
  • the body is the main body of the vehicle structure.
  • the strength and rigidity of the car body are related to the safety, reliability and comfort of operation.
  • the side wall is a key component connecting the underframe and the roof, and plays a connecting role in the car body structure. The design and manufacture of side walls with reasonable structure has a crucial influence on the quality of the whole car body.
  • the main load-bearing components of the car body generally use extruded aluminum profiles with large hollow sections.
  • the hollow thin-walled inner-reinforced truss structure is generally used to increase the rigidity of the components, give full play to the bearing capacity of the material, and reduce the weight of the vehicle body to the greatest extent.
  • the underframe, side walls and roof of the whole vehicle are all welded by extruded aluminum profiles with large hollow sections.
  • the welding workload is reduced by about 40%, the manufacturing process is greatly simplified, and the quality section is reduced by 3-5t, which can ensure that the car body load-bearing structure will not be repaired or less repaired during the service life (25-30 years). .
  • the side wall structure of the car body is formed by tailor-welding of several long side wall profiles, and these long side wall profiles are arranged and welded sequentially from top to bottom in the vertical direction of the train (that is, the direction of vehicle height).
  • the longitudinal direction of the train There is no joint profile in the longitudinal direction of the train, and the sections of each profile are the same. Because the profile extrusion section can only have one kind, variable section extrusion cannot be realized, and variable section design in the vehicle length direction (train longitudinal direction) cannot be realized.
  • the force distribution of the car body is different according to the different regions.
  • the constant section cannot be designed according to the magnitude of the load, and the material cannot be fully utilized, that is, where the strength requirement is high, the material is thickened; where the strength requirement is low, the material is thinned. Therefore, it is an urgent technical problem to meet the strength requirements and realize the lightweight of the side wall.
  • Embodiments of the present application provide a side wall structure, a car body and a rail vehicle to which the side wall structure is applied.
  • a side wall structure which includes:
  • the side wall structure is formed by splicing longitudinal side wall profiles and vertical side wall profiles.
  • the ends of the longitudinal side wall profiles abut against the long sides of the vertical side wall profiles and are connected to the vertical side wall profiles.
  • a vehicle body including: an underframe, a side wall adopting the above-mentioned side wall structure, an end wall and a vehicle roof, wherein the side walls are vertically arranged on both sides of the underframe On the side, the end wall is vertically arranged at both ends of the chassis, the upper ends of the side walls and the end wall are connected with the roof, and the lower ends are connected with the chassis.
  • a rail vehicle including: the vehicle body as described above.
  • the side wall structure is composed of multiple multi-directional profiles spliced, and vertical side wall profiles and longitudinal side wall profiles are set.
  • the profile thickening design is supplemented. Strong, increase the number of internal ribs, change the cross-sectional shape of the profile, or increase the material thickness of the profile to improve the bearing capacity in different directions, and meet the P-I strength requirements in EN 12663 in terms of strength, longitudinal compression 2000, longitudinal tension 1500, That is, the highest level of strength requirements; in terms of structure, only the places with higher bearing capacity can be strengthened, and the rest of the parts can be kept as they are or thinned according to needs. Lightweight design can be realized on the basis of ensuring high-level strength requirements.
  • the vehicle body and the rail vehicle of the side wall structure have the same beneficial effects as the side wall structure.
  • Fig. 1 is the schematic structural view of the side wall structure provided by the embodiment of the present application.
  • Figure 2 is a schematic structural view of the side wall of the high floor area
  • Fig. 3 is a schematic cross-sectional view of a vertical side wall profile
  • Figure 4 is a schematic structural view of the side wall of the low-floor area
  • Fig. 5 is a schematic cross-sectional view of a longitudinal side wall profile
  • Fig. 6 is an enlarged view of part A of Fig. 5;
  • Fig. 7 is a schematic diagram of the opening structure of the built-in C-shaped groove
  • Fig. 8 is an enlarged view of part B of Fig. 5;
  • Fig. 9 is a side view of the train provided by the embodiment of the present application.
  • Fig. 10 is a schematic diagram of the chassis structure provided by the embodiment of the present application (the bottom faces upward);
  • Figure 11 is a partially enlarged view of Figure 10;
  • Fig. 12 is a longitudinal sectional view of the transition beam of the chassis and the traction beam of the chassis (the bottom surface is upward);
  • Figure 13 is an enlarged view of area C in Figure 12;
  • Figure 14 is a schematic diagram of the structure of the two-position end chassis (the bottom faces upward);
  • Fig. 15 is a schematic diagram of the cross-sectional structure of Fig. 14;
  • Fig. 16 is an enlarged view of area D of Fig. 15;
  • Fig. 17 is a perspective view of the bogie provided by the embodiment of the present application.
  • Fig. 18 is a top view of the bogie provided by the embodiment of the present application.
  • Fig. 19 is a first schematic diagram of the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application;
  • Fig. 20 is a second schematic diagram of the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application;
  • Fig. 21 is a third schematic diagram of the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application;
  • Fig. 22 is a partial enlarged view of the bogie provided by the embodiment of the present application.
  • Fig. 23 is an exploded view of the traction device in the bogie provided by the embodiment of the present application.
  • Fig. 24 is a schematic structural view of the traction device in the bogie provided by the embodiment of the present application.
  • Fig. 25 is a partial longitudinal sectional view of the bogie provided by the embodiment of the present application.
  • Fig. 26 is a transverse sectional view of the bogie provided by the embodiment of the present application.
  • Fig. 27 is a structural schematic diagram of the wheel set and the driving device in the bogie provided by the embodiment of the present application;
  • Fig. 28 is a top view of the wheel set and the driving device in the bogie provided by the embodiment of the present application;
  • Fig. 29 is a structural schematic diagram of a gear box and a driving motor in a bogie provided by an embodiment of the present application;
  • Fig. 30 is a cross-sectional view of the gear box in the bogie provided by the embodiment of the present application connected to the drive motor;
  • Figure 31 is an enlarged view of the E area in Figure 30;
  • Figure 32 is an enlarged view of area F in Figure 30;
  • Fig. 33 is a top view of another bogie provided by the embodiment of the present application.
  • Figure 34 is a cross-sectional view of the bogie provided by the embodiment of the present application with a speed detection device at the shaft end;
  • Fig. 35 is a schematic diagram of the axle end of the bogie provided by the embodiment of the present application.
  • the side wall structure in the prior art is made of spliced long profiles, which cannot be changed in the longitudinal direction of the vehicle (that is, the longitudinal direction of the vehicle) according to the different bearing capacity of the vehicle.
  • Cross-section design to meet the strength requirements, the overall thickness of the profile needs to be increased, resulting in waste of materials and increased weight of the vehicle body.
  • the embodiment of the present application provides a side wall structure, which is composed of a variety of multi-directional profile splicing methods, where the bearing capacity is large, the profile is thickened and designed to reinforce, so as to Improve the bearing capacity in different directions; only local reinforcement can ensure the lightweight design requirements of the side walls and the overall structure of the car body.
  • the rail vehicle includes at least one carriage, and the body of the carriage is composed of a chassis, a side wall, a roof, and an end wall.
  • the vehicle length direction is referred to as the longitudinal direction
  • the vehicle width direction is referred to as the horizontal direction
  • the vehicle height direction is referred to as the vertical direction
  • vertical or vertical direction the horizontal plane of the earth is referred to as called the horizontal plane.
  • This side wall structure includes:
  • the vertical side wall profile 253 whose section is parallel to the horizontal plane and the longitudinal side wall profile 254 whose section is perpendicular to the horizontal plane, more strictly speaking, the length direction of the vertical side wall profile 253 is consistent with the vehicle height direction; the length direction of the longitudinal side wall profile 254 Consistent with the vehicle length direction; the side wall structure is formed by splicing longitudinal side wall profiles 254 and vertical side wall profiles 253 .
  • the side wall profiles in the prior art are all spliced from top to bottom by longitudinal side wall profiles whose length direction is consistent with the vehicle length direction. Since there can only be one type of profile extruded section, variable section extrusion cannot be realized. Therefore, it is impossible to realize the variable section design in the direction of vehicle length (longitudinal direction of train), but in practical application, the force received by the side wall at different positions in the direction of vehicle length is different, such as the side wall near the door Due to the large bearing capacity, the side walls need to be thickened and strengthened.
  • the longitudinal side wall profiles can only be directly reinforced as a whole, resulting in waste of materials and increasing the weight of the overall vehicle body.
  • vertical side wall profiles are spliced on the basis of longitudinal side wall profiles, and their length directions are perpendicular to each other, and the structural directions of the maximum force that can bear are perpendicular to each other, which can compensate for the weaker parts of the bearing capacity. And local thickening and strengthening can be carried out in the part that needs to bear a large force.
  • the vertical side wall profile can be spliced at both ends of the longitudinal side wall profile and installed near the door, so that only the vertical side wall profile can be thickened and supplemented. Strong, without the need to modify the profile of the longitudinal side wall, which not only ensures simple and standardized processing, but also guarantees the strength requirements, and can also meet the needs of lightweight design.
  • the embodiment of the present application provides a specific implementation of the vertical side wall profile 253, as shown in Figure 3, in this specific embodiment, the vertical side wall profile 253 includes a first vertical profile 2531, a second vertical profile Profile 2532, the third vertical profile 2533 and the fourth vertical profile 2534, the structures of the four vertical profiles are similar. , the rectangular structure surrounded by the inner ribs of the vertical profiles on the outer two surfaces, the first vertical profile 2531, the second vertical profile 2532, the third vertical profile 2533 and the fourth vertical profile 2534 in sequence in the vehicle length direction Arranged in parallel and spliced together by socket welding.
  • the embodiment of the present application also provides a specific implementation of the longitudinal side wall profile 253.
  • the four vertical profiles have a similar structure, and a plurality of profile oblique ribs 2547 are distributed inside their cavities, and the internal profile oblique ribs 2547 are densely arranged according to the force requirements , showing a general trend of dense at both ends and loose in the middle.
  • the vertical rib 2548 of the profile is added to cut the original cavity to achieve further reinforcement and increase the overall strength and rigidity.
  • the overall cavity section includes multiple A rectangular structure, a triangular structure, and a trapezoidal structure surrounded by the inner and outer surfaces of the longitudinal profile, the profile vertical ribs 2548 perpendicular to the inner and outer surfaces of the longitudinal profile, and the profile oblique ribs 2547 arranged obliquely inside.
  • the first longitudinal profile 2541 , the second longitudinal profile 2542 , the third longitudinal profile 2543 and the fourth longitudinal profile 2544 are arranged in parallel vertically (in the vehicle height direction) and spliced together by socket welding.
  • the longitudinal side wall profile 254 is also provided with a C-shaped groove for connecting or mounting other vehicle body structures or assemblies, and the C-shaped groove and the longitudinal side wall profile are an integrally formed structure processed from the same material. That is to say, in this specific embodiment, the integral C-shaped groove design is adopted.
  • the overall C-shaped groove structure means that the C-shaped groove and the vehicle body profile are combined into one and extruded together in the same mold. , One-piece molding, eliminating the need for subsequent bonding, welding, and riveting C-groove processes. According to the different requirements of the car body section and rear installation, the distribution position of the C-shaped groove can be changed, and different adaptive changes can be made. It conforms to the development trend of design and manufacturing technology of standardization, modularization and serialization of rail vehicle body structure.
  • This specific embodiment provides two specific implementations of the C-shaped groove, one of which, as shown in Figure 5 and Figure 8, is an exposed C-shaped groove 2545 arranged on the outer surface of the longitudinal side wall profile 254, the exposed C-shaped groove 2545
  • the center of the groove is located at the intersection of the inner ribs of the longitudinal side wall profiles, and a triangular support with multiple vertical ribs is formed in the cavity to improve the bearing capacity.
  • the side wall is designed as a variable-height structure, in this specific embodiment, two sets of exposed C-shaped grooves are respectively provided on each longitudinal profile, which can satisfy the installation of interior wall panels of different heights.
  • the subsequent installation and use of the exposed C-shaped slot is: buckle the big head of the T-shaped bolt into the C-shaped slot, and then fix the component to be installed with the T-shaped bolt.
  • the T-shaped bolts can move in the C-shaped grooves, so as to adjust the position of the mounting components.
  • FIG. 5 Another specific implementation of the C-shaped groove is shown in Figure 5, Figure 6 and Figure 7, which is a built-in C-shaped groove 2546 in which the C-shaped groove is arranged inside the cavity of the longitudinal side wall profile 254, and the built-in C-shaped groove 2546
  • the installation opening of the shaped groove 2546 is located on the surface of the longitudinal side wall profile 254, and the bottom of the built-in C-shaped groove relative to the installation opening has two profile oblique ribs 2547 as a support.
  • the built-in C-shaped groove 2547 is a part of the profile vertical rib 2548, forming a closed quadrilateral cavity. Since the side wall is designed as a variable-height structure, in this specific embodiment, two sets of built-in C-shaped grooves 2546 are respectively provided on each longitudinal profile to meet the installation of seat profiles of different heights.
  • the built-in C-groove can reduce the weight of the profile and provide more installation space, which is suitable for places with strict installation space requirements.
  • this mechanism there are built-in C grooves on the side wall profile three and side wall profile four.
  • the installation opening of the built-in C-shaped groove on the surface of the longitudinal side wall profile is a "cross" opening.
  • This structure can be processed at the built-in C-shaped groove where structures or equipment need to be installed.
  • the processed "ten"-shaped opening has a rectangular hole in the middle and oblong holes on both sides.
  • the rectangular hole is a process hole, which can be used for the installation of T-bolts.
  • T-bolt can move at the opening of the oblong hole, thereby playing a certain role in adjusting the position of the mounting member.
  • the overall C-shaped groove structure meets the requirements of versatility, applicability, reliability, maintainability and economy.
  • the unified C-shaped groove realizes the same component structure, installation interface and performance parameters, and the modularization of the car body interface is a necessary condition to ensure the modularization of the subsequent process installation.
  • the one-piece structure increases the consolidation strength, improves the installation strength, and has higher installation reliability. Further increase the carrying capacity, expand the threshold range of the weight of the accessories installed in the subsequent process or further reduce the lifting points.
  • welding and riveting C-slots require space, and the visibility and accessibility of welding limit the design position of C-slots. If the operation is carried out in the narrow space of the car body, it will cause a lot of inconvenience. Therefore, the long C-shaped groove greatly reduces labor intensity and improves work efficiency to a large extent.
  • the full-length C-slot structure is also conducive to improving assembly accuracy, reducing assembly difficulty, saving installation man-hours, and improving work efficiency.
  • this specific embodiment provides a specific implementation of the side wall structure, as shown in Figure 1, Figure 2 and Figure 4, which includes a high floor area side wall 251 and a low floor area side wall 252, wherein the high floor area
  • the vertical height of the floor area side wall 251 is smaller than the vertical height 252 of the low floor area side wall.
  • the above side wall structure is provided with a passenger room door 25b, a side window window 25a and an external display opening 25c. Between the side wall 251 of the floor area and the side wall 252 of the low floor area.
  • the side wall 251 of the high floor area is spliced by the longitudinal side wall profile 254 and the vertical side wall profile 253, wherein the vertical side wall profile 253 is set at the opening of the passenger room door 25b on the side wall of the high floor area.
  • the low-floor area side walls 252 are formed from longitudinal side wall profiles 254 .
  • This embodiment also provides a car body, which includes: an underframe, a side wall adopting the above-mentioned side wall structure, an end wall and a vehicle roof, wherein the side walls are vertically arranged on both sides of the underframe, and the end walls are vertically arranged At both ends of the underframe, the upper ends of the side walls and end walls are connected with the roof, and the lower ends are connected with the underframe.
  • the vehicle body described above constitutes a compartment.
  • Fig. 9 is a side view of the train provided by the embodiment of the present application.
  • the compartment provided in this embodiment includes: an underframe, a side wall, a roof and an end wall.
  • the side wall comprises a high-floor area side wall 251 and a low-floor area side wall 252, the bottom of the high-floor area side wall 251 is lower than the low-floor area side wall 252; Area side walls 251 are located at both ends of the compartment.
  • the underframe extends along the length of the cabin and connects to the bottom of the high floor area side wall 251 and the low floor area side wall 252 . At least one end of the underframe is provided with an underframe drawbeam extending along the vehicle length direction, and the end of the underframe drawbeam is used to connect with the traction device of the bogie; the bogie is located under the high floor area.
  • the corresponding compartment interior space is divided into a high-low floor area and a low-floor area.
  • the floor height of the low-floor area is lower than that of the high-low floor area. Therefore, the doors can be arranged in the low-floor area to facilitate passengers to get on and off. Greater space in the low-floor area improves ride comfort.
  • the floor height of the high and low plate area can meet the installation space of the bogie.
  • the train includes at least two carriages 2 and a bogie connected between the two carriages 2 , the bogie is an articulated bogie 4 .
  • a bogie can be arranged below the other end of the compartment 2, and the bogie can be a traditional bogie.
  • a bogie is set under the high-floor area, the bogie is connected to the end of the chassis drawbeam, and one bogie is connected between two adjacent carriages, which can reduce the number of bogies on the whole vehicle and reduce the weight of the train .
  • the underframe can be made of aluminum alloy or steel material.
  • aluminum alloy material is used to reduce weight on the basis of ensuring strength. design.
  • FIG 10 is a schematic diagram of the chassis structure provided by the embodiment of the present application (the bottom is facing upward), and Figure 11 is a partially enlarged view of Figure 10, and Figure 11 is a two-end chassis, chassis transition beam and part of the middle bottom of the embodiment of the present application Enlarged view of the shelf.
  • the chassis shown in all the drawings are in an overturned state, that is, the actual bottom faces upward.
  • the bottom frame 24 includes: a two-position bottom frame and a middle bottom frame 244 .
  • the bottom frame of the two-position end includes a bottom frame drawing beam 241
  • the bottom frame drawing beam 241 is a single component formed integrally with a whole piece of material.
  • the middle underframe 244 is connected with the two-position end underframe through the underframe draw beam.
  • the chassis traction beam in the prior art has a large number of single pieces, which need to be assembled and welded together, the welding workload is large, the time for adjusting deformation after welding is increased, and special welding tools are required, while the left and right traction beams and the middle
  • the connection between the support beam and the hinged panel is welding, and the allowable stress at the weld is much smaller than that of the base metal, which brings pressure to the structural optimization design and weight reduction.
  • the chassis traction beam 241 is no longer assembled and welded by four components, but is integrally formed from a whole piece of material.
  • the production material can be aluminum alloy, steel material or any other material.
  • Applicable materials and production methods can be any one of rolling, punching, casting, 3D printing, etc. These manufacturing methods do not require welding, no welding workload, and no welding tooling.
  • Fig. 12 is a longitudinal sectional view of the transition beam of the chassis and the traction beam of the chassis (the bottom surface is upward). Further, as shown in FIG. 12 , the underframe 24 also includes an underframe transition beam 245, one end of the underframe transition beam 245 is connected to the middle underframe 244, and the other end of the underframe transition beam 245 is connected to the underframe traction beam 241. connected.
  • the main structure of the underframe 24 is stepped, the position of the middle underframe 244 is lower, and the positions of the two ends of the underframe are higher (shown in the accompanying drawing is the overturned state of the underframe 24, so in the accompanying drawing
  • the middle chassis 244 is higher
  • the bottom transition beam 245 can transition at the stepped junction existing between the two-end chassis and the middle chassis 244, and connect the two-end chassis and the middle chassis.
  • the chassis transition beam 245 plays the role of connecting the middle chassis 244 and the chassis traction beam 241.
  • the structure of the curved surface or the inclined surface can avoid stress transition concentration, and the chassis transition beam 245 itself can also act as reinforcement similar to ribs or ribs. effect.
  • Fig. 13 is an enlarged view of area C of Fig. 12
  • Fig. 14 is a schematic diagram of the structure of the two-position chassis (with the bottom facing up)
  • Fig. 15 is a schematic diagram of the cross-sectional structure of Fig. 14,
  • Fig. 16 is an enlarged diagram of area D of Fig. 15.
  • the embodiment of the present application provides a specific implementation of the transition beam 245 of the chassis, including the upper cover plate 2451 of the transition beam, the lower cover plate 2452 of the transition beam and the vertical plate 2453 of the transition beam.
  • the plate 2453 is a flat plate structure and not less than one, extending along the longitudinal direction, at least two transition beam vertical plates are arranged in parallel, the sides of the transition beam upper cover plate 2451 and the transition beam lower cover plate 2452 are aligned with the transition beam vertical plate 2453 connected to the board.
  • the embodiment of the present application uses three transition beam vertical plates 2453, two transition beam upper cover plates 2451 and two transition beam lower cover plates 2452, and the middle of the three transition beam vertical plates 2453 arranged in parallel and equidistant Divided into two spaces, each space has a transition beam upper cover plate 2451 and a transition beam lower cover plate 2452.
  • a plurality of transition beam vertical plates 2453 arranged in parallel can respectively withstand the tensile force or compression force transmitted through the chassis traction beam 241, so as to disperse the stress at the junction of the chassis transition beam 245 and the chassis traction beam 241, and avoid stress caused by stress. Excessive concentration can cause rapid fatigue damage at the joint.
  • the upper cover plate 2451 of the transition beam, the upper cover plate 2452 of the transition beam and the vertical plate 2453 of the transition beam are connected by assembly welding.
  • this embodiment provides a connection method, as shown in Figure 12 and Figure 13, the transition beam upper cover 2451 and the transition beam lower cover 2452 are connected to the transition beam
  • One end connected to the underframe traction beam 241 is curved upwards in an arc shape, and the end connected to the underframe traction beam 241 and the underframe transition beam 245 is divided into two connecting parts that are curved downwards in an arc shape.
  • the parts are respectively connected with the transition beam upper cover plate 2451 and the transition beam lower cover plate 2452.
  • the connecting part of the underframe traction beam 241 and the underframe transition beam 245 forms a fish-belly hollow structure.
  • the fish-belly curved surface shape makes the transition of the joint smooth, and there is no sharp angle that may cause high stress concentration.
  • the hollow structure is designed for lightweight , reduce the weight of the chassis on the basis of ensuring the strength.
  • underframe transition beam 245 is connected to the underframe traction beam 241 by horizontally staggered welds.
  • coupler mounts are provided on the drawbar of the underframe, that is to say, they are connected to the intermediate underframe through the coupler, and the stability is poor due to the connection through the coupler, and the stress is concentrated on the coupler and the coupler mount. It is a point-like stress point with high stress concentration, and it is the weak point of the overall structure of the chassis, which is easy to cause fatigue damage and difficult to improve the strength.
  • the underframe transition beam 245 is used to fix the underframe traction beam 241 and the middle underframe 244, and the method of multi-transition beam vertical plate 2453 and the horizontal staggered weld seam connection at the junction is used, so that the underframe The stress transmitted from the traction beam is relatively dispersed, which further improves the load bearing capacity of the underframe.
  • a bogie mounting plate 2411 is provided at the end of the underframe traction beam 241 that is not connected to the underframe transition beam.
  • the car body of the head car of a single-layer EMU needs to meet the interface requirements of the traditional bogie and the articulated bogie at the same time. Therefore, this specific embodiment provides a bogie that can be installed with a traditional bogie or an articulated bogie.
  • this specific embodiment provides a specific implementation method.
  • the structure of the frame draw beam 243 is axisymmetric with the longitudinal center line of the underframe.
  • the longitudinal center line of the frame is axisymmetrically arranged on both sides of the bottom frame end beam 242 .
  • the bottom frame end beams 242 are arranged horizontally, and the bottom frame side beams 243 are vertically arranged.
  • a triangular weld is provided at the junction of the chassis traction beam 242 and the chassis end beam 242 , and is fixedly connected by welding; the chassis end beam 242 and the chassis side beam 243 are assembled by welding fixed connection.
  • this embodiment provides a bogie: the bogie includes: a frame and a traction device.
  • the traction device includes: a first traction pin and a second traction pin that are rotatably connected, and the first traction pin cooperates with the frame to transmit longitudinal force; connected to the bogie mounting plate.
  • the two adjacent compartments 2 are called the first compartment and the second compartment respectively.
  • the bogie mounting plate at the bottom of the first car is connected to the first traction pin
  • the bogie mounting plate at the bottom of the second car is connected to the second traction pin.
  • the ends of the first compartment and the second compartment are connected through a bogie to transmit longitudinal traction or braking force.
  • the rotatable connection between the first traction pin and the second traction pin can also adapt to the relative position changes of the two carriages along the vertical, transverse or longitudinal directions, which is beneficial for the train to pass through the curve.
  • two carriages are connected through bogies, which can reduce the number of bogies, and reduce one bogie for every two carriages.
  • two bogies are arranged at the bottom of each carriage for a train of 8 trains, and a total of 16 bogies are required for the whole train.
  • only 9 bogies are needed for a train of 8 trains, which reduces the number of 7 bogies, greatly reduces the dead weight of the train, and improves the traction efficiency.
  • an underframe draw beam is provided at the bottom of the carriage, and a bogie mounting plate is provided at the end of the underframe draw beam; correspondingly, the first draw pin and the second draw pin in the bogie draw device are arranged to be rotationally connected, and the bogie It is arranged between two carriages, the first traction pin and the second traction pin are respectively connected with the bogie mounting plates at the ends of the two carriages, so that the bogie can connect the two carriages and transmit traction or braking force, and through the second
  • the first traction pin is rotatably connected with the second traction pin, and can also adapt to the relative position changes of the two carriages along the vertical, transverse or longitudinal directions, which is beneficial for the train to pass through the curve.
  • the present embodiment illustrates in detail the structure of the bogie:
  • Fig. 17 is a perspective view of the bogie provided by the embodiment of the present application
  • Fig. 18 is a top view of the bogie provided by the embodiment of the present application.
  • the bogie provided in this embodiment includes: frame, wheel set, traction device, primary suspension device and secondary suspension device.
  • the frame 41 is the main structure of the bogie, which serves to bear the weight of the car body and provide connection interfaces for other components.
  • the frame 1 includes: two side beams extending longitudinally and a cross beam arranged between the two side beams.
  • the wheel set includes: an axle 421 , wheels 422 and axle boxes 423 symmetrically arranged on the axle 421 .
  • the axle box 423 can be arranged on the inner side of the wheel, and can also be arranged on the outer side of the wheel. In the bogie shown in Fig. 17 and Fig. 18, the axle box 423 is arranged on the inner side of the wheel.
  • a series of suspension devices 44 are arranged between the end of the side beam and the axle box 423 for buffering the vertical force between the side beam and the axle box.
  • the primary suspension device 44 can adopt rigid spring or rubber pile etc.
  • the secondary suspension device 45 is arranged on the frame, specifically, it can be arranged on the side beam, or on the cross beam.
  • the traction device includes: a first traction pin 431 and a second traction pin 432 .
  • the bogie provided in this embodiment is arranged between two carriages so that the two carriages share one bogie.
  • the first traction pin 431 is connected with one compartment
  • the second traction pin 432 is connected with the other compartment.
  • the first traction pin 431 and the second traction pin 432 are rotatably connected, and the first traction pin 431 cooperates with the crossbeam to transmit longitudinal force, the longitudinal force includes traction force and braking force, and the longitudinal force is transmitted to the compartment through the wheelset, frame, and traction pin in turn.
  • the bogie adopts the first traction pin and the second traction pin connected by rotation, and the first traction pin and the second traction pin are respectively used to connect with two adjacent cars; the first traction pin cooperates with the beam to transmit longitudinal force, and the steering pin
  • the frame is connected between the two carriages, and the two carriages share a bogie, which can reduce the number of bogies, thereby reducing the weight of the vehicle, and is conducive to improving traction efficiency.
  • the rotational connection between the first traction pin and the second traction pin can also adapt to the relative displacement of the two carriages in the lateral direction during the turning process of the vehicle, so as to ensure that the vehicle passes through the curve smoothly.
  • Figure 19 is a first schematic diagram of the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application
  • Figure 20 is the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application
  • Figure 21 is the third schematic diagram of the relative rotation of the first traction pin and the second traction pin in the bogie provided by the embodiment of the present application.
  • the first traction pin 431 and the second traction pin 432 are rotationally connected in a variety of ways, for example: the first traction pin 431 and the second traction pin 432 are rotationally connected between the first traction pin 431 and the second traction pin 432, so that the first traction pin 431 and the second traction pin
  • the two traction pins 432 can rotate in the plane formed by the length and width of the vehicle, so as to adapt to the horizontal deflection angle between the two compartments, so that the vehicle can pass through the curve smoothly, and the maximum angle ⁇ can reach 13°, as shown in Figure 19 .
  • the first traction pin 431 and the second traction pin 432 can also be rotated in the plane formed by the vehicle width and vehicle height, so as to adapt to the situation of different rail heights on both sides, avoid vehicle rollover, and improve driving safety.
  • the first traction pin 431 The included angle ⁇ with the second traction pin 432 can reach a maximum of 4°, as shown in FIG. 20 .
  • the first traction pin 431 and the second traction pin 432 can also rotate in the plane formed by the length of the vehicle and the height of the vehicle to adapt to the different heights between the two wheelsets in the bogie, so that the vehicle can pass through uneven roads smoothly , to ensure driving safety, the angle ⁇ between the first traction pin 431 and the second traction pin 432 can reach a maximum of 1.5°, as shown in FIG. 21 .
  • this embodiment provides an implementation:
  • Figure 22 is a partial enlarged view of the bogie provided by the embodiment of the present application
  • Figure 23 is an exploded view of the traction device in the bogie provided by the embodiment of the present application
  • Figure 24 is the structure of the traction device in the bogie provided by the embodiment of the present application
  • Schematic diagram Fig. 25 is a partial longitudinal sectional view of the bogie provided by the embodiment of the present application.
  • the elastic connecting pin 433 includes: a central shaft, an elastic middle sleeve and an annular outer sleeve.
  • the central shaft and the annular outer casing are made of rigid materials, such as metal.
  • the elastic middle sleeve is made of a material with a certain elastic deformation capacity, such as rubber.
  • the elastic middle sleeve is arranged between the central shaft and the annular outer sleeve, and adopts an integrated structure formed by vulcanizing rubber and inner and outer metal layers.
  • the central shaft is connected with the second traction pin 432
  • the annular outer sleeve is connected with the first traction pin 431 .
  • the use of elastic intermediate sleeves can realize the relative rotation between the central shaft and the annular outer sleeve along the X direction, Y direction and Z direction, and then realize that the first traction pin 431 and the second traction pin 432 can rotate along the X direction, Y direction and Z direction. Rotate relative to each other.
  • the upper side of the first traction pin 431 is provided with a first hinge portion 4311, and the first hinge portion 4311 defines a first hinge hole 4312, and the center line of the first hinge hole 4312 extends along the transverse direction.
  • the elastic connecting pin 433 is passed through the first hinge hole 4312 , specifically, the annular sleeve is press-fitted in the first hinge hole 4312 .
  • the other side of the top of the first traction pin 431 is provided with a first car body connecting seat 4313, the first car body connecting seat 43123 is a plate-shaped structure, connected to the car body of the compartment by a threaded fastener, for example, can be connected to the car body. end of the chassis of the body.
  • the first traction pin 431 has a T-shaped structure as a whole.
  • a second car body connection seat 4323 which is a plate-shaped structure, connected to the car body of another compartment by a threaded fastener, for example, can be connected to the end of the chassis of the car body .
  • the other side of the second traction pin 432 is provided with two second hinged parts 4321, and the two second hinged parts 4321 are perpendicular to the second car body connection seat 4323, and the two are arranged opposite to each other, leaving a certain distance between them .
  • Each second hinge portion 4321 defines a second hinge hole 4322 .
  • the second traction pin 432 has a U-shaped structure as a whole.
  • the first hinge part 4311 is interposed between the two second hinge parts 4321 , and the two ends of the central axis pass through the second hinge hole 4322 and are fixed to the second hinge part 4321 .
  • a hinged cover 434 is used to connect to the outer surface of the second hinged portion 4321 and align with the second hinged hole 4322 .
  • the hinged cover 434 is triangular in shape, and its three corners are fixed to the outer surface of the second hinged part 4321 by threaded fasteners.
  • a connecting key 4341 protrudes from the inner surface of the hinged cover 434 facing the second hinged portion 4321 , and a key groove 4331 for accommodating the connecting key 4341 is provided on the end surface corresponding to the central axis.
  • the connecting key 4341 is inserted into the key groove 4331, which can limit the rotation of the central shaft, realizes fixing the central shaft to the second traction pin 431, and plays a role of preventing loosening.
  • the bottom end of the first traction pin 431 cooperates with the beam to transmit the longitudinal force.
  • the middle part of the crossbeam is provided with a through hole penetrating up and down, and the bottom end of the first traction pin 431 is inserted into the through hole.
  • the longitudinal buffer stops 435 are arranged in the through holes and respectively located between the first traction pin 431 and the beam.
  • the longitudinal buffer stopper 435 can be vulcanized by an outer layer of metal and an inner layer of rubber, and can be fixed to the crossbeam by a threaded fastener, or can be fixed to the side wall of the first traction pin 431, and is used for aligning the first traction pin.
  • the rigid force between the beam and the beam is buffered.
  • the number of beams can be two, and they are connected side by side between two side beams.
  • the bottom end of the first traction pin 431 is inserted between the two beams, and a longitudinal buffer stopper is provided between the first traction pin 431 and the corresponding side beam.
  • a lateral buffer stopper 437 is provided between the traction device and the frame, which is used to buffer the lateral force between the traction device and the frame, and can also limit excessive lateral displacement between the vehicle body and the frame.
  • the lateral buffer stopper 437 is fixed to the outer surface of the second hinged part 4321 in the second traction pin 432 through a threaded machine fastener.
  • Lateral buffer stops 437 are provided on the outer surfaces of the two second hinge parts 4321 . When the vehicle is going straight, a certain gap is reserved between the lateral buffer stopper 437 and the frame. When the vehicle passes through a curve, the lateral buffer stopper 437 on one side contacts the frame to avoid a large gap between the vehicle body and the frame. lateral displacement.
  • Fig. 26 is a transverse sectional view of the bogie provided by the embodiment of the present application.
  • the bogie can also include a lateral shock absorber 471, which is connected between the frame and the traction device, and is used to reduce the lateral force between the traction device and the frame. to buffer.
  • the lateral shock absorber mount 436 is used to connect to the bottom end of the first traction pin 431 .
  • One end of the transverse shock absorber 471 is connected to the transverse shock absorber mount 436 , and the other end is connected to the frame 41 .
  • the transverse shock absorber mount 436 includes: a top plate of the shock absorber mount and a side plate of the shock absorber mount.
  • the top plate of the shock absorber mounting seat extends along the horizontal direction, and is connected to the bottom surface of the first traction pin through four threaded fasteners.
  • the side plate of the shock absorber mounting seat extends vertically and is arranged side by side on the lower surface of the top plate of the shock absorber mounting seat. A gap is reserved between the two side plates of the shock absorber mounting seat to accommodate the end of the transverse shock absorber;
  • the side end surface of the side plate of the vibrator mounting seat is connected with the transverse vibration damper through threaded fasteners.
  • the bottom surface of the first traction pin 431 is provided with a through slot 4314 extending along the transverse direction.
  • a guide rail 4361 that can slide in the through groove protrudes from the top surface of the shock absorber mounting seat top plate. The guide rail 4361 is inserted into the guide rail 4361 along the transverse direction, and then the transverse shock absorber mounting seat 436 is vertically connected to the first traction pin 431 through a threaded fastener. The cooperation between the through slot and the guide rail is used to limit the longitudinal movement between the first traction pin and the mounting seat of the transverse shock absorber.
  • the above-mentioned bogie can be used as a trailer bogie, that is, a non-powered bogie.
  • the bogie can be used as a motor car bogie, that is, a power bogie.
  • the driving device can be arranged on the frame for driving the wheels to rotate.
  • Figure 27 is a schematic structural view of the wheel set and the driving device in the bogie provided by the embodiment of the present application
  • Figure 28 is a top view of the wheel set and the driving device in the bogie provided by the embodiment of the present application
  • Figure 29 is a schematic view of the wheel set and the driving device provided by the embodiment of the present application Schematic diagram of the structure of the gearbox in the bogie and the drive motor.
  • FIG. 30 is a cross-sectional view of the connection between the gearbox in the bogie and the drive motor provided by the embodiment of the present application.
  • the driving device includes: a driving motor 461 and a gear box 462 .
  • the gear box 461 includes: a box body and a driving gear and a driven gear arranged in the box body.
  • the driving gear is a pinion
  • the driven gear is a bull gear
  • the driven gear meshes with the driving gear.
  • the driving gear can be connected with the output end of the driving motor through a coupling, and the driven gear is in interference fit with the axle, and the driving gear is driven to rotate by the driving motor, and then the driven gear drives the axle to rotate.
  • the case of the gearbox 462 is connected to the frame 41 .
  • the casing of the driving motor 461 is connected with the casing of the gear box 462 , and the casing of the driving motor 461 is also connected to the frame 41 .
  • the axial end of the driving motor 461 is inwardly recessed to form a concave structure, and the sides of the gear box 462 facing the driving motor are inclined outwards to extend out the gear box connecting arms 4621, and the gear box connecting arms 4621 are connected to the driving motor 461 through rubber nodes.
  • the casings are connected, and the connecting arms 4621 of each gear box form a concave structure.
  • the recessed structure formed by the drive motor 461 and the recessed structure formed by the gear case 462 enclose an accommodating space, and the shaft coupling 463 is arranged in the accommodating space.
  • the shaft coupling 463 can be a flexible coupling, such as a drum type gear coupling, which connects the shaft head of the gearbox and the shaft head of the motor to realize torque transmission.
  • the drum-type gear coupling is adopted, which has a high load-carrying capacity, a large allowable angular displacement, and a high torque transmission capacity.
  • the number of gear box connecting arms 4621 is at least three, wherein two gear box connecting arms 4621 respectively extend upward to both sides of the vertical central plane of the drive motor 461, the vertical central plane is the axis passing through the drive motor 461 and along the vertical direction Extended plane: at least one connecting arm extends downwards to be lower than the horizontal central plane of the driving motor 461 , and the horizontal central plane is a plane passing through the axis of the driving motor 461 and extending along the horizontal direction.
  • the number of gear box connecting arms 4621 is four, and two gear box connecting arms 4621 are located on the upper part of the gear box 462 and extend upward respectively; the other two gear box connecting arms 4621 are located on the lower part of the gear box 462, respectively Extend down.
  • the four gearbox connecting arms 4621 are arranged axisymmetrically with respect to the vertical center plane of the driving motor, and the four gearbox connecting arms 4621 are arranged axisymmetrically with respect to the horizontal center plane of the driving motor.
  • FIG. 31 is an enlarged view of area E in FIG. 30 .
  • the gearbox connecting arm 4621 is connected to the casing of the driving motor through a rubber node, and a rubber bushing 466 is arranged inside the rubber node, and the connecting screw 467 is used to pass through the installation on the casing of the driving motor respectively.
  • the mounting hole at the end of the hole and the gear box connecting arm 4621 is connected with a nut, and a rubber bushing 466 is sleeved between the connecting screw 467 and the mounting hole of the connecting arm, and the rubber bushing 466 can adjust the position between the motor and the gear box. The deviation is alleviated to a certain extent, and the displacement pressure of the coupling is reduced to a certain extent.
  • the gear box 462 is connected to the frame 41 using the gear box connecting rod 464 .
  • the bottom end of the gear box connecting rod 464 is connected to the housing of the gear box 462 through an elastic node, and the top end is connected to the frame 41 through an elastic node.
  • a certain angle can be rotated between the gear box connecting rod 464 and the housing of the gear box 462 .
  • FIG. 32 is an enlarged view of area F in FIG. 30 .
  • the motor buffer node 465 includes: a motor mount 4651 and two rubber sleeves 4652 .
  • the motor mount 4651 is fixed to the casing of the driving motor.
  • the two rubber sleeves 4652 are arranged symmetrically up and down, with a certain gap between them.
  • the frame 41 is provided with a motor mounting portion 411 , and two rubber sleeves 4652 are sandwiched between the upper and lower sides of the motor mounting portion 411 .
  • the connecting screw rod 467 is adopted to pass through the rubber sleeve, the motor mounting part and the through hole provided on the motor mounting seat in sequence, and then be connected and fixed with the nut.
  • connection mode of the motor buffer node 465 is used to achieve elastic suspension with the frame.
  • the motor buffer node 465 can absorb part of the deformation, thereby reducing the displacement of the motor.
  • the motor stopper 468 is used to fix on the frame 41 , and the motor stopper 468 is located below the motor buffer node 465 to prevent the driving motor from falling due to failure.
  • the motor stopper 468 can adopt an L-shaped structure or a U-shaped structure, and the motor buffer node 465 is located inside it.
  • the driving motor 461 is connected with the frame 41, the driving motor 461 and the frame 41 rise and fall at the same time, while the gear box 462 is connected with the axle 421 and moves around the gear box connecting rod 464, thereby forming a displacement between the driving motor 461 and the gear box 462 deviation.
  • the number of gear box connecting arms 4621 is four, and the four gear box connecting arms 4621 are semi-rigidly connected to the casing of the driving motor 461 through rubber nodes, and the rubber nodes can absorb a part of the displacement between the motor and the gear box Therefore, the requirement for the displacement capability of the coupling is reduced, so that the outline size of the coupling can be reduced to fit the compact space limitation of the bogie built into the axle box.
  • Fig. 33 is a top view of another bogie provided by the embodiment of the present application.
  • a speed detection device can also be used to detect the rotational speed of the axle.
  • the speed detection device includes: a speed detection component and a speed sensor.
  • the speed detection assembly is fixedly arranged at the end of the axle 421 and rotates synchronously with the axle 421 .
  • the speed sensor is arranged on the inner wall of the axle box 423, and is used for cooperating with the speed detection component to measure the driving speed of the vehicle.
  • Fig. 34 is a sectional view of a bogie provided by an embodiment of the present application provided with a speed detection device at the axle end
  • Fig. 35 is a schematic diagram of the axle end of the bogie provided by the embodiment of the present application.
  • the speed detection assembly includes an axle end adapter 481 , an induction gear 482 and an axle end cover 485 .
  • the axle end cover 485 is connected to the frame 41 through the axle end hinge rod 484 .
  • the shaft end adapter 481 is connected to the end surface of the axle 421 through a threaded fastener, and rotates synchronously with the axle 421 .
  • the induction gear 482 is connected to the other axial end of the shaft end adapter 481 through a threaded fastener, and the induction gear 482 rotates synchronously with the axle 421 .
  • the induction gear 482 is connected with the axle end cover 485 through a bearing, so that the axle 421 , the axle end adapter 482 and the induction gear 482 rotate relative to the axle box.
  • the axle end cover 485 has a U-shaped structure, covering the induction gear and the bearing inside for protection.
  • the speed sensor 483 is arranged on the inner side of the axle box cover 4231 , and its detecting end faces the induction gear 482 .
  • the speed sensor 483 is a pulse signal generator, which generates an electric pulse signal whose frequency is proportional to the running speed. N (the number of teeth of the induction gear) pulse signals are generated for each revolution of the axle.
  • the end of the speed sensor 483 is kept at a distance of about 1 mm from the tooth top of the induction gear 482 .
  • the speed sensor 483 is inserted into the axle box cover from the outside.
  • the axlebox cover is also connected to frame 41 by axle-end hinged rods 484 .
  • the length of the beam is greater than the distance between the two side beams, and the part of the beam extending to the outside of the side beam is provided with a secondary connection structure for connecting with the secondary suspension device 45 .
  • the quantity of the secondary suspension device 45 is four, and two secondary suspension devices 45 are arranged on one end of the crossbeam as a group; two secondary suspension devices 45 positioned at the same end of the crossbeam are arranged at intervals along the longitudinal direction.
  • the secondary suspension device 45 may be an air spring.
  • the first hinge part 4311 and the second hinge part 4321 have mounting surfaces extending vertically.
  • the outer end surface of the bogie mounting plate is a surface extending vertically
  • the first hinged part 4311 and the second hinged part 4321 correspond to the outer end face of the bogie mounting plate, and the threaded fastener extending in the horizontal direction connected.
  • This embodiment also provides a rail vehicle, which includes a carriage and a bogie, and the bogie is arranged below the ends of two adjacent carriages; the traction devices in the bogie are respectively connected to the chassis traction beams at the bottom of the carriages.
  • the compartment includes the vehicle body provided by any of the above contents and the interior structure arranged in the vehicle body.
  • the rail vehicle provided by this embodiment has the same technical effect as the above-mentioned carriage.

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Abstract

一种侧墙结构，包括沿竖向延伸的竖向侧墙型材（253）、沿车长方向延伸的纵向侧墙型材（254）；侧墙结构由纵向侧墙型材（254）与竖向侧墙型材（253）拼接而成，纵向侧墙型材（254）的端部抵顶至竖向侧墙型材（253）的长边，并与竖向侧墙型材（253）相连。还提供了具有该侧墙结构的车体和轨道车辆。上述侧墙结构可以只对承受承载力较大的地方进行加强，其余部分根据需要保持原状或减薄材料，可以在保证高等级强度要求的基础上实现轻量化设计。

Description

侧墙结构、车体及轨道车辆 技术领域
本申请涉及轨道车辆技术领域，特别涉及一种侧墙结构、车体及轨道车辆。
背景技术
在大中型城市，快速轨道交通将成为城市和城郊地区居民有效缩短出行时间、疏散核心区域人口、分解中心城区交通压力、满足新型城市发展要求的首选手段。通勤车用于满足都市生活圈的通勤、通商、通学等出行需求。
车体是车辆结构的主体。车体的强度、刚度关系到运行安全可靠性和舒适性。侧墙是连接底架和车顶的关键部件，在车体结构中起着承上启下的作用。结构合理的侧墙设计制造对于整个车体产品质量有着至关重要的影响。
为进一步实现车体轻量化，近代的高速列车、地铁车辆和轻轨车辆上采用铝合金车体，在铝制车体结构设计中，车体主要承载构件一般采用大型中空截面的挤压铝型材，且普遍采用中空薄壁内筋桁架结构，以提高构件的刚度，充分发挥材料的承载能力，达到最大限度地减轻车体自重。全车的底架、侧墙、车顶均采用大型中空截面的挤压铝型材拼焊而成。与钢制车体相比，焊接工作量减少约40％,制造工艺大为简化，质量科减轻3～5t,可保证车体承载结构在使用期内(25～30年)不维修或少维修。
而现有技术中，车体侧墙结构是由若干通长侧墙型材拼焊而成，这些通长侧墙型材在列车竖向(即车高方向)从上到下依次排列拼焊，在列车纵向上无拼接型材，且各型材截面相同。由于型材挤压的断面只能有一种，不能实现可变截面挤压，无法实现在车长方向(列车纵向)的可变断面设计。但是在强度分析中，车体受力根据区域不同，受力分布也不同。不变截面无法根据载荷的大小进行设计，无法实现材料的充分利用，即强度需求高的地方，材料加厚；强度需求低的地方，材料减薄。因此既满足强度要求，又实现侧墙轻量化，就成为亟需解决的技术问题。
发明内容
本申请实施例中提供一种侧墙结构、应用这种侧墙结构的车体及轨道车辆。
根据本申请实施例的第一个方面，提供了一种侧墙结构，其包括：
沿竖向延伸的竖向侧墙型材；
沿车长方向延伸的纵向侧墙型材；
所述侧墙结构由纵向侧墙型材与竖向侧墙型材拼接而成，纵向侧墙型材的端部抵顶至竖向侧墙型材的长边，并与竖向侧墙型材相连。
根据本申请实施例的第二个方面，提供了一种车体，包括：底架、采用如上所述侧墙结构的侧墙、端墙及车顶，其中侧墙竖向设置于底架两侧，端墙竖向设置于底架两端，侧墙和端墙上端与车顶相连接，下端与底架相连接。
根据本申请实施例的第三个方面，提供了一种轨道车辆，包括：如上所述的车体。
采用本申请实施例中提供的技术方案，侧墙结构多种多方向型材拼接方式组成，设置竖向侧墙型材和纵向侧墙型材，在承受承载力较大的地方，进行型材加厚设计补强，采用增加内筋的数量、改变型材的截面形状或者增加型材的材料厚度等方式，提高不同方向承载能力，在强度上满足EN 12663中的P-I强度要求，纵向压缩2000，纵向拉伸1500，即最高等级强度要求；在结构上可以只对承受承载力较大的地方进行加强，其余部分根据需要保持原状或减薄材料，可以在保证高等级强度要求的基础上实现轻量化设计，采用第一个方面所述侧墙结构的车体和轨道车辆，其有益效果与所述侧墙结构相同。
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为本申请实施例提供的侧墙结构的结构示意图；
图2为高地板区域侧墙的结构示意图；
图3为竖向侧墙型材的截面示意图；
图4为低地板区域侧墙的结构示意图；
图5为纵向侧墙型材的截面示意图；
图6为图5的A部放大图；
图7为内藏式C形槽的开口部结构示意图；
图8为图5的B部放大图；
图9为本申请实施例提供的列车的侧面视图；
图10为本申请实施例提供的底架结构示意图(底面向上)；
图11为图10的局部放大图；
图12为底架过渡梁与底架牵引梁纵剖图(底面向上)；
图13为图12的C区域放大图；
图14为二位端底架结构示意图(底面向上)；
图15为图14的横截面结构示意图；
图16为图15的D区域放大图；
图17为本申请实施例提供的转向架的立体图；
图18为本申请实施例提供的转向架的俯视图；
图19为本申请实施例提供的转向架中第一牵引销与第二牵引销相对转动的示意图一；
图20为本申请实施例提供的转向架中第一牵引销与第二牵引销相对转动的示意图二；
图21为本申请实施例提供的转向架中第一牵引销与第二牵引销相对转动的示意图三；
图22为本申请实施例提供的转向架的局部放大图；
图23为本申请实施例提供的转向架中牵引装置的爆炸视图；
图24为本申请实施例提供的转向架中牵引装置的结构示意图；
图25为本申请实施例提供的转向架的局部纵向断面视图；
图26为本申请实施例提供的转向架的横向断面视图；
图27为本申请实施例提供的转向架中轮对与驱动装置的结构示意图；
图28为本申请实施例提供的转向架中轮对与驱动装置的俯视图；
图29为本申请实施例提供的转向架中齿轮箱与驱动电机的结构示意图；
图30为本申请实施例提供的转向架中齿轮箱与驱动电机相连的剖视图；
图31为图30中E区域的放大视图；
图32为图30中F区域的放大视图；
图33为本申请实施例提供的另一转向架的俯视图；
图34为本申请实施例提供的转向架在轴端设置速度检测装置的剖视图；
图35为本申请实施例提供的转向架的轴端示意图。
附图标记：
2-车厢；24-底架；241-底架牵引梁；2411-转向架安装板；242-底架端梁；243-底架边梁；244-中部底架；245-底架过渡梁；2451-过渡梁上盖板；2452-过渡梁下盖板；2453-过渡梁立板；25a-侧窗窗口；25b-客室门口；25c-外部显示器开口；251-高地板区域侧墙；252-低地板区域侧墙；253-竖向侧墙型材；2531-第一竖向型材；2532-第二竖向型材；2533-第三竖向型材；2534-第四竖向型材；254-纵向侧墙型材；2541-第一纵向型材；2542-第二纵向型材；2543-第三纵向型材；2544-第四纵向型材；2545-外露式C形槽；2546-内藏式C形槽；2547-型材斜筋；2548-型材立筋；
4-铰接转向架；41-构架；411-电机安装部；421-车轴；422-车轮；423-轴箱；431-第一牵引销；4311-第一铰接部；4312-第一铰接孔；4313-第一车体连接座；4314-通槽；432-第二牵引销；4321-第二铰接部；4322-第二铰接孔；4323-第二车体连接座；433-弹性连接销；4331-键槽；434-铰接盖；4341-连接键；435-纵向缓冲止档；436-横向减振器安装座；4361-导向轨；437-横向缓冲止档；44-一系悬挂装置；45-二系悬挂装置；461-驱动电机；462-齿轮箱；4621-齿轮箱连接臂；463-联轴器；464-齿轮箱连接杆；465-电机缓冲节点；4651-电机安装座；4652-橡胶套；466-橡胶衬套；467-连接螺杆；468-电机止挡；471-横向减振器； 481-轴端适配器；482-感应齿轮；483-速度传感器；484-轴端铰接杆；485-车轴端盖。
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。
在实现本申请的过程中，发明人发现现有技术中的侧墙结构采用通长型材拼接制成，在车辆的纵向(即车辆的长度方向)上无法根据车辆所受承载力的不同进行变截面设计，若要满足强度要求，则型材整体厚度需要增加，造成材料浪费和车身重量增加。
针对上述问题，本申请实施例中提供了一种侧墙结构，这种侧墙结构采用多种多方向型材拼接方式组成，在承受承载力较大的地方，进行型材加厚设计补强，以提高不同方向承载能力；仅在局部进行补强，可以保证侧墙以及车体整体结构的轻量化设计要求。
本实施例以应用在轨道车辆上为例，对车厢地板的实现方式进行具体说明。轨道车辆包括至少一节车厢，车厢的车体由底架、侧墙、车顶、端墙构成。如图1至图8所示，本实施例中，将车长方向称为纵向，将车宽方向称为横向，将车高方向称为竖直方向、竖向或垂向，将地球的水平面称为水平面。
上述侧墙应用的即为本申请实施例提供的侧墙结构，这种侧墙结构包括：
截面平行于水平面的竖向侧墙型材253以及截面垂直于水平面的纵向侧墙型材254，更严格地说竖向侧墙型材253的长度方向与车高方向一致；纵向侧墙型材254的长度方向与车长方向一致；侧墙结构由纵向侧墙型材254与竖向侧墙型材253拼接而成。
现有技术中的侧墙型材都是由长度方向与车长方向一致的纵向侧墙型材从上而下拼接而成，由于型材挤压的断面只能有一种，不能实现可变截面挤压，所以就无法实现在车长方向(列车纵向)的可变断面设计，但是在实际应用中，侧墙在车长方向上的不同位置所收到的力是不同的，例如在车门附近的侧墙所受的承载力较大，需要对侧墙进行加厚加强，现有技术中只能将纵向侧墙型材直接进行整体加强，造成材料浪费，并且会增加整体车体重量。而本具体实施例在纵向侧墙型材的基础上拼接了竖向侧墙型材，其长度方向相互垂直，能承受的最大力的结构方向相互垂直，可以互相弥补承载力较弱的部分。并且可以在需要承受较大力的部分进行局部加厚加强，例如将竖向侧墙型材拼接在纵向侧墙型材的两端，设置在车门附近，就可以仅对竖向侧墙型材进行加厚补强，而不需要对纵向侧墙型材进行改动，既保证了加工简单、规范，又可以保证强度要求，还可以达到轻量化设计的需求。
本申请实施例提供了一种竖向侧墙型材253的具体实现方式，如图3所示，在本具体 实施例中，竖向侧墙型材253包括第一竖向型材2531、第二竖向型材2532、第三竖向型材2533及第四竖向型材2534，四件竖向型材的结构类似，它们的型腔截面包括多个由竖向型材内、外两表面及垂直于竖向型材内、外两表面的竖向型材内筋包围而成的矩形结构，第一竖向型材2531、第二竖向型材2532、第三竖向型材2533及第四竖向型材2534在车长方向上依次平行排列，并且通过承插焊的方式拼接在一起。
本申请实施例同样提供了一种纵向侧墙型材253的具体实现方式，如图4所示，在本具体实施例中，纵向侧墙型材254包括第一纵向型材2541、第二纵向型材2542、第三纵向型材2543及第四纵向型材2544，四件竖向型材的结构类似，它们的型腔内部分布着多个型材斜筋2547，根据受力要求，进行内部型材斜筋2547疏密排布，呈现两端密集，中间疏松的大体趋势，在受力大的地方，增加型材立筋2548，对原有行腔进行切割，实现进一步加固，增加整体强度刚度，因此，整体上型腔截面包括多个由纵向型材内外两表面、在内部垂直于纵向型材内外两表面的型材立筋2548以及在内部斜向设置的型材斜筋2547包围而成的矩形结构、三角形结构及梯形结构。第一纵向型材2541、第二纵向型材2542、第三纵向型材2543及第四纵向型材2544在竖向(车高方向上)依次平行排列并且通过承插焊的方式拼接在一起。
进一步的，纵向侧墙型材254上还有设有用于连接或挂载其他车身结构或装配的C形槽，C型槽与纵向侧墙型材为由同一材料加工而成的一体成型结构。也就是说，在本具体实施例中，采用的是整体式C形槽设计，整体C形槽结构是指，将C形槽与车体型材合二为一，在同一个模具中一起挤压，一体成型，省去后道粘接、焊接、铆接C槽的工序。根据车体断面和后道安装的需求不同，C形槽的分布位置可变，做出不同的适应性更改。符合轨道车辆车体结构标准化、模块化、系列化的设计制造技术发展趋势。
本具体实施例提供了两种C形槽的具体实现方式，其中一种如图5及图8所示，为设置于纵向侧墙型材254外表面的外露式C形槽2545，外露式C形槽的中心位于纵向侧墙型材的内筋交汇处，型腔内形成多立筋的三角支撑，提高承载能力。由于侧墙设计为变高度结构，在本具体实施例中，在各纵向型材上分别设置两组外露式C型槽，可以满足不同高度内装墙板的安装。
外露式C形槽后续安装使用方式为：用T型螺栓的大头扣入C型槽中，要安装的构件再用T型螺栓固定。T型螺栓可以在C型槽中移动，从而起到对安装构件位置调节的作用。
另一种C形槽的具体实现方式如图5、图6及图7所示，为C型槽设置于纵向侧墙型材254的型腔内部的内藏式C形槽2546，内藏式C形槽2546的安装开口位于纵向侧墙型材254的表面，内藏式C形槽相对于安装开口的一侧底部有两条型材斜筋2547作为支撑。严格地说，内藏式C形槽2547属于型材立筋2548的一部分，构成封闭的四边形型腔。由 于侧墙设计为变高度结构，在本具体实施例中，在各纵向型材上分别设置两组内藏式C型槽2546，以满足不同高度座椅型材安装。
内藏式C槽可减少型材重量提供更多安装空间，适用于对安装空间要求苛刻的地方。如本机构中，在侧墙型材三和侧墙型材四上自带的内藏式C槽。
进一步的，内藏式C形槽在纵向侧墙型材表面的安装开口为“十”字形开口。这种结构可以在需要安装结构或设备的内藏式C形槽处进行加工，具体而言，如图7所示，加工好的“十”字形开口的中间为矩形孔，两边为长圆孔。其中，矩形孔为工艺孔，可以用于T型螺栓的安装。使用时，用T型螺栓的大头从中间矩形口中传入，滑到长圆孔处，要安装的构件再用T型螺栓固定。T型螺栓可以在长圆孔开口处移动，从而起到对安装构件位置一定调节的作用。
采用上述整体式C形槽设计的有益之处在于：
1)有助于实现制造安装模块化，提高生产效率，降低生产成本，整体C型槽结构满足通用性、适用性、可靠性、可维护性和经济型的要求。统型C型槽实现了零部件结构、安装接口、性能参数同一，车体接口的模块化是保障后道工序安装模块化的必要条件。
2)强度高，可靠性强
一体成型的结构，增大了固结强度，提高了安装强度，具有更高的安装可靠性。进一步提高承载能力,扩大后道工序安装附件重量的阈值范围或进一步减少吊装点。
3)安装方便，质量稳定
后道附件安装更加简便，快捷，仅需要简单工具的使用，安装人员就可以完成操作。
4)减少车体变形，提高装配精度
如果侧墙主结构与C槽分开，就需要通过焊接、铆接、粘接的方式将C槽固定在车体上，焊接易产生焊接变形，影响安装平面度垂直度，在安装要求高的地方，工艺难度大；焊接C槽需要在车体型材立筋上，由于型材壁厚薄不均，易引起焊洇等焊接缺陷问题；多处焊接C槽，热输入量大，影响侧墙平面度；由于C槽、附件安装造成的侧墙变形，将影响附件安装精度，为了保证安装质量，还需要进行侧墙轮廓度的二次调修，整体式C形槽就可以避免这些问题。
此外，焊接、铆接C槽需要空间需求，焊接的可视性、可达性限制C槽设计位置。如果车体狭小空间内进行操作，会带来的诸多不便。故通长C型槽大大降低劳动强度，很大程度上提高工作效率。通长C槽结构还有利于提高装配精度，减少装配难度，节约安装工时，提高工作效率。
5)维护方便，替换性强，成熟度高
由于结构统型(C槽接口和安装螺栓统型)，在维修时，方便找到替换的零件，提高互 换性，便于故障的快速维修，节省维修时间，降低维修成本。
有利于设计变更，易于调整。当后道工序更换安装点，不需要改动车体，移动螺栓位置即可满足安装要求。
基于上述内容，本具体实施例提供了一种侧墙结构的具体实施方式，如图1、图2及图4所示，其包括高地板区域侧墙251和低地板区域侧墙252，其中高地板区域侧墙251在竖向上的高度小于低地板区域侧墙在竖向上的高度252，上述侧墙结构上开设有客室门口25b、侧窗窗口25a以及外部显示器开口25c，客室门口25b设置于高地板区域侧墙251及低地板区域侧墙252之间。
高地板区域侧墙251为纵向侧墙型材254与竖向侧墙型材253拼接而成，其中竖向侧墙型材253设置在高地板区域侧墙上的客室门口25b开设处。低地板区域侧墙252由纵向侧墙型材254构成。
本实施例还提供了一种车体，其包括：底架、采用上述的侧墙结构的侧墙、端墙及车顶，其中侧墙竖向设置于底架两侧，端墙竖向设置于底架两端，侧墙和端墙上端与车顶相连接，下端与底架相连接。上述车体构成车厢。
图9为本申请实施例提供的列车的侧面视图。如图9所示，本实施例提供的车厢包括：底架、侧墙、车顶和端墙。其中，侧墙包括高地板区域侧墙251和低地板区域侧墙252，高地板区域侧墙251的底端低于低地板区域侧墙252；低地板区域侧墙252位于车厢的中部，高地板区域侧墙251位于车厢的两端。
底架沿车厢的长度方向延伸，连接于高地板区域侧墙251和低地板区域侧墙252的底部。底架的至少一端设置沿车长方向延伸的底架牵引梁，底架牵引梁的端部用于与转向架的牵引装置相连；转向架位于高地板区域下方。
对应的车厢内部空间划分为高低板区域和低地板区域，低地板区域的地板高度低于高低板区域的地板高度，因此，车门可设置于低地板区域，方便乘客上下车。低地板区域的空间较大，可提高乘坐舒适度。另外，高低板区域的地板高度能够满足转向架的安装空间。
以应用于图9所示的列车为例，列车包括至少两节车厢2及连接于两节车厢2之间的转向架，该转向架为铰接转向架4。车厢2的另一端下方可以设置转向架，该转向架可以为传统的转向架。
将车厢内部空间划分为高低板区域和低地板区域，对应将侧墙设置为高地板区域侧墙和低地板区域侧墙，以适应高、低地板区域，增大了低地板区域的车厢内空间；另外，在高地板区域的下方设置转向架，转向架与底架牵引梁的端部相连，一个转向架连接于两节相邻车厢之间，能够减少整车转向架的数量，减轻列车自重。
基于上述内容，本实施例提供一种底架，底架可以采用铝合金制成，也可以采用钢材 料制成，在本具体实施例中采用铝合金材料，在确保强度的基础上进行轻量化设计。
图10为本申请实施例提供的底架结构示意图(底面向上)，图11为图10的局部放大图，图11是本申请实施例的二端位底架、底架过渡梁以及部分中部底架的放大图。并且，为了可以直观清晰地对底架结构进行说明，所有附图中图示的底架均为翻转状态，即其实际的底面向上。
如图10和图11所示，底架24包括：二位端底架和中部底架244。其中，二位端底架包括底架牵引梁241，底架牵引梁241是采用整块材料一体成型的单一构件。中部底架244通过底架牵引梁与二位端底架相连接。
现有技术中的底架牵引梁单件数量较多，需要组焊在一起，焊接工作量大，焊接后调整变形的时间增多，且需要使用专用的焊接工装，而左、右牵引梁和中部支撑梁与铰接面板的连接型式为焊接，焊缝处的许用应力比母材小很多，给结构优化设计和减重带来压力。
本实施例所提供的上述方案，底架牵引梁241不再采用四个组件组焊而成，而是采用整块材料一体成型，制作材料可以采用铝合金，也可以采用钢材料或任何一种适用材料，制作方式可以采用轧制、冲制、铸造、3D打印等任何一种方式，这些制造方式不需要焊接，没有焊接工作量，也不需要焊接工装。一体成型的底架牵引梁上不存在焊缝，其高应力区不存在薄弱点，可以承受较大的牵引力，经试验，底架牵引梁所能承受的许用应力可以由原本的115MPa大幅度提高至215MPa。
图12为底架过渡梁与底架牵引梁纵剖图(底面向上)。进一步的，如图12所示，底架24还包括底架过渡梁245，底架过渡梁245的其中一端与中部底架244相连接，底架过渡梁245的另一端与底架牵引梁241相连接。其中一个实施例中，底架24的主体结构为阶梯状，中部底架244的位置较低，两端底架位置较高(附图中显示的为底架24翻转状态，所以在附图中中部底架244较高)，底部过渡梁245可以在二端位底架和中部底架244之间存在的阶梯状交界处过渡，连接二端位底架及中部底架。底架过渡梁245起到衔接中部底架244和底架牵引梁241的作用，曲面或斜面的结构可以避免应力过渡集中，底架过渡梁245本身还能起到类似加强筋或加强肋的加固作用。
图13为图12的C区域放大图，图14为二位端底架结构示意图(底面向上)，图15为图14的横截面结构示意图，图16为图15的D区域放大图。
在上述技术方案的基础上，本申请实施例提供一种底架过渡梁245的具体实现方式，包括过渡梁上盖板2451、过渡梁下盖板2452及过渡梁立板2453，其中过渡梁立板2453为平板状结构并且不少于一个，沿纵向方向延伸，至少两个过渡梁立板平行排列，过渡梁上盖板2451和过渡梁下盖板2452的侧边与过渡梁立板2453的板面相连接。
具体而言，本申请实施例采用了三个过渡梁立板2453，过渡梁上盖板2451和过渡梁下 盖板2452各有两个，三个平行等距设置的过渡梁立板2453的中间分成两个空间，每个空间内有一个过渡梁上盖板2451和一个过渡梁下盖板2452。
多个平行设置的过渡梁立板2453可以分别承受经由底架牵引梁241传递来的拉伸力或压缩力，将底架过渡梁245与底架牵引梁241连接处的应力分散，避免因应力过于集中而造成连接处快速疲劳损坏。
进一步的，过渡梁上盖板2451、过渡梁上盖板2452和过渡梁立板2453之间采用组焊方式连接。
对于底架过渡梁245和底架牵引梁的连接，本实施例提供一种连接方式，如图12及图13所示，所述过渡梁上盖板2451和过渡梁下盖板2452与所述底架牵引梁241相连接的一端分别呈弧形向上弯曲，所述底架牵引梁241与底架过渡梁245相连接的一端分成两个均呈弧形向下弯曲的连接部，两个连接部分别与过渡梁上盖板2451和过渡梁下盖板2452对接。底架牵引梁241与底架过渡梁245连接部分形成一个鱼腹状的中空结构，鱼腹状的曲面形状使得连接处过渡平稳，没有易造成高应力集中的尖锐角度，中空结构为轻量化设计，在保证强度的基础上减轻底架重量。
进一步的，底架过渡梁245与所述底架牵引梁241采用水平交错焊缝连接。
现有技术中，底架牵引梁上都设有车钩安装座，也就是说，是通过车钩与中间底架相连接的，通过车钩连接，稳定性差，且应力集中在车钩及车钩安装座处，属于点状受力点，应力集中度高，是底架整体结构的薄弱处，易造成疲劳损坏，强度难以提高。本具体实施例中，采用底架过渡梁245将底架牵引梁241与中部底架244固定连接，又采用了多过渡梁立板2453以及相接处水平交错焊缝连接的方式，使得底架牵引梁上传递来的应力较为分散，进一步提高了底架承受载荷的能力。
在本具体实施例中，底架牵引梁241未与所述底架过渡梁相连接的一端设有转向架安装板2411。在实际应用中，单层动车组头车车体需同时满足传统转向架和铰接转向架的接口要求，因此，本具体实施例提供了可以安装传统转向架，也可以安装铰接转向架的转向架安装板2411。值得注意的是，转向架安装板2411是底架牵引梁241整体构件的一部分，不是单独的组件。
对于二位端底架，本具体实施例提供一种具体的实现方式，如图5所示，所述二位端底架还包括底架端梁242及底架边梁243，其中所述底架牵引梁243的结构以底架纵向中心线为轴对称，底架端梁242以底架纵向中心线为轴对称设置在所述底架牵引梁243的两侧，底架边梁243以底架纵向中心线为轴对称设置在底架端梁242两侧。
进一步的，如图15所示，底架端梁242水平布置，底架边梁243竖直布置。
进一步的，如图16所示，底架牵引梁242与底架端梁242对接处开设三角形焊缝，通 过焊接的方式固定连接；底架端梁242与所述底架边梁243采用组焊的方式固定连接。
基于上述底架结构，本实施例提供一种转向架：该转向架包括：构架和牵引装置。其中，牵引装置包括：转动连接的第一牵引销和第二牵引销，第一牵引销与构架配合传递纵向力；第一牵引销和第二牵引销分别用于与相邻的两节车厢底部的转向架安装板相连。
将相邻的两节车厢2分别称为第一车厢和第二车厢。第一车厢底部的转向架安装板与第一牵引销相连，第二车厢底部的转向架安装板与第二牵引销相连。第一车厢与第二车厢的端部通过转向架相连，传递纵向的牵引力或制动力。另外，第一牵引销与第二牵引销转动连接，还能适应两节车厢沿垂向、横向或纵向的相对位置变化，利于列车通过曲线。
另外，两节车厢之间通过转向架相连，能减少转向架的数量，每两节车厢减少一个转向架。一列8编组的车辆按照传统方案在每个车厢底部设置2个转向架，整列车共需要16个转向架。而本实施例中，一列8编组的车辆仅需要9个转向架即可，减少了7个转向架，大幅度减轻了列车自重，提高牵引效率。
上述方案，在车厢的底部设置底架牵引梁，底架牵引梁的端部设置转向架安装板；对应将转向架牵引装置中的第一牵引销和第二牵引销设置为转动连接，转向架设置在两节车厢之间，第一牵引销和第二牵引销分别与两节车厢端部的转向架安装板相连，以使转向架能够连接两节车厢并传递牵引力或制动力，而且通过第一牵引销与第二牵引销转动连接，还能适应两节车厢沿垂向、横向或纵向的相对位置变化，利于列车通过曲线。
在上述技术方案的基础上，本实施例对转向架的结构进行详细举例说明：
图17为本申请实施例提供的转向架的立体图，图18为本申请实施例提供的转向架的俯视图。以图17和图18所示的转向架为例对牵引装置进行详细说明，本实施例提供的转向架包括：构架、轮对、牵引装置、一系悬挂装置和二系悬挂装置。
其中，构架41为转向架的主体结构，起到承载车体重量及为其他部件提供连接接口的功能。构架1包括：沿纵向延伸的两个侧梁及设置于两个侧梁之间的横梁。
轮对的数量为两个，分别设置于侧梁端部的下方。轮对包括：车轴421、对称设置于车轴421上的车轮422及轴箱423。轴箱423可设置于车轮的内侧，也可以设置在车轮的外侧。图17和图18展示的转向架中，轴箱423设置于车轮的内侧。
一系悬挂装置44设置于侧梁的端部与轴箱423之间，用于对侧梁与轴箱之间的垂向力进行缓冲。一系悬挂装置44可以采用刚性弹簧或橡胶堆等。
二系悬挂装置45设置于构架上，具体可以设置在侧梁上，也可以设置横梁上。
牵引装置包括：第一牵引销431和第二牵引销432。本实施例提供的转向架设置于两节车厢之间，以使两节车厢共用一个转向架。第一牵引销431与一个车厢相连，第二牵引销432与另一个车厢相连。第一牵引销431和第二牵引销432转动连接，且第一牵引销431与 横梁配合传递纵向力，纵向力包括牵引力和制动力，纵向力依次通过轮对、构架、牵引销传递给车厢。
转向架采用转动连接的第一牵引销和第二牵引销，第一牵引销和第二牵引销分别用于与相邻的两节车厢相连；第一牵引销与横梁配合传递纵向力，该转向架连接在两节车厢之间，两节车厢共用一个转向架，能够减少转向架的数量，进而减轻车辆自重，有利于提高牵引效率。
另外，第一牵引销和第二牵引销之间转动连接，还能够适应车辆在转弯过程中两节车厢在横向方向上的相对位移，保证车辆顺利通过曲线。
图19为本申请实施例提供的转向架中第一牵引销与第二牵引销相对转动的示意图一，图20为本申请实施例提供的转向架中第一牵引销与第二牵引销相对转动的示意图二，图21为本申请实施例提供的转向架中第一牵引销与第二牵引销相对转动的示意图三。
第一牵引销431和第二牵引销432转动连接的方式有多种，例如：采用弹性连接销转动连接于第一牵引销431和第二牵引销432之间，使第一牵引销431和第二牵引销432能够在车长和车宽所成的平面内转动，以适应两节车厢之间的水平偏斜角度，使车辆顺利通过曲线，角度α最大可达13°，如图19所示。
第一牵引销431和第二牵引销432也能在车宽和车高所成的平面内转动，以适应两侧轨道高度不同的情况，避免车辆侧翻，提高行车安全，第一牵引销431和第二牵引销432之间的夹角β最大可达4°，如图20所示。
第一牵引销431和第二牵引销432还能在车长和车高所成的平面内转动，以适应转向架中两个轮对之间高度不同的情况，便于车辆顺利通过高低不平的路面，保证行车安全，第一牵引销431和第二牵引销432之间的夹角θ最大可达1.5°，如图21所示。
对于上述牵引装置，本实施例提供一种实现方式：
图22为本申请实施例提供的转向架的局部放大图，图23为本申请实施例提供的转向架中牵引装置的爆炸视图，图24为本申请实施例提供的转向架中牵引装置的结构示意图，图25为本申请实施例提供的转向架的局部纵向断面视图。
如图22至图25所示，弹性连接销433包括：中心轴、弹性中间套和环形外套。其中，中心轴和环形外套采用刚性材料构成，例如：金属。弹性中间套采用具有一定弹性变形能力的材料制成，例如：橡胶。弹性中间套设置于中心轴与环形外套之间，采用橡胶与内外金属层硫化而成一体结构。中心轴与第二牵引销432相连，环形外套与第一牵引销431相连。
采用弹性中间套能实现中心轴与环形外套之间能够沿X向、Y向及Z向相对转动，进而实现第一牵引销431和第二牵引销432之间能够沿X向、Y向及Z向相对转动。
第一牵引销431的上部一侧设有第一铰接部4311，第一铰接部4311开设第一铰接孔4312，第一铰接孔4312的中心线沿横向延伸。弹性连接销433穿设于第一铰接孔4312内，具体的，环形外套压装在第一铰接孔4312内。
第一牵引销431的上部另一侧设有第一车体连接座4313，第一车体连接座43123为板状结构，通过螺纹紧固件连接至车厢的车体上，例如可连接至车体的底架端部。第一牵引销431整体呈T形结构。
第二牵引销432的一侧设有第二车体连接座4323，为板状结构，通过螺纹紧固件连接至另一车厢的车体上，例如可连接至该车体的底架端部。
第二牵引销432的另一侧设有两个第二铰接部4321，两个第二铰接部4321垂直于第二车体连接座4323，且二者相对设置，二者之间留有一定距离。每个第二铰接部4321上开设有第二铰接孔4322。第二牵引销432整体呈U形结构。
第一铰接部4311插设于两个第二铰接部4321之间，中心轴的两端穿设于第二铰接孔4322并固定至第二铰接部4321。
进一步的，采用铰接盖434连接至第二铰接部4321的外侧面且与第二铰接孔4322对正。铰接盖434呈三角形，其三个顶角通过螺纹紧固件固定至第二铰接部4321的外侧面。铰接盖434中朝向第二铰接部4321的内侧面凸出设有连接键4341，对应在中心轴的端面设有用于容纳连接键4341的键槽4331。连接键4341插入键槽4331内，能够限制中心轴转动，实现了将中心轴固定于第二牵引销431，并起到防松的作用。
当然，上述方案并不是唯一的实现方式，也可以将中心轴的两端压装在第二铰接孔4322内，以取代连接键与键槽的配合方式。
第一牵引销431的底端与横梁配合传递纵向力。一种实现方式为：横梁的中部设有上下贯通的通孔，第一牵引销431的底端插入通孔内。采用纵向缓冲止档435设置在通孔内，分别位于第一牵引销431与横梁之间。纵向缓冲止档435可以采用外层金属和内层橡胶硫化而成的结构，通过螺纹紧固件固定至横梁上，也可以固定至第一牵引销431的侧壁，用于对第一牵引销与横梁之间的刚性作用力进行缓冲。
另一种实现方式：横梁的数量可以为两个，并排连接在两个侧梁之间。第一牵引销431的底端插入两个横梁之间，并在第一牵引销431与对应侧横梁之间设置纵向缓冲止档。
进一步的，在牵引装置与构架之间还设置有横向缓冲止档437，用于对牵引装置与构架之间的横向力进行缓冲，还能够限制车体与构架之间的横向位移过大。具体的，将横向缓冲止档437通过螺纹机紧固件固定至第二牵引销432中的第二铰接部4321的外侧面。两个第二铰接部4321的外侧面均设置有横向缓冲止档437。在车辆直行过程中，横向缓冲止档437与构架之间预留一定间隙，在车辆通过曲线时，一侧的横向缓冲止档437与构架接触， 以避免车体与构架之间产生较大的横向位移。
图26为本申请实施例提供的转向架的横向断面视图。如图23、24、26所示，在上述技术方案的基础上，转向架还可以包括横向减振器471，连接于构架和牵引装置之间，用于对牵引装置和构架之间的横向力进行缓冲。
本实施例提供一种实现方式：采用横向减振器安装座436，连接至第一牵引销431的底端。横向减振器471的一端与横向减振器安装座436相连，另一端与构架41相连。
具体的，横向减振器安装座436包括：减振器安装座顶板和减振器安装座侧板。其中，减振器安装座顶板沿水平方向延伸，通过四个螺纹紧固件连接至第一牵引销的底面。减振器安装座侧板沿竖向延伸，并排设置于减振器安装座顶板的下表面，两个减振器安装座侧板之间预留可容纳横向减振器端部的空隙；减振器安装座侧板的侧端面与横向减振器通过螺纹紧固件相连。
进一步的，第一牵引销431的底面设有沿横向方向延伸的通槽4314。对应的，减振器安装座顶板的顶面凸出设置有可在通槽内滑动的导向轨4361。通过导向轨4361沿横向插入导向轨4361内，再通过螺纹紧固件沿竖向将横向减振器安装座436连接至第一牵引销431。通槽和导向轨的配合用于限制第一牵引销与横向减振器安装座之间沿纵向移动。
上述转向架可以作为拖车转向架，即：非动力转向架。
或者，若在上述转向架上设置驱动装置，该转向架可作为动车转向架，即：动力转向架。驱动装置可以设置在构架上，用于驱动车轮转动。
图27为本申请实施例提供的转向架中轮对与驱动装置的结构示意图，图28为本申请实施例提供的转向架中轮对与驱动装置的俯视图，图29为本申请实施例提供的转向架中齿轮箱与驱动电机的结构示意图，图30为本申请实施例提供的转向架中齿轮箱与驱动电机相连的剖视图。
本实施例提供一种实现方式：如图27至图30所示，驱动装置包括：驱动电机461和齿轮箱462。其中，齿轮箱461包括：箱体及设置于箱体内的主动齿轮和从动齿轮。主动齿轮为小齿轮，从动齿轮为大齿轮，从动齿轮与主动齿轮啮合。主动齿轮可通过联轴器与驱动电机的输出端相连，从动齿轮与车轴过盈配合，通过驱动电机驱动主动齿轮转动，进而通过从动齿轮带动车轴转动。
齿轮箱462的箱体连接至构架41。驱动电机461的壳体与齿轮箱462的箱体相连，驱动电机461的壳体还连接至构架41。
具体的，驱动电机461的轴向端部向内凹陷形成凹陷结构，齿轮箱462朝向驱动电机的侧面分别向外倾斜延伸出齿轮箱连接臂4621，齿轮箱连接臂4621通过橡胶节点与驱动电机461的壳体相连，各齿轮箱连接臂4621围成凹陷结构。驱动电机461形成的凹陷结构和 齿轮箱462形成的凹陷结构围成一个容纳空间，联轴器463设置于容纳空间内。联轴器463可以为挠性联轴器，例如：鼓型齿式联轴器，将齿轮箱轴头与电机轴头连接在一起，实现扭矩传递。采用鼓型齿式联轴器，具有较高的承载能力及较大的许用角位移，具有较高的扭矩传递能力。
齿轮箱连接臂4621的数量为至少三个，其中两个齿轮箱连接臂4621分别向上延伸至驱动电机461竖向中心面的两侧，竖向中心面为经过驱动电机461的轴线且沿竖向延伸的平面；至少一个连接臂向下延伸至低于驱动电机461的水平中心面，水平中心面为经过驱动电机461的轴线且沿水平方向延伸的平面。
一种实现方式：齿轮箱连接臂4621的数量为四个，两个齿轮箱连接臂4621位于齿轮箱462的上部，分别向上延伸；另外两个齿轮箱连接臂4621位于齿轮箱462的下部，分别向下延伸。四个齿轮箱连接臂4621相对于驱动电机的竖向中心面呈轴对称布置，四个齿轮箱连接臂4621相对于驱动电机的水平中心面呈轴对称布置。图31为图30中E区域的放大视图。如图29和图31所示，齿轮箱连接臂4621通过橡胶节点与驱动电机的壳体相连，橡胶节点内设置有橡胶衬套466，采用连接螺杆467分别穿过驱动电机壳体上的安装孔和齿轮箱连接臂4621端部的安装孔与螺母连接，在连接螺杆467与连接臂的安装孔之间套设有橡胶衬套466，橡胶衬套466可以对电机与齿轮箱之间的位置偏差进行一定的缓解，在一定程度上减小了联轴器的变位压力。
采用齿轮箱连接杆464实现齿轮箱462与构架41相连。具体的，齿轮箱连接杆464的底端通过弹性节点与齿轮箱462的壳体相连，顶端通过弹性节点与构架41相连。齿轮箱连接杆464与齿轮箱462的壳体之间可转动一定角度。
图32为图30中F区域的放大视图。如图29和图32所示，驱动电机461的壳体中背离车轴421的侧面通过电机缓冲节点465与构架41相连。电机缓冲节点465包括：电机安装座4651、两个橡胶套4652。其中，电机安装座4651固定至驱动电机的壳体上。两个橡胶套4652上下对称布置，二者之间留有一定间隙。构架41上设置有电机安装部411，两个橡胶套4652夹设于电机安装部411的上下两侧。采用连接螺杆467依次穿过橡胶套、电机安装部和电机安装座上设置的通孔后与螺母连接固定。
采用上述电机缓冲节点465的连接方式，与构架实现弹性架悬，当构架发生沉浮运动时，电机缓冲节点465可吸收部分变形，从而减小电机位移。
进一步的，如图14所示，采用电机止挡468固定于构架41上，电机止挡468位于电机缓冲节点465的下方，防止驱动电机故障掉落。电机止挡468可采用L形结构或U形结构，电机缓冲节点465位于其内部。
由于驱动电机461与构架41连接，因此驱动电机461与构架41同时沉浮，而齿轮箱 462同车轴421连接，同时绕齿轮箱连接杆464运动，从而驱动电机461和齿轮箱462之间形成了位移偏差。本实施例中，齿轮箱连接臂4621的数量为四个，四个齿轮箱连接臂4621通过橡胶节点与驱动电机461的外壳实现半刚性连接，橡胶节点能够吸收一部分电机与齿轮箱之间的位移偏差，因此对联轴器的变位能力需求减小，从而可缩小联轴器的轮廓尺寸，以适应轴箱内置转向架的紧凑空间限制。
图33为本申请实施例提供的另一转向架的俯视图。如图33所示，在上述技术方案的基础上，还可以采用速度检测装置用于对车轴的转速进行检测。具体的，速度检测装置包括：速度检测组件和速度传感器。其中，速度检测组件固定设置于车轴421的端部，与车轴421同步转动。速度传感器设置于轴箱423的内壁，用于与速度检测组件配合测量车辆行驶速度。
图34为本申请实施例提供的转向架在轴端设置速度检测装置的剖视图，图35为本申请实施例提供的转向架的轴端示意图。如图34和图35所示，速度检测组件包括轴端适配器481、感应齿轮482和车轴端盖485。其中，车轴端盖485通过轴端铰接杆484连接至构架41。
轴端适配器481沿轴向的一端通过螺纹紧固件连接至车轴421的端面，与车轴421同步转动。感应齿轮482通过螺纹紧固件连接至轴端适配器481沿轴向的另一端，感应齿轮482与车轴421同步转动。感应齿轮482与车轴端盖485之间通过轴承相连，以使车轴421、轴端适配器482和感应齿轮482相对于轴箱转动。车轴端盖485呈U形结构，将感应齿轮和轴承包覆在内部进行保护。
速度传感器483设置于轴箱盖4231的内侧，其检测端朝向感应齿轮482。速度传感器483为脉冲信号发生器，产生的频率正比于运行速度的电脉冲信号。车轴每转动一圈产生N(感应齿轮的齿数)个脉冲信号。速度传感器483的端部与感应齿轮482的齿顶保持1mm左右的间距。当感应齿轮482转动时，齿顶和齿谷交替通过传感器切割磁力线，速度传感器483感应输出相应的脉冲信号，检测车辆运行速度。
如图35所示，速度传感器483从外侧插入轴箱盖内。轴箱盖还通过轴端铰接杆484连接至构架41。
在上述技术方案的基础上，横梁的长度大于两个侧梁之间的距离，横梁延伸至侧梁外侧的部分设有二系连接结构，用于与二系悬挂装置45相连。二系悬挂装置45的数量为四个，两个二系悬挂装置45为一组设置于横梁的一端；位于横梁同一端的两个二系悬挂装置45沿纵向方向间隔布设。二系悬挂装置45可以为空气弹簧。
上述转向架中，第一铰接部4311、第二铰接部4321具有沿竖向延伸的安装面。对应的，转向架安装板的外端面为沿竖向延伸的表面，第一铰接部4311、第二铰接部4321对应与转 向架安装板的外端面对接，通过沿水平方向延伸的螺纹紧固件相连。
本实施例还提供一种轨道车辆，包括车厢及转向架，转向架设置于相邻两车厢端部下方；转向架中的牵引装置分别与车厢底部的底架牵引梁对应连接。车厢包括上述任一内容所提供的车体及设置于车体内的内装结构。
本实施例提供的轨道车辆具有与上述车厢相同的技术效果。

Claims (14)

  1. 一种侧墙结构，其特征在于，包括：
    沿竖向延伸的竖向侧墙型材；
    沿车长方向延伸的纵向侧墙型材；
    所述侧墙结构由纵向侧墙型材与竖向侧墙型材拼接而成，纵向侧墙型材的端部抵顶至竖向侧墙型材的长边，并与竖向侧墙型材相连。
  2. 根据权利要求1所述的侧墙结构，其特征在于：所述竖向侧墙型材包括至少一件竖向型材，其型腔截面包括多个由竖向型材内、外两表面及垂直于竖向型材内、外两表面的竖向型材内筋包围而成的矩形结构。
  3. 根据权利要求1所述的侧墙结构，其特征在于：所述纵向侧墙型材包括至少一件纵向型材，其型腔截面包括多个由纵向型材内、外两表面、在内部垂直于纵向型材内、外两表面的型材立筋、在内部斜向设置的型材斜筋包围而成的矩形结构、三角形结构及梯形结构。
  4. 根据权利要求3所述的侧墙结构，其特征在于：所述型材斜筋在所述纵向型材内部两端分布密集，中间分布疏松。
  5. 根据权利要求4所述的侧墙结构，其特征在于：所述纵向侧墙型材上还有设有用于连接或挂载其他车身结构或装配的C形槽，所述C型槽与所述纵向侧墙型材为由同一材料加工而成的一体成型结构。
  6. 根据权利要求5所述的侧墙结构，其特征在于：所述C型槽包括设置于所述纵向侧墙型材外表面的外露式C形槽，外露式C型槽的中心位于所述纵向侧墙型材的内筋交汇处。
  7. 根据权利要求6所述的侧墙结构，其特征在于：所述C型槽还包括设置于所述纵向侧墙型材的型腔内部的内藏式C形槽，所述内藏式C形槽的安装开口位于所述纵向侧墙型材的表面，内藏式C形槽相对于安装开口的一侧底部有两条型材斜筋作为支撑。
  8. 根据权利要求7所述的侧墙结构，其特征在于：所述C形槽在所述纵向侧墙型材表面的安装开口为“十”字形开口。
  9. 根据权利要求8所述的侧墙结构，其特征在于：所述侧墙结构上开设有客室门口、侧窗窗口以及外部显示器开口。
  10. 根据权利要求1-10任一项所述的侧墙结构，其特征在于：所述侧墙结构包括高地板区域侧墙和低地板区域侧墙，其中高地板区域侧墙在竖向上的高度小于低地板区域侧墙在竖向上的高度，所述客室门口设置于高地板区域侧墙及低地板区域侧墙之间。
  11. 根据权利要求10所述的侧墙结构，其特征在于：所述高地板区域侧墙为所述纵向侧墙型材与所述竖向侧墙型材拼接而成，其中竖向侧墙型材设置在高地板区域侧墙上的客 室门口开设处。
  12. 根据权利要求11所述的侧墙结构，其特征在于：所述低地板区域侧墙由所述纵向侧墙型材构成。
  13. 一种车体，其特征在于，包括：底架、采用权利要求1-12任一项所述的侧墙结构的侧墙、端墙及车顶，其中侧墙竖向设置于底架两侧，端墙竖向设置于底架两端，侧墙和端墙上端与车顶相连接，下端与底架相连接。
  14. 一种轨道车辆，其特征在于，包括：如权利要求13所述的车体。
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