WO2023184953A1

WO2023184953A1 - Train axle connecting unit and train

Info

Publication number: WO2023184953A1
Application number: PCT/CN2022/127523
Authority: WO
Inventors: 郑龙刚; 刘永强; 李明明; 田宇环; 陈雪艳; 陈赞平; 许晶晶; 张华海
Original assignee: 中车株洲电力机车有限公司
Priority date: 2022-04-02
Filing date: 2022-10-26
Publication date: 2023-10-05
Also published as: CN114670883B; CN114670883A

Abstract

A train axle connecting unit and a train. The train axle connecting unit comprises wild goose-shaped beams (1), a drive beam (2), traction and bolster cross beams (3), and a middle longitudinal beam (4), wherein two traction and bolster cross beams arranged side by side and spaced apart from each other are provided; two wild goose-shaped beams are symmetrically arranged on the two traction and bolster cross beams in a spanning manner; the sides of the two wild goose-shaped beams that are close to each other are connected to each other by means of the drive beam; side riveting plates, which are used for mounting vehicle body side walls (6), are provided on the sides of the two wild goose-shaped beams that are away from each other; and the middle longitudinal beam is arranged between the two traction and bolster cross beams.

Description

A kind of train axle connection unit and train

Technical field

The invention relates to the technical field of electronically guided rubber wheel train bodies, and in particular to a train axle connection unit and a train.

Background technique

With the increase in urban population and private cars, urban traffic congestion has become increasingly serious. The average travel speed of ground public transportation such as buses and taxis has gradually declined, seriously affecting people's work and life. At present, urban rail transit mainly includes intercity trains, subway trains, trams, light rail vehicles, etc. Although each has its own unique advantages, compared with road public transportation, it requires large investment, long construction period, high operating costs, and its track has Car specificity.

Therefore, there is an urgent need for a fast and miniaturized vehicle in the city. This small vehicle should have low noise, flexible route selection, short departure intervals, good ride comfort, medium and low capacity systems, and no need to lay rails. There is no need to destroy the characteristics of the road surface. Therefore, a new type of rubber-tired train that can be automatically guided and driven by supercapacitors came into being. This series of rubber-tired trains can quickly connect communities, shopping malls, hospitals, subway stations, bus stations and other public places within a 2km range, allowing one person to Or you can travel with a few people quickly and comfortably within a 2km radius.

The axle connection unit is the main load-bearing component of the electronically guided rubber-tired train (similar to the end structure of a subway train including bolsters and traction beams). During the operation of the train, it has to withstand the longitudinal, transverse and vertical impact loads of the driving axle, so the axle connection unit itself must have sufficient strength and stiffness to ensure good safety during the operation of the train. and comfort. At the same time, the car body's traction pillow structure provides installation space and structural support for the integration of the drive axle system, and provides support for the installation of interior seats and the placement of interior luggage.

The current series of rubber-tired trains, taking the application number CN202010978362.3 as an example, discloses a virtual rail train car body structure. In this car body structure, the lower part of the wheel area is individually connected to the transition beam, and the upper side of each wheel Cross beams are set between the diagonal braces of the wheel area. The upper part of the wheel area is suspended alone and has no connection with the side wall. The load cannot be transferred to the side wall through the wheel area and then to the entire car body. This structure causes most of the stress to be concentrated in the upper part of the wheel area. . There is no transverse connection between the two wheel areas, and the stiffness is unstable. The transition beam only uses a simple U-shaped beam. Because the dynamic load of the drive axle here is large, the stiffness and strength of the U-shaped beam cannot meet the requirements or the safety margin is relatively large. Small. The suspension interface mounting base has no longitudinal and transverse connections, and is only connected vertically to the small longitudinal beams. The load cannot be effectively transmitted to the low floor area and the side walls of the car body through the wheel area.

In addition, regarding the orientation terms involved in this case, those skilled in the art usually identify the following: left and right, front and rear refer to the definitions based on the left and right, front and rear of the driver in the train cab; longitudinal refers to the direction parallel to the length of the train; transverse is the direction parallel to the length of the train. Refers to the direction parallel to the width of the train.

Contents of the invention

The object of the present invention is to provide a train axle connection unit and a train that can adapt to the independent suspension of the upper and lower two-layer drive link devices, are symmetrical and lightweight, and can meet the requirements of the electronically guided rubber wheel train on the car body. load-bearing requirements; the connection structure between the axle connection unit and the side wall is reasonable, the axle connection unit is reasonably arranged in the chassis, and the longitudinal, transverse and vertical force transmission paths are continuous; the stiffness, strength and vehicle riding comfort of the vehicle body are improved. .

The technical solution of the present invention is: a train axle connection unit includes a wild goose beam, a driving beam, a traction bolster beam and a middle longitudinal beam; two of the traction bolster beams are arranged side by side and spaced apart, and the two wild goose beams span symmetrically. It is provided on the two traction pillow beams, the adjacent sides of the two wild goose beams are connected by the driving beam, and the far side of the two wild goose beams is provided with side plates for installing the side walls of the vehicle body; two Middle longitudinal beams are arranged between the traction pillow beams.

In the above scheme, by optimizing the structure of the connection unit, the goose-shaped beam, driving beam, tow pillow beam and the installed car body side wall form a "four" shaped closed left and right symmetrical frame structure; the tow pillow beam, the middle part The longitudinal beams form an "I"-shaped longitudinal connection frame structure, and the longitudinal load transmission is continuous; the wild goose beam, the tie beam and the middle longitudinal beam form a "sun"-shaped stable frame structure, and the vertical load transmission is continuous, so as to be able to The force transmission path to realize the train axle connection unit is: the driving axle applies load to the wild goose beam and the middle longitudinal beam, and the wild goose beam transmits the load to the vertical draw pillow beam and the transverse car body side wall; front and rear The middle parts of the two traction pillow beams transmit the longitudinal load through the middle longitudinal beam; the left and right goose-shaped beams transmit the lateral load through the two driving beams; the left and right side walls of the car body and the two front and rear traction pillow beams transmit the load to the main body of the car body. structurally.

The train axle connection unit forms a frame structure composed of upper, middle and lower layers, ensuring the continuity of load transmission in the longitudinal, transverse and vertical directions, and the force is continuously transmitted to the main structure of the car body, providing a relatively stable load to the car body. Good support; the load and force transmission between the components of the train axle connection unit is continuous, uniform and symmetrical, and there is no stress concentration area.

Preferably, the wild goose-shaped beam includes a wild goose head, an upper longitudinal beam and a wild goose body. The wild goose body is arched, and both ends of the upper longitudinal beam are connected to the wild goose body and located within the arch of the wild goose body. The wild goose head extends laterally outward from one side of the top of the wild goose body, and the side plate is provided on the extended end of the wild goose head;

The two bottom ends of the wild goose body are connected to the draw pillow beam, and the two ends of the driving beam are respectively connected to the upper longitudinal beams of the two wild goose beams.

The middle parts of the left and right upper longitudinal beams are connected through the driving beam to form a "mesh"-shaped structure. The upper longitudinal beams are embedded in the middle part of the wild goose body, making the middle structure of the wild goose beam continuous longitudinally. The heads of the left and right goose-shaped beams are connected to the side walls of the car body. The upper structure of the front view of the axle connection unit is a left-right symmetrical frame structure with continuous lateral load transmission.

Preferably, the wild goose head includes an upper cover plate, side panels, lower cover plate and air spring mounting sleeve;

The goose body includes side covers, inner covers and outer covers;

The upper cover plate and the lower cover plate are arranged relative to each other, and the outer cover plate and the inner cover plate are arranged oppositely; one end of the upper cover plate and the lower cover plate is connected to the side plate at the same time; the upper cover plate is away from One end of the side plate is vertically connected to the side cover, and one end of the lower cover away from the side plate is connected to the inner cover; the side cover is vertically connected between the outer cover and the inner cover. , and the outer cover is connected to the upper cover at the same time; the side panels connect the upper cover and the lower cover;

The upper cover, side panels, lower cover, side covers, inner cover and outer cover form a closed box structure;

One end of the air spring mounting sleeve is in contact with the inner bottom of the lower cover plate, and the other end penetrates and protrudes from the upper surface of the upper cover plate.

Preferably, the upper longitudinal beam includes a side link arm, an upper link arm mounting seat and a middle link arm, and the upper link arm mounting seats are two spaced apart, and the two upper link arm mounting seats are The seats are connected through the middle link arm, and one end of the two upper link arm mounting seats away from the middle link arm is connected to the goose body through a side link arm; the upper link arm mounting seat is connected to the goose body. The drive beam connection described above.

Preferably, the driving beam includes a driving U-beam, a driving mounting base and a driving cover. The cross-section of the driving U-beam is a U-shaped structure, and the driving cover is installed on the driving U-beam to form a closed Cavity structure; one end of the driving mounting base is attached to the inner bottom of the driving U-beam, and the other end penetrates and protrudes from the upper surface of the driving cover; both ends of the driving U-beam are connected to the inner bottom of the driving U-beam. Wild goose beam connection.

Preferably, the driving mounting base is a T-shaped round tube.

Preferably, the middle longitudinal beam includes a lower link arm mounting seat, a lower link middle connecting beam and a lower link side connecting beam, and the lower link arm mounting seats are two spaced apart, and the two lower link arm mounting seats are spaced apart. The lower link arm mounting seats are connected through the lower link middle connecting beam, and one end of the two lower link arm mounting seats away from the lower link middle connecting beam is non-standard through the lower link side connecting beam. Connected to the traction pillow beam.

The present invention also provides a train, which includes a car body side wall, a chassis and the above-mentioned train axle connection unit. The side plates and draw bolster beams of the train axle connection unit are jointly connected transversely to the car body side wall. One end of the goose-shaped beam of the train axle connection unit adjacent to the side plate is vertically connected to the car body side wall; the draw pillow cross beam is vertically connected to the car body side wall; one of the train axle connection units is vertically connected to the car body side wall. One of the pulling pillow beams is connected to the bottom frame.

Preferably, the chassis includes a first side beam, a second side beam, a first side longitudinal beam, a second side longitudinal beam, a chassis cross beam, a longitudinal beam and a transverse beam; the first side beam and the second side beam are The beams are arranged at parallel intervals, and a plurality of the chassis beams are connected between the first side beam and the second side beam;

The first side longitudinal beam is located parallel to the inside of the first side beam, and a longitudinal beam is provided between the first side longitudinal beam and the first side beam;

The second side longitudinal beam is located parallel to the inside of the second side beam, and a longitudinal beam is provided between the second side longitudinal beam and the second side beam; the chassis cross beam is connected to the longitudinal beam;

A plurality of the transverse beams are connected between the first side longitudinal beam and the second side longitudinal beam.

Compared with related technologies, the beneficial effects of the present invention are: the axle connection unit is a frame structure composed of upper, middle and lower layers. The structure is simple, lightweight and symmetrical in the front, rear, left and right, ensuring that the axle connection unit is in the longitudinal, transverse and vertical directions. The load transmission is continuous in the direction, and the force is continuously transmitted to the main structure of the car body, which provides better support for the car body, improves the strength and stiffness of the car body, has a stable structure, and adapts to the load-bearing requirements of the car body. The load between each component is The force transmission is continuous, uniform and symmetrical, without stress concentration areas. The simple symmetry of the axle connection unit fully considers the feasibility of the process.

Description of drawings

Figure 1 is a schematic diagram of the connection structure between the train axle connection unit and the car body side wall provided by the present invention;

Figure 2 is a schematic exploded view of the train axle connection unit provided by the present invention;

Figure 3 is a schematic structural diagram of the wild goose beam in Figure 1;

Figure 4 is a partially cutaway schematic diagram of the wild goose beam of Figure 3;

Figure 5 is a schematic structural diagram of the driving beam in Figure 1;

Figure 6 is a schematic cross-sectional view along line A-A in Figure 5;

Figure 7 is a schematic structural diagram of the middle longitudinal beam in Figure 1;

Figure 8 is a schematic diagram of the connection method between the wild goose beam and the driving beam;

Figure 9 is a schematic diagram of the connection method between the goose-shaped beam, the draw pillow beam and the middle longitudinal beam;

Figure 10 is a schematic diagram of the connection method between the tie beam and the middle longitudinal beam;

Figure 11 is a schematic diagram of the connection method between the train axle connection unit and the car body side wall provided by the present invention;

Figure 12 is a schematic diagram of the connection method between the train axle connection unit and the chassis provided by the present invention;

Figure 13 is a schematic structural diagram of the chassis in Figure 12.

In the attached picture: 1. Wild goose beam; 2. Driving beam; 3. Pull pillow beam; 4. Middle longitudinal beam; 5. Underframe; 6. Car body side wall; 7. Adjustment gasket;

101. Wild goose head; 102. Upper longitudinal beam; 103. Wild goose body; 101a, upper cover; 101b, side panels; 101c, first reinforced rib plate; 101d, lower cover; 101e, side panel; 101f, empty Spring mounting sleeve; 102a, side link arm; 102b, upper link arm mounting seat; 102c, middle link arm; 103a, side cover; 103b, inner cover; 103c, outer cover;

201. Drive U-beam; 202. Drive mounting base; 203. Drive cover;

401. Lower link arm mounting seat; 402. Lower link middle connecting beam; 403. Lower link side connecting beam; 404. Second reinforcing rib;

501a, first side beam; 501b, second side beam; 502a, first side longitudinal beam; 502b, second side longitudinal beam; 503, chassis beam; 504, longitudinal beam; 505, transverse beam.

Detailed ways

The present invention will be described in detail below with reference to the accompanying drawings and embodiments. It should be noted that, as long as there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other. For the convenience of description, if the words "up", "down", "left" and "right" appear in the following, they only mean that they are consistent with the directions of up, down, left and right in the drawing itself and do not limit the structure.

As shown in Figures 1 and 2, this embodiment provides a train axle connection unit including a goose beam 1, a driving beam 2, a bolster beam 3 and a middle longitudinal beam 4. Two of the traction pillow beams 3 are arranged side by side and spaced apart. The two wild goose beams 1 are symmetrically arranged on the two traction pillow beams 3. The two wild goose beams 1 are connected by the driving beam 2 on the near side. The two wild goose beams 1 are connected to the side walls 6 of the vehicle body on the far side. A middle longitudinal beam 4 is provided between the two traction pillow beams 3 .

The wild goose beam 1, the driving beam 2, the traction beam 3 and the car body side wall 6 form a "four" shaped closed left and right symmetrical frame structure. The wild goose beam 1 and the car body side wall 6 are connected by vertical and transverse rivets. To connect, the traction pillow beam 3 and the vehicle body side wall 6 are connected through vertical and transverse rivets (as shown in Figure 1). The force transmission path of the train axle connection unit is: the driving axle applies load on the goose beam 1 and the middle longitudinal beam 4, and the goose beam 1 transmits the load to the vertical draw bolster beam 3 and the transverse car body side on wall 6. The middle parts of the two front and rear traction pillow cross beams 3 carry out longitudinal load transmission through the middle longitudinal beam 4. The two left and right goose-shaped beams 1 transmit lateral loads through the two driving beams 2. The left and right side walls of the vehicle body and the two front and rear traction beams 3 transfer the load to the main structure of the vehicle body.

As shown in Figures 3 and 4, the wild goose beam 1 is a T-shaped arched box structure, which includes a wild goose head 101, an upper longitudinal beam 102 and a wild goose body 103. The wild goose body 103 is in the shape of a gantry arch. The upper longitudinal beam 102 is set up in the gantry arch of the wild goose body 103. The wild goose head 101 extends on one side of the top of the wild goose body 103, and the side is set on the extended end of the wild goose head 101. Board 101e. The bottom of the goose body 103 is arranged on the drawbar beam 3, and the driving beam 2 is connected to the upper longitudinal beam 102.

The wild goose head 101 includes an upper cover plate 101a, a side panel 101b, a lower cover plate 101d, an air spring mounting sleeve 101f and a side plate 101e. The wild goose body 103 includes a side cover 103a, an inner cover 103b and an outer cover 103c.

The upper cover 101a and the lower cover 101d are arranged oppositely up and down, and the outer cover 103c and the inner cover 103b are arranged oppositely; one ends of the upper cover 101a and the lower cover 101d are simultaneously connected to the side plate 101e ; The end of the upper cover 101a away from the side plate 101e is vertically connected to the side cover 103a, and the end of the lower cover 101d away from the side plate 101e is connected to the inner cover 103b; the side cover 103a Vertically connected between the outer cover 103c and the inner cover 103b, and the outer cover 103c is connected to the upper cover 101a at the same time.

The side plate 101e is parallel to the vehicle body side wall 6 and perpendicular to the upper cover 101a (as shown in Figure 1). The lower part of the side plate 101e extends out of the lower cover 101d, and a first reinforcing rib is provided on the extended part. The plate 101c and the side plate 101e can be connected to the extended end of the goose head 101 by riveting.

The upper cover 101a, side panels 101b, lower cover 101d, side covers 103a, inner cover 103b and outer cover 103c form a closed box structure.

One end of the air spring mounting sleeve 101f is in contact with the inner bottom of the lower cover 101d, and the other end penetrates and protrudes from the upper surface of the upper cover 101a. The upper cover plate 101a is provided with a large through hole to adapt to the installation space of the air spring, and the lower cover plate 101d is provided with a small through hole to adapt to the installation space of the air spring. The middle and lower part of the air spring mounting sleeve 101f is embedded inside the goose head 101, and the upper part of the air spring mounting sleeve 101f is hollow and protrudes from the upper surface of the upper cover plate 101a. In order to meet the purpose of matching the outer contour of the air spring installation sleeve 101f, simplifying the structure and reducing weight, the upper cover plate 101a and the lower cover plate 101d of the wild goose head 101 are set in a T-shaped shape with an arc (as shown in Figure 3 (shown), the side panels 101b connect the upper cover (101a) and the lower cover (101d) which are arranged oppositely up and down, and the shape of the side panels 101b adapts to the contours of the upper and lower covers.

The upper longitudinal beam 102 includes a side link arm 102a, an upper link arm mounting seat 102b and a middle link arm 102c. The upper link arm mounting seats 102b are two spaced apart, and the two upper link arm mounting seats 102b are spaced apart. The arm mounting seats 102b are connected through the middle link arm 102c, and the ends of the two upper link arm mounting seats 102b away from the middle link arm 102c are respectively connected to the wild goose body 103 through the side link arms 102a; The upper link arm mounting base 102b is connected to the driving beam 2 .

The side link arm 102a is a U-shaped structure, and the middle link arm 102c is a closed box structure composed of U-shaped structural plates and covers.

As shown in Figures 5 and 6, the driving beam 2 includes a driving U-beam 201, a driving mounting base 202 and a driving cover 203. The driving U beam 201 has a U-shaped appearance (as shown in Figure 6) and a U-shaped cross section. The driving cover 203 covers the driving U-beam 201 to form a closed "mouth"-shaped cavity structure. One end of the driving mounting base 202 is in contact with the inner bottom of the driving U-beam 201 , and the other end penetrates and protrudes from the upper surface of the driving cover 203 . Both ends of the driving U beam 201 are connected to the upper link arm mounting seat 102b of the wild goose beam 1 . The upper link arm mounting seat 102b is a forging, and its back is provided with a reinforcing rib plate in the connection area.

The lower part of the driving mounting base 202 rides on the driving U-beam 201, and the vertical structure is continuous. The structure of the driving mounting base 202 is a T-shaped round tube. The diameter of the end close to the driving U-beam 201 is larger than the diameter of the end close to the driving cover 203. The upper part of the round tube is hollow and protrudes from the driving cover. The upper surface of the plate 203 is convenient for installing the bolts of the driving motor. As shown in Figure 6, the lower wall of the circular tube is thicker, and part of the plate thickness is embedded in the driving U beam 201. The driving beam 2 is structurally continuous in the transverse and vertical directions, which improves the strength and fatigue resistance of the car body's traction pillow structure.

As shown in Figure 7, the middle longitudinal beam 4 includes a lower link arm mounting seat 401, a lower link middle connecting beam 402 and a lower link side connecting beam 403. The lower link arm mounting seats 401 are arranged at intervals. Two of the lower link arm mounting seats 401 are connected through the lower link middle connecting beam 402, and one end of the two lower link arm mounting seats 401 is away from the lower link middle connecting beam 402. The lower link side connecting beams 403 are connected to the traction pillow cross beam 3 respectively. The above structure ensures that the longitudinal structure of the middle longitudinal beam 4 is continuous, and the load is transmitted to the tow pillow beams 3 at both ends through the middle longitudinal beam 4. The load is transferred to the main structure of the vehicle body through the tow pillow beams 3 to adapt to the load-bearing requirements of the vehicle body.

As shown in Figure 8, the upper layer of the axle connection unit is connected by the left and right goose-shaped beams 1 and the middle part through the driving beam 2 to form a "mesh"-shaped structure. The structure is simple and symmetrical, and the load is transmitted continuously in the transverse direction, which improves the car body's traction pillow. Structural stiffness.

As shown in Figure 9, the double goose bodies 103 of the axle connection unit vertically form a goose-shaped beam 1 and hang down to straddle the tow pillow beams 3 at both ends, forming a "sun"-shaped left-right symmetrical frame structure. The axial and longitudinal load transmission is continuous, the structure is stable, and the strength of the axle installation structure is improved.

As shown in Figure 10, the lower layer of the axle connection unit is connected by the front and rear tow pillow beams 3 and the middle part through the middle longitudinal beam 4 to form an "I"-shaped structure. The connection area between the middle longitudinal beam 4 and the tow pillow beam 3 is provided with a second Strengthen the rib plate 404 to reduce the sudden change in stiffness and increase the strength and stiffness.

As shown in Figures 11 and 12, the present invention also provides a train, including a car body side wall 6, a chassis 5 and the above-mentioned train axle connection unit. As shown in Figure 11, the extended portion of the side panel 101e is laterally connected to the vehicle body side wall 6 through rivets, and an adjustment gasket 7 is provided between the vehicle body side wall 6 and the side panel 101e. The three first reinforcing ribs 101c provided in the middle of the connection play a reinforcing and supporting role for the vehicle body side wall 6 and the lower part of the side panel 101e. One end of the upper cover plate 101a adjacent to the plate 101e is vertically connected to the vehicle body side wall 6 through rivets, and an adjustment gasket 7 is provided between the upper cover plate 101a and the vehicle body side wall 6 . The arrangement of the adjustment gasket 7 can eliminate assembly problems caused by manufacturing tolerances and increase process feasibility. The traction pillow beam 3 and the vehicle body side wall 6 are connected vertically and transversely respectively.

As shown in FIG. 12 , one of the bolster cross beams 3 of the train axle connection unit is connected to the chassis 5 .

As shown in Figure 13, the chassis 5 includes a first side beam 501a, a second side beam 501b, a first side longitudinal beam 502a, a second side longitudinal beam 502b, a chassis cross beam 503, a longitudinal beam 504 and a transverse beam 505. ; The first side beam 501a and the second side beam 501b are arranged in parallel and spaced apart, and a plurality of the chassis beams 503 are connected between the first side beam 501a and the second side beam 501b. The first side beam 501a, the second side beam 501b, the first side longitudinal beam 502a, and the second side longitudinal beam 502b are U-shaped beams, and the remaining beams are hollow inside.

The first side longitudinal beam 502a is parallel to the inside of the first side beam 501a, and a longitudinal beam 504 is provided between the first side longitudinal beam 502a and the first side beam 501a. The second side longitudinal beam 502b is located parallel to the inside of the second side beam 501b, and a longitudinal beam 504 is provided between the second side longitudinal beam 502b and the second side beam 501b; the chassis beam 503 and the longitudinal beam Beam 504 connection. A plurality of transverse beams 505 are connected between the first side longitudinal beam 502a and the second side longitudinal beam 502b. Each of the above structures can improve the overall rigidity and strength of the middle structure of the chassis 5 .

The above are only examples of the present invention, and do not limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made by using the description and drawings of the present invention, or directly or indirectly applied to other related technologies fields are equally included in the scope of patent protection of the present invention.

Claims

A train axle connection unit, characterized in that it includes a wild goose beam (1), a driving beam (2), a tie beam (3) and a middle longitudinal beam (4); the wild goose beam (1) includes a wild goose beam The head (101), the upper longitudinal beam (102) and the wild goose body (103), the wild goose body (103) is arched, and both ends of the upper longitudinal beam (102) are connected to the wild goose body (103) And located within the arch of the wild goose body (103), the wild goose head (101) is connected to the top of the wild goose body (103) and is located outside the wild goose body (103). The wild goose head (101) ) is provided with a side plate (101e) at its outer end;

Two of the traction pillow beams (3) are arranged side by side at intervals, and the two ends of the middle longitudinal beam (4) are respectively connected to the two traction pillow beams (3); the two wild goose-shaped beams (1) are symmetrical It is installed across the two draw pillow beams (3); the two ends of the driving beam (2) are respectively connected to the upper longitudinal beams (102) of the two wild goose beams (1).
The train axle connection unit according to claim 1, characterized in that the wild goose head (101) includes an upper cover plate (101a), a side panel (101b), a lower cover plate (101d) and an air spring installation sleeve. tube (101f); the upper cover plate (101a) and the lower cover plate (101d) are arranged opposite to each other up and down, and the side panel (101b) connects the upper cover plate (101a) and the lower cover plate (101d); One end of the upper cover plate (101a) and the lower cover plate (101d) is connected to the side plate (101e) at the same time; one end of the air spring mounting sleeve (101f) is connected to the inside of the lower cover plate (101d) The bottom is attached, and the other end penetrates and protrudes from the upper surface of the upper cover (101a).
The train axle connection unit according to claim 2, characterized in that the wild goose body (103) includes a side cover (103a), an inner cover (103b) and an outer cover (103c);

The outer cover (103c) and the inner cover (103b) are arranged oppositely; the end of the upper cover (101a) away from the side plate (101e) is vertically connected to the side cover (103a), and the lower cover One end of the plate (101d) away from the side plate (101e) is connected to the inner cover plate (103b); the side cover plate (103a) is vertically connected to the outer cover plate (103c) and the inner cover plate (103b). time, and the outer cover (103c) is connected to the upper cover (101a) at the same time; the upper cover (101a), side panels (101b), lower cover (101d), side covers ( 103a), inner cover (103b) and outer cover (103c) form a closed box structure.
The train axle connection unit according to claim 2, characterized in that the upper longitudinal beam (102) includes a side link arm (102a), an upper link arm mounting seat (102b) and a middle link arm (102c). ), the upper link arm mounting seats (102b) are two spaced apart, and the two upper link arm mounting seats (102b) are connected through the middle link arm (102c). One end of the upper link arm mounting seat (102b) away from the middle link arm (102c) is connected to the wild goose body (103) through the side link arm (102a); the upper link arm mounting seat (102b) is connected to the goose body (103). The drive beam (2) is connected.
The train axle connection unit according to claim 1, characterized in that the driving beam (2) includes a driving U beam (201), a driving mounting base (202) and a driving cover plate (203), and the driving U beam (201) The cross section of the beam (201) is a U-shaped structure, and the driving cover (203) is covered on the driving U beam (201) to form a closed cavity structure; one end of the driving mounting base (202) is connected to The inner bottom of the driving U-beam (201) is in contact with each other, and the other end penetrates and protrudes from the upper surface of the driving cover (203); the two ends of the driving U-beam (201) are in contact with the wild goose-shaped beam. (1)Connect.
The train axle connection unit according to claim 5, characterized in that the driving mounting base (202) is a T-shaped round tube, and the diameter of one end thereof close to the driving U-beam (201) is larger than that close to the driving U-beam (201). The diameter of one end of the cover plate (203).
The train axle connection unit according to claim 1, characterized in that the middle longitudinal beam (4) includes a lower link arm mounting seat (401), a lower link middle connecting beam (402) and a lower link side beam. The lower link arm mounting seats (401) are two spaced apart, and the two lower link arm mounting seats (401) are connected by the middle connecting beam (403) of the lower link arm. 402) connection, one end of the two lower link arm mounting seats (401) away from the lower link middle connecting beam (402) passes through the lower link side connecting beam (403) and the draw pillow cross beam (3) respectively. connect.
A train, including a car body side wall (6) and a chassis (5), characterized in that it also includes a train axle connection unit according to any one of claims 1 to 7, said train axle connection unit The side plate (101e) and the draw bolster beam (3) are jointly connected transversely to the side wall (6) of the car body, and one end of the goose-shaped beam (1) of the train axle connecting unit adjacent to the side plate (101e) is connected to the side wall (6) of the vehicle body. The side walls (6) of the car body are vertically connected; the tow pillow beam (3) is vertically connected to the side wall (6) of the car body; one of the tow sleeper beams (3) of the train axle connection unit ) is connected to the base frame (5).
The train according to claim 8, characterized in that the chassis (5) includes a first side beam (501a), a second side beam (501b), a first side longitudinal beam (502a), a second side longitudinal beam Beam (502b), chassis beam (503), longitudinal beam (504) and transverse beam (505); the first side beam (501a) and the second side beam (501b) are arranged in parallel and spaced apart. A plurality of the chassis beams (503) are connected between one side beam (501a) and the second side beam (501b);

The first side longitudinal beam (502a) is located parallel to the inside of the first side beam (501a), and a longitudinal beam (504) is provided between the first side longitudinal beam (502a) and the first side beam (501a). );

The second side longitudinal beam (502b) is located parallel to the inside of the second side beam (501b), and a longitudinal beam (504) is provided between the second side longitudinal beam (502b) and the second side beam (501b); The chassis beam (503) is connected to the longitudinal beam (504);

A plurality of transverse beams (505) are connected between the first side longitudinal beam (502a) and the second side longitudinal beam (502b).