A type of urban rail train

Abstract

This application relates to the field of train technology and provides an urban rail train, including a car, bogies, and a current collection system. The current collection system includes a current collector and a current collector fuse, with the current collector fuse housed in a fuse housing. Each bogie corresponds to two current collectors and one current collector fuse, with the two current collectors mounted on the bottom of the side beams of the bogie frame. The fuse housing is fixed to the bottom of the car. The two current collectors and one current collector fuse corresponding to the same bogie are connected via power wiring. This application solves the technical problem of low utilization rate of current collector fuses in traditional rail train current collection systems.

Description

Technical Field

[0001] This application relates to the field of train technology, specifically to an urban rail train. Background Technology

[0002] like Figure 1 As shown, on a third-rail powered rail vehicle, current collector fuses are installed to protect the current collector 2-1 and related equipment from damage due to current overload or short circuit during vehicle operation. Each current collector 2-1 on the vehicle is equipped with one current collector fuse, and the current collector and the current collector fuse box 2-2 are designed as a single unit. To facilitate inspection of the current collector fuse status during maintenance, a visible inspection window 2-3 is provided on the current collector fuse box 2-2. Maintenance personnel can check the fuse status from outside the vehicle through the inspection window 2-3.

[0003] Current collectors 2-1 are installed on both sides of the vehicle. When the vehicle is running, only one current collector operates according to the vehicle's direction of travel. Therefore, when the vehicle is running, only the fuse of one current collector is activated, resulting in a current collector fuse utilization rate of only 50%.

[0004] To facilitate inspection of the current collector fuse status during maintenance, a viewing window is installed on the current collector fuse box. Maintenance personnel must check the current collector fuse status from outside the vehicle through inspection window 2-3.

[0005] However, since the current collector 2-1 is installed on the outside of the bogie, when checking the status of the current collector fuse, the vehicle must be parked in the maintenance lane or in a power-off area, and maintenance personnel must go outside the vehicle to check. It is not possible to check it in real time on the vehicle.

[0006] Therefore, the low utilization rate of fuses in the current collectors of traditional railcar current collection systems is a technical problem that urgently needs to be solved by those skilled in the art.

[0007] The information disclosed in the background section is only intended to enhance the understanding of the background of this application, and therefore may contain information that is not part of the prior art known to those skilled in the art. Summary of the Invention

[0008] This application provides an urban rail train to address the technical problem of low utilization rate of current collector fuses in traditional rail train current collection systems.

[0009] An urban rail train according to an embodiment of this application includes a carriage, a bogie, and a current collection system; the current collection system includes:

[0010] The bogie includes a current collector and a current collector fuse, wherein the current collector fuse is housed in a current collector fuse housing; each bogie corresponds to two current collectors and one current collector fuse, and the two current collectors are installed at the bottom of the side beam of the bogie frame; the current collector fuse housing is fixed to the bottom of the car body.

[0011] The two current collectors and one current collector fuse corresponding to the same bogie are connected by a power supply wiring.

[0012] The embodiments of this application, by adopting the above technical solutions, have the following technical effects:

[0013] The urban rail train of this application embodiment adopts the current collector and the current collector fuse as separate components, so that two current collectors share one current collector fuse, which reduces the number of current collector fuses in the urban rail train; the method of two current collectors sharing one current collector fuse keeps the current collector fuse in working state, thereby making the current collector fuse have a longer service life. Attached Figure Description

[0014] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0015] Figure 1 This is a schematic diagram of an integrated current collector and current collector fuse box in the background art;

[0016] Figure 2 This is a schematic diagram of the current collection system of an urban rail train according to an embodiment of this application;

[0017] Figure 3 This is a schematic diagram showing the installation positions of the current collector, current collector fuse, and junction box of the current collection system of an urban rail train according to an embodiment of this application.

[0018] Figure 4 This is a schematic diagram from another angle showing the installation positions of the current collector, current collector fuse, and junction box of the current collection system of the urban rail train according to an embodiment of this application.

[0019] Figure 5 This is a schematic diagram of the current collector fuse and limit switch of the current collection system of the urban rail train according to an embodiment of this application;

[0020] Figure 6-1 This is a schematic diagram of the layout of a car assembly of an urban rail train using three bogies / six axles, according to an embodiment of this application.

[0021] Figure 6-2 for Figure 6-1 AA section view;

[0022] Figure 6-3 for Figure 6-1 A schematic diagram showing the two carriages connected by an articulated bogie;

[0023] Figure 6-4 for Figure 6-3 A top view of the omitted parts;

[0024] Figure 6-5 for Figure 6-1 A schematic diagram showing the connection between the first car, the power bogie, and the articulated bogie;

[0025] Figure 6-6 for Figure 6-1 A schematic diagram showing the connection between the second car, the power bogie, and the articulated bogie;

[0026] Figure 6-7 for Figure 6-5 Top view (some parts omitted);

[0027] Figure 6-8 for Figure 6-6 Top view (some parts omitted);

[0028] Figure 6-9 This is a schematic diagram of the articulated bogie of an urban rail train according to an embodiment of this application;

[0029] Figure 6-10 for Figure 6-9 A schematic diagram showing that the articulated bogie's articulation device and sliding plate are fixed as one unit.

[0030] Figure 6-11 for Figure 6-10 Exploded view of the articulation device and sliding plate of the articulated bogie shown.

[0031] Figure 6-12 This is a schematic diagram of an urban rail train on a straight track according to an embodiment of this application (some components are omitted).

[0032] Figure 6-13 The offset W of the articulation point on the curved track of the urban rail train in this application embodiment from the center of the track. P A schematic diagram approximately 0mm in diameter (some parts omitted);

[0033] Figure 6-14 for Figure 6-13 A magnified view of a portion of the image;

[0034] Figure 6-15 The distance W between the end of the train and the compressed end on the curved track of the urban rail train in this embodiment of the application. Y A schematic diagram showing the compressed size to 102mm (some parts omitted);

[0035] Figure 6-16 for Figure 6-4 MM section view;

[0036] Figure 6-17 for Figure 6-4 NN cross-sectional view;

[0037] Figure 6-18 for Figure 6-4 A partial schematic diagram;

[0038] Figure 6-19 This is a schematic diagram of the power bogie of an urban rail train according to an embodiment of this application;

[0039] Figure 6-20 This is a comparison diagram of the power bogie and articulated bogie of an urban rail train according to an embodiment of this application;

[0040] Figure 6-21 for Figure 6-19 The diagram shows the icebreaker and rock sweeper of the power bogie.

[0041] Figure label:

[0042] In the background technology:

[0043] Current collector 2-1, current collector fuse box 2-2, maintenance window 2-3;

[0044] This application:

[0045] Current collector 21, current collector fuse 22, junction box 23,

[0046] Dynamic power cord 241, static power cord 242, limit switch 25;

[0047] Carriage 11,

[0048] Power bogie 12, housing 121, power bogie air spring 122, air spring rubber stack 123

[0049] Icebreaker / stone sweeper 124, ice blade 124-1, stone sweeper 124-2

[0050] Articulated bogie 13, frame 131, articulated bogie air spring 132, bolster 133.

[0051] Sliding plate 134, bolster support point 135.

[0052] Hinged device 136, upper hinge plate 136-1, lower hinge plate 136-2, spherical bearing 136-3.

[0053] Center pin 137-1, center pin sleeve 137-2, side bearing of the car body 137-3, side bearing of the bogie 137-4.

[0054] Positioning lever 138. Detailed Implementation

[0055] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other. Example 1

[0056] like Figure 2 , Figure 3 , Figure 4 As shown, the urban rail train of this embodiment includes a carriage, a bogie, and a current collection system; the bogie is a bogie equipped with a current collection system. The current collection system includes:

[0057] The bogie has two current collectors 21 and one current collector fuse 22, with the current collector fuse 22 housed in a current collector fuse housing. Each bogie has two current collectors 21 and one current collector fuse 22. The two current collectors 21 are installed at the bottom of the side beam of the bogie frame. The current collector fuse housing is fixed to the bottom of the car body.

[0058] The two current collectors 21 and one current collector fuse 22 corresponding to the same bogie are connected by a power supply wiring.

[0059] In this embodiment of the urban rail train, the current collector and the current collector fuse are two separate components, with the current collector fuse housed in a separate current collector fuse box. Two current collectors and the same current collector fuse are connected via power wiring, meaning the two current collectors share the same current collector fuse. Thus, the number of current collector fuses in the entire urban rail train is only half the total number of current collectors, resulting in a lower overall cost for the current collector fuses.

[0060] Meanwhile, because the two current collectors share the same current collector fuse, the fuse operates normally regardless of which side of the urban rail train is operating, resulting in a high utilization rate. The current collector fuse is always operational, avoiding repeated starting and stopping, thus reducing the number of thermal cycles and slowing aging, ultimately extending its service life.

[0061] Therefore, the urban rail train in this application embodiment adopts the current collector and the current collector fuse as separate components, so that two current collectors can share one current collector fuse, thus reducing the number of current collector fuses in the urban rail train; the method of two current collectors sharing one current collector fuse ensures that the current collector fuse is always in working condition, thereby making the current collector fuse have a longer service life.

[0062] Specifically, the power collection system is used to enable trains to obtain electrical energy from the third rail or contact rail, and to ensure the safety and reliability of power transmission.

[0063] During implementation, such as Figure 2 , Figure 3 , Figure 4 As shown, the current receiving system further includes:

[0064] Junction box 23, one current collector 21 corresponds to one junction box 23, and each junction box 23 is fixed at the bottom of the carriage; the junction box 23 is used to concentrate the current from the current collector and then transmit it to various electrical devices, including current collector fuses, main circuits, auxiliary inverters and other electrical devices.

[0065] The static power line 242 is used to connect the junction box 23 and the current collector fuse 22, and the static power line 242 does not move with the movement of the current collector arm after it is laid out.

[0066] The dynamic power line 241 connects the junction box 23 and the current receiving arm of the current receiver 21. After being laid out, the dynamic power line 241 moves with the movement of the current receiving arm of the current receiver.

[0067] During the shoe removal and shoe raising actions, the current collector arm of the current collector rises and falls. A dynamic power cable connects the junction box and the current collector arm. While meeting the requirements for the rising and falling movements of the current collector arm, it employs a flexible conductor structure to ensure stable conductivity even during frequent movements.

[0068] The static power cord is used to connect the junction box and the fuse of the current collector. After it is installed, it does not move with the current collector arm of the current collector, which effectively reduces the risk of the static power cord being stretched and broken due to the movement of the current collector arm of the current collector.

[0069] The separation of static and dynamic power lines not only improves the adaptability of the current receiving system, but also significantly reduces maintenance frequency and failure rate.

[0070] During implementation, such as Figure 3 and Figure 4As shown, the car is mounted on the bogie, and the bottom of the current collector fuse box is fixed at a position offset from the bogie.

[0071] The junction box 23 is fixed at the bottom of the carriage, above the bogie.

[0072] Specifically, urban rail trains use a single-sided current collector. Depending on the direction of travel of the urban rail train, only one side of the current collector is operational, while the other side is not.

[0073] In practice, when the urban rail train is running in the first direction (such as upward), only the left current collector is working, while the right current collector is not working. At this time, the left current collector, the left junction box, the current collector fuse, and other components of the fuse circuit form a fuse circuit (i.e., the left current collector, the left junction box, and the current collector fuse are connected to the fuse circuit to form a fuse circuit); the right current collector and the right junction box are isolated.

[0074] When the urban rail train is running in the second direction (as below), only the right current collector is working, while the left current collector is not working. At this time, the right current collector, the right junction box, the current collector fuse, and other components of the fuse circuit form a fuse circuit (i.e., the right current collector, the right junction box, and the current collector fuse are connected to the fuse circuit to form a fuse circuit); the left current collector and the left junction box are isolated.

[0075] In this way, because the two current collectors share the same current collector fuse, the fuse operates normally regardless of whether the urban rail train is going up or down, or which side of the current collector is working, resulting in high utilization. The current collector fuse is always operational, avoiding repeated starting and stopping, thus reducing the number of thermal cycles and slowing aging, ultimately extending its service life.

[0076] During implementation, such as Figure 2 , Figure 3 , Figure 4 As shown, the distance from the junction box 23 to the corresponding current collector 21 is less than the distance from the current collector 21 to the current collector fuse 22.

[0077] The junction box is positioned close to the current collector, allowing the current collected from the current collector to enter the junction box via the shortest path. This reduces the resistance loss and heat generation risk of the dynamic power line, which helps improve the overall vehicle current collection efficiency.

[0078] The junction box is positioned close to the current receiver, resulting in a shorter dynamic power line between the current receiver and the junction box. By shortening the length of the dynamic power line, the bending stress and fatigue loss of the dynamic power line during operation can be significantly reduced, extending its service life and improving connection reliability.

[0079] Placing the junction box near the current receiver avoids the occupation of space at the bottom of the carriage by long-distance wiring, making it easier to adapt to the complex equipment layout environment in the bogie area and improving the flexibility and space utilization of the whole vehicle wiring.

[0080] During implementation, such as Figure 2 , Figure 3 , Figure 4 As shown, the two junction boxes 23 are symmetrically arranged in the lateral direction between the two side beams of the bogie frame at the bottom of the car body to avoid the bogie;

[0081] The dynamic power line 241 enters from the current receiving arm of the current receiver 21 between the two side beams of the bogie and connects to the junction box 23 along the bottom of the car body.

[0082] By symmetrically positioning the two junction boxes laterally between the two side beams of the bogie frame at the bottom of the car body, the layout of the junction boxes is more rational, effectively avoiding key structural components of the bogie, preventing spatial interference, and improving the overall structural compactness and space utilization. At the same time, this arrangement facilitates maintenance and repair, enhancing the maintainability of the system.

[0083] Furthermore, the dynamic power line is introduced from the current-collecting arm of the current collector, enters between the two side beams of the bogie, and extends along the bottom of the car to connect inside the junction box, realizing a safe wiring path for the power line at the bottom of the car. This wiring method not only improves the stability and safety of the line operation, but also reduces the interference of the external environment on the dynamic power line, reduces wear and failure rate, thereby improving the reliability and service life of the train's electrical system.

[0084] During implementation, such as Figure 2 As shown, the static power line 241 is connected from the junction box to the current collector fuse 22 along the bottom of the carriage.

[0085] The static power cable runs along the bottom of the carriage from the junction box to the current collector fuse. This wiring method makes the static power cable path layout more reasonable and concise, improving wiring efficiency. At the same time, this arrangement makes full use of the space under the carriage, avoids interference with the bogie and other moving parts, and enhances the system's structural compatibility and installation convenience.

[0086] During implementation, such as Figure 3 As shown, the current collector fuse 22 and the junction box 23 are located at the bottom of the car body, respectively on both sides of the crossbeam of the bogie frame.

[0087] The current collector fuse and the junction box are located at the bottom of the car body and are respectively positioned on both sides of the crossbeam of the bogie frame. This layout ensures that the current collector fuse and the junction box are spatially independent, effectively avoiding structural interference with the bogie and improving the overall layout rationality and assembly convenience.

[0088] Specifically, the bogie has an H-shaped frame with two parallel side beams and a crossbeam connecting the two side beams.

[0089] During implementation, such as Figure 5 As shown, the current receiving system further includes:

[0090] Limit switch 25 is installed on the status indicator needle of the current collector fuse 22 to detect the status of the current collector fuse 22; the closed and open states of the limit switch 25 are fed back to the driver's cab display screen of the urban rail train.

[0091] When the current collector fuse 22 is working normally, the limit switch 25 is in the closed state; when the current collector fuse 22 blows, the limit switch 25 is disconnected by the status indicator needle popped out by the current collector fuse, and the limit switch 25 is in the open state.

[0092] The current collection system is equipped with a limit switch, which is installed on the status indicator needle of the current collector fuse to detect the working status of the fuse in real time. By feeding back the closed and open states of the limit switch to the driver's cab display screen of the urban rail train, the operator can intuitively understand whether the current collector fuse is in normal working condition from inside the cab, thereby achieving real-time monitoring of the current collector fuse's working status. This eliminates the need to get off the train to check the status of the fuse, and also eliminates the requirement for the urban rail train to be parked in a maintenance lane or a power-off area.

[0093] When the current collector fuse is working normally, the limit switch remains closed; when the current collector fuse blows, the status indicator needle of the current collector fuse is popped out and acts on the limit switch, causing it to switch from the closed state to the open state. This signal change is then transmitted to the driver's console display screen, triggering the corresponding fault prompt information.

[0094] By introducing a linkage structure between limit switches and status indicator needles, automatic identification and remote feedback of the status of the current collector fuses are realized. This allows the driver to view the working status of all current collector fuses from the driver's cab, significantly improving the intelligence level and fault response speed of the entire vehicle's electrical system, enhancing the safety and reliability of train operation, and demonstrating good engineering application prospects and promotional value.

[0095] In practice, each of the limit switches is connected to the communication network of the urban rail train to feed back the closed and open states of the limit switches to the driver's cab display screen of the urban rail train. Example 2

[0096] The urban rail train of this application embodiment, based on Embodiment 1, also has the following characteristics.

[0097] The vehicle configuration implemented in this embodiment of the invention is as follows: every two cars share three bogies / six axles, and each car uses 1.5 bogies / 3 axles. This reduces the vehicle's weight and the weight of 0.5 bogies. It enhances curve-crossing capability, ensuring that the ends of the two cars remain on the track centerline when traversing curves, without protruding beyond the curve's edge. It also reduces the end-to-end distance between the two cars; when traversing curves, the folding angle of the car ends is smaller, thus allowing for a smaller end-to-end distance.

[0098] The vehicle configuration implemented in this invention is as follows: a technical solution where every two cars share three bogies / six axles, or each car uses 1.5 bogies / 3 axles. This invention primarily addresses the following three issues:

[0099] (1) Reduce the vehicle's own weight and reduce the axle load; reduce the weight of 0.5 bogies.

[0100] (2) Improve curve passing performance and reduce the offset of the vehicle ends from the center of the track; when passing through a curve, the ends of the two cars are always on the center line of the track and will not protrude to the outside of the curve.

[0101] (3) It can reduce the distance between the ends of the two cars and reduce the size of the windshield between the two cars. When passing through curves, the folding angle of the ends of the two cars is small, so the distance between the ends can be made even smaller.

[0102] It should be noted that when the end gap between the two sections of the vehicle is reduced, the windshield is also reduced in size. Since the windshield is a weak point in the vehicle, its sound insulation, heat insulation, and sealing performance are all relatively low. Therefore, reducing the size of the windshield can significantly improve the vehicle's sound insulation, heat insulation, and sealing performance, ultimately improving the vehicle's comfort.

[0103] like Figure 6-1 , Figure 6-2 , Figure 6-3 , Figure 6-4 , Figure 6-5 , Figure 6-6 As shown, the urban rail train in this embodiment of the application includes:

[0104] At least one combination of carriages, each combination of carriages having two carriages 11;

[0105] Each of the two cars in one of the car combinations corresponds to an independent power bogie 12;

[0106] One of the car combinations corresponds to one non-powered articulated bogie 13 with articulation device; that is, the articulated bogie is the articulated bogie 13 shared by two cars of the same car combination.

[0107] Each of the carriages 11 is situated on a corresponding power bogie 12. Two carriages 11 of the same carriage assembly are respectively connected to the same articulated bogie 13, and the articulation device is fixedly connected to the two carriages 11 respectively.

[0108] Specifically, the articulated connection between the two carriages creates a flexible connection, allowing the two carriages to rotate relative to each other when passing through curved tracks, thus improving the stability and safety of the train when passing through curves.

[0109] Specifically, the powered bogie 12 and the articulated bogie 13 serve as bogies, each with two axles. Thus, the two cars of the urban rail train embodiment of this application are configured with three bogies and six axles, the three bogies being two powered bogies and one unpowered articulated bogie. Correspondingly, one car is configured with 1.5 bogies and three axles. Therefore, the urban rail train of this embodiment has the following technical effects:

[0110] (1) Reduce the vehicle's own weight and reduce the axle load.

[0111] The total weight of each vehicle W 总 In addition to including the weight W of each car 车厢 In addition, it carries the weight of only 1.5 bogies, i.e.: W 总 =W 车厢 +W 动力转向架1 +0.5(W 共用的铰接转向架 ).

[0112] Compared to the traditional arrangement of two bogies per car, this reduces the weight by 0.5 bogies. Assuming each bogie weighs 6 tons, the train's own weight can be reduced by approximately 6 tons * 0.5 = 3 tons. With the total train weight remaining constant, this 3-ton weight reduction allows for an additional 3 tons of passenger capacity.

[0113] (2) The articulated bogie in this application allows two cars in the same carriage assembly to rotate or swing relative to each other within a certain range to adapt to motion requirements or reduce stress concentration caused by rigid connection. This causes the two cars in the same carriage assembly to deflect at a certain angle when passing through curved tracks, thereby significantly improving the train's curve-passing ability and running stability. The articulated bogie in this application, as a bogie itself, has the function of transmitting traction and braking forces.

[0114] In traditional trains, each pair of carriages is connected by a coupler. The purpose of the coupler connection is to link the carriages and ensure the transmission of traction and braking forces. Although a few couplers also have a certain degree of flexibility, this flexibility is intended to facilitate coupling and reduce impact. The articulated bogie in this application also has a superior ability to transmit traction and braking forces compared to the couplers between carriages in traditional trains.

[0115] Therefore, in the urban rail train of this application embodiment, with a constant total train weight, the train's own weight is relatively small, and the passenger capacity is relatively large; at the same time, the articulated device in the articulated bogie makes the urban rail train's curve-passing ability and running stability relatively high, and the articulated bogie can also better transmit traction and braking forces.

[0116] Specifically, the urban rail train of this application can be a single-car assembly, or a two-car assembly, a three-car assembly, or other numbers of car assemblies. The car assemblies are connected by couplers. In this way, each car assembly is an independent unit, capable of flexibly connecting and separating from other car assemblies via couplers, thus offering greater versatility.

[0117] During implementation, such as Figure 6-12 , Figure 6-13 As shown, the hinge point of the hinge device is located at the intersection of the longitudinal center lines of the two carriages 11 in the same carriage assembly, so that the hinge point of the hinge device is always on the center line of the track.

[0118] Specifically, the longitudinal centerline of carriage 11 is the axis of symmetry along the length of the carriage.

[0119] Specifically, the track centerline is the axis of symmetry along the length of the track, located between the exact midpoint of the inner edges of the two parallel rails.

[0120] Thus, a carriage assembly can exist in at least three working states:

[0121] like Figure 6-12 As shown, when two carriages in the same carriage combination are both located on a straight track, the longitudinal centerlines of the two carriages in the same carriage combination are located on the same straight line and coincide with the centerline of the track.

[0122] like Figure 6-13As shown, when both cars in the same car assembly are located on a curved track, and when one car in the same car assembly is on a curved track and the other is on a straight track, the longitudinal centerlines of the two cars in the same car assembly form a certain angle. The intersection of the longitudinal centerlines of the two cars in the same car assembly is the hinge point of the articulated bogie's articulation device. At this time, the hinge point of the articulated bogie's articulation device is located on the track centerline, and most of the longitudinal centerlines of the two cars in the same car assembly, except for the articulation device, are offset from the track centerline.

[0123] The above-mentioned technical features have the following technical effects:

[0124] (1) Improve curve passing performance and reduce the offset of the vehicle end from the center of the track.

[0125] When traversing a curved track, the ends of two cars in the same car assembly are hinged together at the hinge point of the articulated bogie. Therefore, the hinge point at the ends of the two cars, i.e. the hinge point of the articulated device, is always on the center line of the track, with zero deviation from the center line.

[0126] like Figure 6-13 , Figure 6-14 As shown, taking a vehicle with a length of 15m and a distance of 600mm between the ends of two carriages as an example, when passing through a small curve of R50m, the offset W of the hinge point at the end of the two carriages (i.e., the hinge point of the hinge device) from the center of the track is as follows: P With a diameter of approximately 0mm, the vehicle can smoothly pass through the R50m curve.

[0127] In this way, the articulation point of the articulated bogie is located at the intersection of the longitudinal centerlines of the two cars in the same car assembly, which improves the curve-passing performance of the urban rail train.

[0128] (2) It can reduce the distance between the ends of the two carriages and reduce the size of the windshield between the two carriages.

[0129] When traversing a curved track, the hinge points at the ends of the two carriages, i.e., the hinge points of the hinge devices, are always located on the center line of the track, with zero deviation from the center line.

[0130] Therefore, the compression at the ends of the two carriages on the inside of the curve is significantly reduced.

[0131] like Figure 6-15 As shown, taking a vehicle with a length of 15m and an end-to-end spacing of 600mm as an example, when traversing a 50m curve, the technical solution of using 1.5 bogies / 3 axles per car can reduce the distance between the vehicle ends by W. d The diameter was reduced from 600mm to 402mm.

[0132] It can be seen that, compared with the technical solution of 2 bogies / 4 axles for 1 car, the technical solution of 3 bogies / 6 axles for 2 cars and 1.5 bogies / 3 axles for each car can shorten the distance between the car ends from 800mm to 600mm.

[0133] With the end-to-end distance between the two carriages reduced, the windshield is also reduced in size. Since the windshield is a weak point in the vehicle, its sound insulation, heat insulation, and sealing performance are all relatively low. Therefore, reducing the size of the windshield can significantly improve the vehicle's sound insulation, heat insulation, and sealing performance, ultimately enhancing vehicle comfort.

[0134] In practice, the horizontal swing angle of the hinge device in the transverse plane is greater than the nodding angle in the vertical direction, and also greater than the side roll angle in the left and right directions.

[0135] Wherein, the length direction, width direction, and height direction of the urban rail train are respectively the longitudinal direction, the transverse direction, and the vertical direction, and the plane determined by the longitudinal direction and the transverse direction is the transverse plane.

[0136] The articulated mechanism has multi-degree-of-freedom motion capability, enabling flexible relative rotation in multiple directions. In particular, the horizontal swing angle of the articulated mechanism in the transverse plane is greater than its pitch angle in the vertical direction, and also greater than its roll angle in the left-right direction.

[0137] Having a larger swing angle in the transverse plane not only allows for a larger swing angle between the two carriages fixedly connected by the articulated device, thus enhancing the ability of urban rail trains to pass through small-radius curves; but also, by reasonably controlling the range of the pitch angle and roll angle, it can adapt to changes in the overall height of the track, as well as the difference in height between the left and right rails, avoiding stress concentration while also helping to improve the stability of train operation and passenger comfort.

[0138] In practice, the hinge device has a horizontal swing angle of 20° in the transverse plane, a nodding angle of 5° in the vertical direction, and a rolling angle of 2.5° in the left and right directions.

[0139] The articulated joint's large horizontal swing angle (20°) in the transverse plane ensures smooth and stable relative rotation between carriages when the urban rail train passes through small-radius curves, giving the train a strong ability to navigate such curves. The articulated joint's small pitch angle (5°) in the vertical direction and small roll angle (2.5°) in the lateral direction, while maintaining connection rigidity, can adapt to changes in the overall track elevation and the difference in elevation between the left and right rails. This avoids stress concentration and limits excessive vertical and lateral displacement, preventing vibration and reduced ride comfort caused by excessive deflection. In summary, this articulated joint, by optimizing the rotation angle distribution in each direction, not only improves the safety and stability of train operation but also enhances its adaptability under complex track conditions, demonstrating promising engineering application prospects.

[0140] The specific structure of the articulated bogie is described below:

[0141] During implementation, such as Figure 6-9 As shown, the articulated bogie 13 includes:

[0142] Architectural framework 131;

[0143] The two articulated bogie air springs 132 are mounted on the middle of the two side beams of the frame;

[0144] The bolster 133 has two ends of its lower end face resting on the two articulated bogie air springs 132;

[0145] The hinge device is located at the middle position on the upper surface of the bolster 133, so that the hinge point of the hinge device is always located at the intersection of the longitudinal center lines of the two carriages in the same carriage assembly. The hinge device is fixedly connected to the ends of the two carriages respectively.

[0146] Each of the car sections sits on two corresponding power bogie air springs, so that each car section is supported by three main support points formed by the two power bogie air springs and the articulation device of the articulated bogie.

[0147] Specifically, the frame includes two side beams and a crossbeam connecting the two side beams in the middle.

[0148] The lower end face of the bolster 133 rests on two air springs 132 of the two articulated bogies, forming a stable load-bearing structure and providing a reliable mounting base for the articulation device above. The articulation device is located in the middle of the upper surface of the bolster, so that the hinge point of the articulation device is always located at the intersection of the longitudinal centerlines of the two cars in the same car assembly. This arrangement ensures that the hinge point of the articulation device is always on the centerline of the track, whether the urban rail train is on a straight track or a curved track.

[0149] Each carriage of a traditional train is supported by four air springs on two bogies.

[0150] In this application, such as Figure 6-7 , Figure 6-8 , Figure 6-10 As shown, each car is supported by three points: two main support points are provided by the air springs 122 of the two power bogies, and a third main support point is provided by the articulation device 136 of the articulated bogie. That is, a car is supported by three main support points forming an approximate isosceles triangle (i.e., a three-point support system), which has the following technical advantages:

[0151] Strong geometric stability: Three main support points define a plane; it avoids the problem of four-point support causing the feet to lift up.

[0152] Strong resistance to overturning: The center of gravity inside the supporting triangle is not easily overturned;

[0153] The self-balancing adjustment and three-point support method do not require all support points to be at the same height, thus making it highly adaptable to uneven ground or dynamic environments.

[0154] During implementation, such as Figure 6-4 , Figure 6-10 , Figure 6-11 , Figure 6-17 As shown, the articulated bogie also includes:

[0155] A semi-circular stainless steel sliding plate 134 is fixed to the bottom of the hinge device;

[0156] Three raised bolster support points 135 are provided on the upper surface of the bolster 133 to form a three-point support to support the sliding plate; that is, the three raised bolster support points 133 support the hinge device by supporting the sliding plate 134.

[0157] Among them, the three rocker support points 135 are located at the vertices of an isosceles triangle, and the two rocker support points 134 are located on the left and right sides of the middle position of the upper surface of the rocker 133.

[0158] The three raised bolster support points are located at the three vertices of an isosceles triangle. This layout allows the sliding plate to achieve both uniform force distribution and stable support when subjected to vertical loads.

[0159] By arranging the three bolster support points in an isosceles triangle structure, not only is the geometric spacing and symmetry between the two bolster support points on the left and right sides of the middle position on the upper surface of the bolster ensured, but the structural stability and anti-overturning capacity of the three bolster support point structure are also effectively improved. This symmetrical distribution helps reduce local stress concentration caused by load eccentricity or changes in motion posture, thereby improving the smoothness and durability of urban rail train operation.

[0160] During implementation, such as Figure 6-10 , Figure 6-11 As shown, the hinge device 136 includes a spherical bearing 136-3, an upper hinge plate 136-1 with a through mounting hole, and a lower hinge plate 136-2 with a through mounting hole.

[0161] The spherical bearing 136-3 is located in the mounting holes reserved in the upper hinge plate and the lower hinge plate 136-2, and the axial direction of the spherical bearing 136-3 is the up and down direction. The lower hinge plate 136-2 is fixed to the outer ring of the spherical bearing, and the upper hinge plate 136-1 is fixed to the inner ring of the spherical bearing.

[0162] The inner ring of the spherical bearing 136-3 is the hinge point of the hinge device, and the sliding plate 134 is fixed to the bottom of the lower hinge plate 136-2.

[0163] The spherical bearing 136-3 has a core structure consisting of an inner ring with a spherical shape and a matching outer ring, which allow for multi-degree-of-freedom relative rotation within a certain range.

[0164] The spherical bearing is embedded in the mounting hole between the upper and lower hinge plates, enabling multi-degree-of-freedom relative motion between them. The axial direction of the spherical bearing is arranged vertically. The lower hinge plate is fixedly connected to the outer ring of the spherical bearing, and the upper hinge plate is fixedly connected to the inner ring of the spherical bearing. This allows the upper hinge plate to swing in any direction within a certain range, using the center of the spherical bearing as a fulcrum. The horizontal swing angle between the lower hinge plate and the upper hinge plate in the horizontal direction is greater than the pitch angle in the vertical direction and greater than the roll angle in the left-right direction. This structural design not only ensures the horizontal swing angle capability of the articulated device in the transverse plane but also takes into account the reasonable distribution of the vertical pitch angle and roll angle, giving the train good dynamic adaptability when passing curves or running on uneven tracks.

[0165] During implementation, such as Figure 6-10 , Figure 6-4 As shown, the articulated bogie also includes a traction device, which comprises:

[0166] The center pin 137-1 is fixed to the bottom of the lower hinge 136-2;

[0167] The center pin sleeve 137-2 is fixed at the mounting hole reserved in the middle position of the upper surface of the bolster 133;

[0168] The center pin 137-1 is inserted into the center pin sleeve 137-2, thereby realizing the positioning connection between the hinge device and the rocker arm.

[0169] The articulation device, through the cooperation of the center pin and the center pin sleeve, can accurately transmit traction and braking forces through the bogie frame, center pin sleeve, and center pin to the lower hinge and upper winch of the articulation device.

[0170] During implementation, such as Figure 6-4 As shown, two of the three bolster support points 135 are located on the upper surface of the bolster on both sides of the central pin sleeve 137-2, and the third bolster support point is located on the upper surface of the bolster 133 opposite to the upper winch 136-1.

[0171] On the upper surface of the bolster, three protruding bolster support points are respectively provided on both sides of the central pin and at the position opposite to the upper hinge, thereby forming a three-point support structure for the sliding plate.

[0172] In practice, the sliding plate is made of 06Cr19Ni10 stainless steel, and the surface roughness of the sliding plate is less than or equal to 0.8 and the flatness is less than or equal to 0.3; the rocker support point is made of a composite material formed by adding PTFE to ACETAL substrate.

[0173] The sliding plate is made of 06Cr19Ni10 stainless steel, and its surface roughness is less than or equal to 0.8 and its flatness is less than or equal to 0.3. The bolster support point is made of a composite material formed by adding PTFE to an ACETAL substrate. That is, the bolster support point made of ACETAL+PTFE material and the sliding plate made of 06Cr19Ni10 stainless steel form a friction pair. The relative coefficient of friction is low, which eliminates the abnormal noise of the friction pair. This allows the sliding plate and the bolster support point to be free of friction noise even when subjected to a large vertical load, resulting in lower noise and higher passenger comfort in the urban rail train of this application.

[0174] When traditional friction pairs are used on railcars, the large load, excessive friction coefficient, or poor surface condition of the friction pairs can all generate friction noise, which is directly transmitted into the car body and affects the passenger's riding comfort.

[0175] During implementation, such as Figure 6-4 , Figure 6-16 As shown, the articulated bogie also includes:

[0176] The four bogie side bearings 137-4 are respectively fixed at the four corners of the upper surface of the bolster;

[0177] The urban rail train also includes four side bearings 137-3, which are respectively fixed to the bottom of two cars in the same car assembly by side bearing seats; one of the side bearings 137-3 cooperates with one of the bogie side bearings 137-4.

[0178] The two bogie side bearings 137-4 and the two car side bearings 137-3 of each car form two auxiliary support points, so that each car is supported by three main support points and two auxiliary support points.

[0179] There is a 15mm gap between the bogie side bearings and the car side bearings under normal circumstances, meaning they do not normally contact each other. When the urban rail train crosses a curved track, the bogie side bearings and the car side bearings will make contact briefly, acting as auxiliary support points.

[0180] The system employs a combination of three main support points and two auxiliary support points. The three main support points provide three-point support, resulting in strong geometric stability, high anti-overturning capability, and self-balancing adjustment. The two auxiliary support points provide additional support when the urban rail train crosses curved tracks. This ensures the stable passage of the urban rail train under various track conditions.

[0181] In practice, the side bearing of the car body is made of 06Cr19Ni10 stainless steel, and the surface roughness of the side bearing is less than or equal to 0.8 and the flatness is less than or equal to 0.3; the side bearing of the bogie is made of a composite material formed by adding PTFE to ACETAL substrate.

[0182] The side bearings of the car body are made of 06Cr19Ni10 stainless steel, with a surface roughness of less than or equal to 0.8 and a flatness of less than or equal to 0.3. The side bearings of the bogies are made of a composite material formed by incorporating PTFE into an ACETAL substrate. This combination of ACETAL+PTFE bogie side bearings and 06Cr19Ni10 stainless steel car body side bearings results in a relatively low coefficient of friction, eliminating friction noise and achieving noise-free operation even under heavy vertical loads. This leads to lower noise levels and higher passenger comfort in the urban rail train described in this application.

[0183] When traditional friction pairs are used on railcars, the large load, excessive friction coefficient, or poor surface condition of the friction pairs can all generate friction noise, which is directly transmitted into the car body and affects the passenger's riding comfort.

[0184] During implementation, such as Figure 6-9 , Figure 6-18 As shown, the articulated bogie also includes:

[0185] Two wheelsets, each wheelset comprising an axle and wheels mounted at both ends of the axle;

[0186] Four axle boxes are mounted at both ends of the two axles and located on the outside of the wheels;

[0187] Four primary suspensions are mounted on the axle box, and the side beams of the frame are mounted on the primary suspensions;

[0188] The positioning rod 138 has one end fixed to the axle box and the other end connected to the frame. The end of the positioning rod connected to the frame is higher than the end of the positioning rod fixed to the axle box, so that the height of the positioning rod is consistent with the height of the axle under the common operating conditions of urban rail trains.

[0189] The arrangement in which the end of the positioning tie rod connected to the frame is higher than the end of the positioning tie rod fixed to the axle box allows the height of the positioning tie rod to be consistent with the height of the axle under common operating conditions of urban rail trains. This makes the force on the positioning tie rod more reasonable and avoids the introduction of additional bending moments or stress concentrations due to excessive tilt angles.

[0190] In this way, the primary suspension uses a positioning tie rod for positioning. During the starting acceleration and braking deceleration of the urban rail train, the longitudinal force is mainly transmitted through the positioning tie rod. The force is transmitted between the frame and the wheelset. In order to ensure the effectiveness of force transmission, the force point should be kept as consistent as possible with the height of the axle. Therefore, under the common operating conditions of urban rail trains, the height of the positioning tie rod is consistent with the height of the axle.

[0191] Specifically, the distance between the end of the positioning rod 138 connected to the frame and the end of the positioning rod fixed to the axle box is 10mm.

[0192] The end of the positioning tie rod connected to the frame is higher than the end fixed to the axle box, with a height difference of 10mm between the two. This structural design allows the installation angle of the positioning tie rod to automatically adjust to be basically parallel to the axle under the common load conditions of urban rail trains, thereby achieving a more reasonable stress state.

[0193] During implementation, such as Figure 6-19 , Figure 6-20 As shown, the powered bogie includes:

[0194] Framework; the power bogie and the articulated bogie adopt the same framework structure;

[0195] Two rigid housings 121 are mounted on the two side beams of the frame of the power bogie;

[0196] Air spring rubber stack 123 is installed on the box body;

[0197] The power bogie air spring 122, which is disposed on each of the air spring rubber stacks, is aligned with the position of the power bogie air spring 122 for supporting the car body and the position of the bolster of the articulated bogie for connecting the car body.

[0198] The power bogie and the articulated bogie use the same frame structure, that is, the power bogie and the articulated bogie use the same frame structure, and the side beams of the frame have the same cross-sectional dimensions, which makes the frame structure universal.

[0199] like Figure 6-20 As shown, the articulated bogie has a bolster 133 mounted on the air spring 132 of the articulated bogie, and the bolster is used to connect the car body at a higher position. The powered bogie does not have a bolster. The connection positions of the car body on the articulated bogie and the car body on the powered bogie are aligned through a rigid housing 121, an air spring rubber stack 123 mounted on the housing, a powered bogie air spring 132 mounted on the air spring rubber stack, and a car body mounted on the powered bogie air spring 132.

[0200] By arranging the housing 121 and the air spring rubber stack 122 from bottom to top below the power bogie air spring 122, high-frequency vibrations can be effectively absorbed, vertical vibration reduction performance can be improved, and the connection stiffness and stability between the power bogie air spring 122 and the frame can be enhanced. This achieves a high degree of consistency and balanced load distribution between the two types of bogies during vehicle assembly.

[0201] During implementation, such as Figure 6-21 As shown, when the powered bogie is used as the end car of an urban rail train, it also includes an icebreaker and stone sweeper 124, which is fixed to the front end of the side beam of the frame.

[0202] The ice-breaking and stone-sweeping device 124 includes:

[0203] An icebreaker and stone sweeper mounting base has both its rear and front faces as vertical surfaces, and the rear face of the icebreaker and stone sweeper mounting base is fixed to the front end of the side beam of the frame.

[0204] Ice blade 124-1 is fixed to the front end face of the icebreaker mounting base, and the ice blade is tilted so that the front end of the ice blade is used to break the ice on the rail of the track.

[0205] The flexible stone-sweeping plate 124-2 is vertically fixed to the bottom of the ice-breaking stone-sweeping device mounting base;

[0206] The distance between the ice skate and the rail of the track is less than the distance between the stone sweeping board and the rail of the track.

[0207] The icebreaker includes an icebreaker mounting base with both its rear and front faces being vertical. The rear face is securely fixed to the front end of the side beam of the frame, ensuring that the overall structure of the icebreaker has good load-bearing capacity and impact resistance. An ice blade is fixed to the front face of the icebreaker mounting base. This ice blade is arranged at an angle, allowing its front end to effectively contact and cut the ice layer on the surface of the rail, achieving efficient icebreaking.

[0208] In addition, a flexible sweeping plate is vertically fixed at the bottom of the icebreaker and stone sweeper mounting base to remove foreign objects such as gravel and snow from the track, preventing these obstacles from entering the wheel-rail contact area and affecting train operation safety.

[0209] Specifically, the distance between the ice blade and the track rail is designed to be smaller than the distance between the sweeping board and the rail, so that the ice blade contacts the track surface before the sweeping board and completes the ice-breaking action first. Then the sweeping board cleans the track. The two work together in an orderly manner, which significantly improves the obstacle removal efficiency and functionality.

[0210] Specifically, the stone sweeping board is a stone sweeping board made of rubber material.

[0211] In the description of this application and its embodiments, it should be understood that the terms "top", "bottom", "height", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0212] In this application and its embodiments, unless otherwise expressly specified and limited, the terms "set," "install," "connect," "link," "fix," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0213] In this application and its embodiments, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0214] The foregoing disclosure provides many different embodiments or examples for implementing different structures of this application. To simplify the disclosure, specific examples of components and arrangements are described above. Of course, these are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, examples of various specific processes and materials are provided in this application, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0215] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0216] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A type of urban rail train, characterized in that, It includes a car body, bogies, and a current collection system; the current collection system includes: A current collector (21) and a current collector fuse (22) are provided in the current collector fuse housing; each bogie corresponds to two current collectors (21) and one current collector fuse (22), and the two current collectors (21) are installed at the bottom of the side beam of the bogie frame; the current collector fuse housing is fixed to the bottom of the car body; Among them, the two current collectors (21) and one current collector fuse (22) corresponding to the same bogie are connected by a power supply wire; The current collection system also includes: Junction box (23), one current collector (21) corresponds to one junction box (23), and each junction box (23) is fixed at the bottom of the carriage; the junction box (23) is used to concentrate the current from the current collector and then transmit it to various electrical devices respectively; The static power line (242) is used to connect the junction box (23) and the current collector fuse (22). The static power line (242) does not move with the movement of the current collector arm after it is laid out. The dynamic power line (241) connects the junction box (23) and the current receiving arm of the current receiver (21). After the dynamic power line (241) is laid out, it moves with the movement of the current receiving arm of the current receiver (21).

2. The urban rail train according to claim 1, characterized in that, When the urban rail train is running in the first direction, only the left current collector is working, while the right current collector is not working. Correspondingly, the left current collector, the left junction box, and the current collector fuse are connected to the fuse circuit to form a fuse circuit; the right current collector and the right junction box are isolated. When the urban rail train is running in the second direction, only the current collector on the right side works, while the current collector on the left side does not work. Correspondingly, the current collector on the right side, the junction box on the right side, and the current collector fuse are connected to the fuse circuit to form a fuse circuit; the current collector on the left side and the junction box on the left side are isolated.

3. The urban rail train according to claim 1, characterized in that, The distance from the junction box (23) to the corresponding current collector (21) is less than the distance from the current collector (21) to the current collector fuse (22).

4. The urban rail train according to claim 3, characterized in that, The two junction boxes (23) are symmetrically arranged in the lateral direction between the two side beams of the bogie frame at the bottom of the car body to avoid the bogie; The dynamic power line (241) enters from the current receiving arm of the current receiver between the two side beams of the bogie and connects to the junction box along the bottom of the car body.

5. The urban rail train according to claim 4, characterized in that, The static power line (242) is connected from the junction box (23) to the current collector fuse (22) along the bottom of the carriage.

6. The urban rail train according to claim 5, characterized in that, The current collector fuse (22) and the junction box (23) are located at the bottom of the car body, respectively on both sides of the crossbeam of the bogie frame.

7. The urban rail train according to any one of claims 1 to 6, characterized in that, The current collection system also includes: Limit switches are installed on the status indicator needles of the current collector fuses to detect the status of the current collector fuses; the closed and open states of the limit switches are fed back to the driver's cab display screen of the urban rail train. When the current collector fuse is working normally, the limit switch is in the closed state; when the current collector fuse blows, the limit switch is opened by the status indicator needle popped out by the current collector fuse, and the limit switch is in the open state.

8. The urban rail train according to claim 7, characterized in that, Each of the aforementioned limit switches is connected to the communication network of the urban rail train to feed back the closed and open states of the limit switches to the driver's cab display screen of the urban rail train.

9. The urban rail train according to claim 1, characterized in that, The bottom of the current collector fuse box is located at a position offset from the bogie of the fixed carriage; The junction box (23) is fixed at the bottom of the carriage above the bogie.

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