Train frame and train

Abstract

The embodiment of the invention provides a train frame and a train, and relates to the technical field of trains. The train frame comprises a train body; the chassis and the vehicle body are made of different materials; the connecting piece comprises a connecting plate and a base plate, the connecting plate and the vehicle body are made of the same material, the connecting plate is arranged on the base plate, the base plate faces the bottom frame, the connecting plate, the base plate and the bottom frame are riveted, the side, making contact with the vehicle body, of the connecting plate is welded, and the base plate is used for isolating the connecting plate from the bottom frame. Compared with the prior art, the connecting plate and the vehicle body are welded through the same material, stable metallurgical bonding can be formed, the welding seam strength is high, the sealing performance is good, and the defects of fragile compounds, incomplete fusion and the like easily generated by welding of different materials are overcome. Moreover, the connecting plate, the base plate and the bottom frame are fixed in a riveting mode, the problem that welding is difficult due to different materials is solved, meanwhile, the mechanical riveting connection mode can bear loads such as vibration and impact, and the overall connection is stable and resistant to fatigue in cooperation with welding firmness.

Description

Technical Field

[0001] This application relates to the field of train technology, and more particularly to a train frame and a train. Background Technology

[0002] Electronically guided trains achieve autonomous traction and guidance by identifying magnetic nails or sensors laid on the road surface, eliminating the need for traditional tracks and are mainly used in urban transportation with medium to low capacity.

[0003] In related technologies, the train frame of an electronically guided train includes a car body and a chassis. The car body and chassis can be made of the same material, or they can be made of different materials. When the car body and chassis are made of different materials, brittle compounds are easily generated during welding, which may cause the connection between the car body and chassis to loosen or even crack under long-term vibration or load, resulting in poor connection stability. Summary of the Invention

[0004] This application provides a train frame and a train to overcome the problem in the prior art where, when the materials of the car body and the underframe are different, the welding of the two is prone to producing brittle compounds, which may cause the connection between the car body and the underframe to loosen or even crack under long-term vibration or load, resulting in poor connection stability.

[0005] In a first aspect, embodiments of this application provide a train frame, comprising: a car body; a base frame, the base frame being made of a different material than the car body; and a connector, the connector comprising a connecting plate and a pad, the connecting plate being made of the same material as the car body, the connecting plate being disposed on the pad, the pad facing the base frame, the connecting plate, the pad, and the base frame being riveted together, and the side of the connecting plate in contact with the car body being welded, the pad being used to isolate the connecting plate from the base frame.

[0006] In one possible implementation, the pad is a stainless steel plate, the body is an aluminum body, the underframe is a steel underframe, and the connecting plate is an aluminum plate.

[0007] In one possible implementation, the surface of the vehicle body that contacts the underframe is a plane, and the connecting plate includes a first connecting plate and a second connecting plate that are connected to each other. One of the first connecting plate and the second connecting plate is welded to the vehicle body, and the other is riveted to the pad and the underframe.

[0008] The surface of the vehicle body that contacts the chassis is curved. The connecting plate includes a third connecting plate. The side of the third connecting plate facing the vehicle body is adapted to the curved surface and welded to the vehicle body. The third connecting plate is riveted to the pad and the chassis.

[0009] In one possible implementation, the underframe includes a driver's cab structure, a floor structure, and an axle structure arranged sequentially.

[0010] The driver's cab structure includes a rescue hook, a motor mounting bracket, and a front axle. The two ends of the front axle are welded to the motor mounting bracket and the floor structure, respectively, and the rescue hook is welded to the motor mounting bracket.

[0011] The floor structure connects the driver's cab structure and the axle structure, and the floor structure includes multiple crossbeams and longitudinal beams welded together.

[0012] The axle structure includes a bottom beam structure and side beam structures symmetrically arranged on both sides of the bottom beam structure, and the bottom beam structure is welded to the floor structure.

[0013] In one possible implementation, at least one floor structure is provided, and at least two axle structures are provided. Two adjacent axle structures are hinged together by a hinge structure, and the axle structures have channels that are interconnected between adjacent axle structures.

[0014] The hinge structure includes a first sub-connecting seat, a second sub-connecting seat, and a rotating member. The first sub-connecting seat and the second sub-connecting seat are connected through the rotating member. The first sub-connecting seat is connected to one of the two adjacent axle structures, and the second sub-connecting seat is connected to the other of the two adjacent axle structures. The rotating member is used to transmit loads and drive the first sub-connecting seat and the second sub-connecting seat to rotate relative to each other.

[0015] At least one of the first sub-connecting seat and the second sub-connecting seat includes a mounting seat, an end beam, and a plurality of buffer beams and reinforcing beams. One end of the buffer beam is welded to the bottom beam structure of the axle structure, the reinforcing beam is welded to the bottom of the buffer beam, the end beam is sleeved on the other end of the buffer beam, and the end beam is connected to the mounting seat. The mounting seat is used to connect the rotating component.

[0016] In one possible implementation, the vehicle body includes a roof, end walls, and side walls. The roof is disposed opposite to the chassis, and the roof, end walls, and side walls are welded together to form a vehicle body frame with a bottom opening.

[0017] In one possible implementation, the top cover includes a top plate and two oppositely arranged skirt plates and end plates.

[0018] The top plate includes a middle profile and two side profiles vertically connected to the middle profile. The middle profile has an air conditioning duct opening and a pipe interface. The top plate is arc-shaped.

[0019] The two skirt panels are detachably connected to the two side profiles, and the side profiles are provided with tracks. The skirt panels slide in cooperation with the tracks through positioning seats.

[0020] The two end plates are respectively welded to the opposite sides of the intermediate profile, and the two end plates are welded to the end wall. Each of the two end plates has a drain outlet.

[0021] In one possible implementation, the sidewalls are provided as two, and the endwalls include a first endwall and a second endwall.

[0022] The first end wall is connected to the driver's cab structure via the connector, and the first end wall is welded to the top cover and the two side walls respectively.

[0023] The second end wall is connected to the hinge structure via the connector, and the second end wall is welded to the top cover and the two side walls.

[0024] Secondly, embodiments of this application provide a train, including wheels and a train frame provided in the first aspect connected to the wheels.

[0025] In one possible implementation, a guidance sensor and a guidance controller are also included, the guidance controller being electrically connected to the guidance sensor, the guidance sensor being used to identify the road surface, and the guidance controller being used to adjust the wheel steering according to the guidance sensor, the wheel being a rubber wheel.

[0026] This application provides a train frame and a train. The train frame is equipped with connecting plates, which are welded to the train body using the same material, forming a stable metallurgical bond. This results in high weld strength and good sealing, avoiding defects such as brittle compounds and incomplete fusion that can easily occur when welding different materials. Furthermore, the connecting plates, pads, and base frame are fixed together by riveting, addressing the challenge of welding different materials. The mechanical connection method of riveting can withstand loads such as vibration and impact, and combined with the strength of the welding, the overall connection is both stable and fatigue-resistant. Attached Figure Description

[0027] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0028] Figure 1 This application provides a partial structural schematic diagram of the train frame.

[0029] Figure 2 for Figure 1 A sectional view of the train frame provided in the document;

[0030] Figure 3 for Figure 2 Enlarged detail of the connection between the connecting parts and the side wall in the train frame provided in the image;

[0031] Figure 4 for Figure 1 The diagram shows the structure of the underframe in the train frame provided in the diagram.

[0032] Figure 5 for Figure 1 The diagram provided shows the structural design of the floor structure in the train frame.

[0033] Figure 6 for Figure 1 The schematic diagram of the axle structure in the train frame provided in the diagram;

[0034] Figure 7 for Figure 1 A schematic diagram of the structure of the first sub-connecting seat in the train frame provided in the diagram;

[0035] Figure 8 for Figure 1 The diagram provided shows the structural design of the driver's cab in the train frame.

[0036] Figure 9 for Figure 1 The diagram shows the structure of the top cover in the train frame provided in the diagram.

[0037] Figure 10 for Figure 1 A magnified view of a portion of the connection between the top plate and the skirt plate in the train frame provided in the image;

[0038] Figure 11 for Figure 1 A partial enlarged view of the connection between the middle end plate and the top plate of the train frame provided in the image;

[0039] Figure 12 for Figure 1 The diagram shows the structure of the second end wall in the train frame provided in the diagram.

[0040] Figure 13 for Figure 1 The image provided shows a magnified view of the connection between the top cover and the side wall of the train frame.

[0041] Explanation of reference numerals in the attached figures:

[0042] 100 - Body; 110 - Roof; 111 - Roof Plate; 1111 - Intermediate Profile; 1112 - Side Profile; 1113 - Air Conditioning Duct Opening; 1114 - Pipe Interface; 112 - Skirt; 113 - End Plate; 1131 - Drainage Outlet; 114 - Track; 115 - Positioning Seat; 120 - End Wall; 121 - Second End Wall; 130 - Side Wall; 131 - Bayonet;

[0043] 200-Underframe; 210-Floor structure; 211-Crossbeam; 212-Longitudinal beam; 220-Axle structure; 221-Passageway; 222-Bottom beam structure; 223-Side beam structure; 230-Hinged structure; 231-First sub-connector; 2311-Mounting seat; 2312-End beam; 2313-Buffer beam; 2314-Reinforcing beam; 2315-Buffer plate; 232-Second sub-connector; 233-Slewing component; 240-Driver's cab structure; 241-Rescue hook; 242-Motor mounting bracket; 243-Front axle;

[0044] 300-Connector; 310-Connecting plate; 311-First connecting plate; 312-Second connecting plate; 313-Third connecting plate; 320-Push plate.

[0045] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0046] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0047] The terms "first," "second," "third," etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein.

[0048] Secondly, it should be noted that in the description of this application, the terms "inner", "outer", "first direction", "second direction", etc., indicating the direction or positional relationship are based on the direction or positional relationship shown in the drawings. This is only for the convenience of description and does not indicate or imply that the device or component must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this application.

[0049] Furthermore, it should be noted that, in the description of this application, unless otherwise expressly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection 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.

[0050] As the background technology shows, the underframe and body of the train frame can be made of the same material (such as steel or aluminum) and welded together. However, steel cars are heavier, which exacerbates road damage and has greater inertia, making it more difficult to avoid danger in emergencies. Aluminum cars are more expensive and have unstable overall rigidity when carrying more passengers.

[0051] The chassis and body can also be made of different materials (e.g., aluminum body, steel chassis) to balance rigidity and reduce weight. However, welding chassis and body made of different materials can easily produce brittle compounds, which may cause the connection between the body and chassis to loosen or even crack under long-term vibration or load, resulting in poor connection stability.

[0052] Furthermore, gaps are prone to appear where the underframe connects to the vehicle body, making it difficult to seal completely and causing drafts during operation, which affects the passenger's riding experience.

[0053] To address the aforementioned technical problems, this application provides a train frame and a train. The train frame includes: a car body; a chassis, the chassis being made of a different material than the car body; and connecting components, each including a connecting plate and a pad. The connecting plate is made of the same material as the car body, and is disposed on the pad, with the pad facing the chassis. The connecting plate, pad, and chassis are riveted together, and the side of the connecting plate in contact with the car body is welded. The pad is used to isolate the connecting plate from the chassis. Compared to existing technologies, the connecting plate and car body are welded using the same material, forming a stable metallurgical bond with high weld strength and good sealing, avoiding defects such as brittle compounds and lack of fusion that are easily generated when welding different materials. Furthermore, the connecting plate, pad, and chassis are fixed by riveting, addressing the difficulty of welding different materials. The mechanical connection method of riveting can withstand loads such as vibration and impact, and combined with the strength of welding, the overall connection is both stable and fatigue-resistant.

[0054] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0055] Firstly, embodiments of this application provide a train frame, combined with Figure 1 , Figure 2 and Figure 3 As shown, it includes: a body 100; a chassis 200, the chassis 200 being made of a different material than the body 100; and a connector 300, the connector 300 including a connecting plate 310 and a pad 320, the connecting plate 310 being made of the same material as the body 100, the connecting plate 310 being disposed on the pad 320, the pad 320 facing the chassis 200, the connecting plate 310, the pad 320 and the chassis 200 being riveted together, and the side of the connecting plate 310 in contact with the body 100 being welded, the pad 320 being used to isolate the connecting plate 310 from the chassis 200.

[0056] It is understandable that the chassis 200 and the body 100 can be made of the same material (such as steel or aluminum) and welded together. However, the steel vehicle is heavier, which exacerbates road damage and has greater inertia, making it more difficult to avoid danger in emergencies. The aluminum vehicle is more expensive and its overall rigidity is unstable when carrying more passengers.

[0057] The chassis 200 and the body 100 can also be made of different materials (such as aluminum body and steel chassis) to balance rigidity and lightweight design. However, the welding of the two is prone to producing brittle compounds, which may cause the connection between the body and chassis to loosen or even crack under long-term vibration or load, resulting in poor connection stability.

[0058] This application provides a train frame, wherein the base frame 200 and the body 100 can be made of different materials, balancing train rigidity and lightweight design, and, as Figure 1 As shown, a connector 300 is provided at the junction of the vehicle body 100 and the chassis 200. Figure 2 As shown, the connecting plate 310 and the body 100 are welded using the same material, forming a stable metallurgical bond with high weld strength and good sealing, avoiding defects such as brittle compounds and incomplete fusion that are easily caused by welding different materials. Furthermore, the connecting plate 310, the pad 320, and the base frame 200 are fixed by riveting, addressing the problem of welding different materials. The mechanical connection method of riveting can withstand loads such as vibration and impact, and combined with the strength of the welding, makes the overall connection both stable and fatigue-resistant.

[0059] In addition, it should be noted that there is a bonding surface between the body 100 and the chassis 200. This bonding surface has both flat and curved surfaces depending on the shape of the vehicle. The surface shape of the connecting plate 310 can be adjusted according to the shape of the bonding surface of the body 100 so as to fully weld with the bonding surface of the body 100 and avoid gaps.

[0060] Understandably, welding can form a continuous weld, which can significantly improve the connection strength between the underframe 200 and the body 100 compared to riveting the body 100 and the underframe 200 together. Furthermore, the riveting joint between the connecting plate 310 and the underframe 200 can absorb the vibration generated during train operation, improving the connection strength between the body 100 and the underframe 200 while also compensating for the brittleness of welding.

[0061] In one possible implementation, the pad 320 is a stainless steel plate, the body 100 is an aluminum body, the underframe 200 is a steel underframe, and the connecting plate 310 is an aluminum plate.

[0062] Understandably, the underframe 200 is made of steel, which can support passengers or other equipment inside the train and ensure the overall rigidity and stability of the train. The body 100 can be made of aluminum, which can meet the rigidity requirements of daily use of the train and reduce the total weight of the train.

[0063] It should be noted that the pad 320 can be made of stainless steel or zinc plate, without specific restrictions, as long as it can achieve the effect of isolating the connecting plate 310 and the base frame 200.

[0064] In one possible implementation, combining Figure 2 and Figure 3 As shown, the surface of the vehicle body 100 that contacts the chassis 200 is a plane. The connecting plate 310 includes a first connecting plate 311 and a second connecting plate 312 that are connected to each other. One of the first connecting plate 311 and the second connecting plate 312 is welded to the vehicle body 100, and the other is riveted to the pad 320 and the chassis 200.

[0065] Reference Figure 3 As shown, the mating surface of the vehicle body 100 can be a plane. Then the connecting plate 310 can be set as a first connecting plate 311 and a second connecting plate 312 that are perpendicular to each other. The surface of the first connecting plate 311 is welded to the mating surface of the vehicle body 100, and the second connecting plate 312 is riveted to the base frame 200. A pad is placed on the base frame 200 to isolate the connecting plate 310 from contact corrosion with the base frame 200.

[0066] The connecting plate 310 can be a one-piece molded structure.

[0067] Furthermore, referring to Figure 2 and Figure 3 As shown, the surface of the vehicle body 100 that contacts the chassis 200 is a curved surface. The connecting plate 310 includes a third connecting plate 313. The outer peripheral surface of the third connecting plate 313 is adapted to the curved surface. The third connecting plate 313 is welded to the outer peripheral surface of the vehicle body 100.

[0068] like Figure 2 and Figure 3As shown, the mating surface of the vehicle body 100 can also be curved. In this case, the connecting plate 310 can be provided with a third connecting plate 313. The outer periphery of the third connecting plate 313 facing the mating surface of the vehicle body 100 is the same as the contour of the curved surface. Therefore, the third connecting plate 313 can be riveted to the underframe 200, and the outer periphery of the third connecting plate 313 with the contour of the curved surface can be welded to the vehicle body 100 to avoid gaps at the connection between the vehicle body 100 and the underframe 200 and ensure connection strength.

[0069] In one possible implementation, combining Figure 2 , Figures 4 to 8 As shown, the underframe 200 includes a driver's cab structure 240, a floor structure 210, and an axle structure 220 arranged sequentially.

[0070] The driver's cab structure 240 includes a rescue hook 241, a motor mounting bracket 242, and a front axle 243. The two ends of the front axle 243 are welded to the motor mounting bracket 242 and the floor structure 210, respectively. The rescue hook 241 is welded to the motor mounting bracket 242.

[0071] The floor structure 210 connects the driver's cab structure 240 and the axle structure 220. The floor structure 210 includes a plurality of crossbeams 211 and longitudinal beams 212 welded to each other.

[0072] The axle structure 220 includes a bottom beam structure 222 and side beam structures 223 symmetrically arranged on both sides of the bottom beam structure 222. The bottom beam structure 222 is welded to the floor structure 210.

[0073] It is understandable that, such as Figure 4 and Figure 8 As shown, the front axle 243 is welded to the motor mounting bracket 242 and the floor structure 210 at both ends, connecting the key components of the driver's cab (rescue hook 241 and motor mounting bracket 242) to the floor structure 210 of the underframe 200 into a whole.

[0074] The rescue coupler 241 is welded to the motor mounting bracket 242. During rescue operations, external forces are transmitted through the rescue coupler 241 to the motor mounting bracket 242, and then through the front axle 243 to the floor structure 210 and the entire underframe 200, forming a reasonable force transmission path. This avoids excessive loads on individual components, reduces structural damage, and ensures the structural safety of the driver's cab structure 240 and the entire train.

[0075] It should be noted that the motor mounting bracket 242 provides a dedicated mounting base for related motors (such as traction motors and auxiliary motors). The motor mounting bracket 242 is designed to adapt to the installation size and stress requirements of the motor, preventing the equipment from loosening due to bumps and impacts, and extending the service life of the motor.

[0076] like Figure 5As shown, the horizontal beams 211 and vertical beams 212 of the floor structure 210 are arranged in an interlaced manner and welded to form a flat plate structure extending in the horizontal direction to support passengers.

[0077] like Figure 6 As shown, the bottom beam structure 222 of the axle structure 220 is welded to the floor structure 210 to form an integral whole, which enhances the strength and rigidity of the entire chassis 200 and better withstands various loads during vehicle operation.

[0078] In addition, the bottom beam structure 222 and the side beam structure 223 enclose a passage 221. The width of the passage 221 can be smaller than the width of the floor structure 210 to improve the torsional resistance of the axle structure 220, so that the train can better maintain the shape and structural integrity of the train frame when passing through curves or uneven road surfaces, and reduce the possibility of deformation.

[0079] Furthermore, in combination Figures 4 to 7 As shown, at least one floor structure 210 is provided, and at least two axle structures 220 are provided. Two adjacent axle structures 220 are hinged together by a hinge structure 230, and the axle structure 220 has a channel 221. The channels 221 of two adjacent axle structures 220 are interconnected.

[0080] The hinge structure 230 includes a first sub-connecting seat 231, a second sub-connecting seat 232, and a rotating member 233. The first sub-connecting seat 231 and the second sub-connecting seat 232 are connected by the rotating member 233. The first sub-connecting seat 231 is connected to one of the two adjacent axle structures 220, and the second sub-connecting seat 232 is connected to the other of the two adjacent axle structures 220. The rotating member 233 is used to transmit loads and drive the first sub-connecting seat 231 and the second sub-connecting seat 232 to rotate relative to each other.

[0081] At least one of the first sub-connecting seat 231 and the second sub-connecting seat 232 includes a mounting seat 2311, an end beam 2312, and a plurality of buffer beams 2313 and reinforcing beams 2314. One end of the buffer beam 2313 is welded to the bottom beam structure 222 of the axle structure 220. The reinforcing beam 2314 is welded to the bottom of the buffer beam 2313. The end beam 2312 is sleeved on the other end of the buffer beam 2313 and is connected to the mounting seat 2311. The mounting seat 2311 is used to connect the rotating component 233.

[0082] Combination Figure 1 , Figure 2 and Figure 4 As shown, it can be understood that a train can have multiple carriages; taking two adjacent carriages as an example, the floor structure 210 carries passengers, and the axle structure 220 is mounted on the wheels and connected to the floor structure 210. The hinge structure 230 hinges two adjacent axle structures 220 to connect the two adjacent carriages.

[0083] The articulated structure 230 can transfer the traction force, braking force, and weight load of the previous carriage to the next carriage, ensuring smooth force transmission during train operation and maintaining the overall stability and structural strength of the train.

[0084] Specifically, such as Figure 4 As shown, the slewing element 233 of the articulated structure 230 can be a slewing bearing, such as a three-ring slewing bearing, with its outer ring connected to the first sub-connecting seat 231 and its inner ring connected to the second sub-connecting seat 232. When the train passes through a curve, adjacent carriages rotate relative to each other through the outer and inner rings of the slewing element 233, allowing the train to adapt to the shape of the curved track and pass through the curve smoothly.

[0085] Reference Figure 7 As shown, one end of the buffer beam 2313 is welded to the bottom beam structure 222, and the other end is connected to the mounting base 2311 through the end beam 2312, forming a stable connection system to ensure that the first sub-connecting base 231 and / or the second sub-connecting base 232 can reliably transfer the load between the axle structure 220 and the train during operation.

[0086] Furthermore, a buffer plate 2315 can be installed between the end beam 2312 and the mounting base 2311, which, together with the buffer beam 2313, plays a buffering role, absorbing and mitigating the impact and vibration from the road surface, and reducing damage to the vehicle body and other components. By welding a reinforcing beam 2314 to the bottom of the buffer beam 2313, the stress on the buffer beam 2313 under load can be shared, preventing deformation or breakage of the buffer beam 2313, and improving the structural reliability of the entire first sub-connecting base 231 and the second sub-connecting base 232.

[0087] In one possible implementation, such as Figure 1 As shown, the vehicle body 100 includes a top cover 110, an end wall 120, and a side wall 130. The top cover 110 is disposed opposite to the chassis 200. The top cover 110, the end wall 120, and the side wall 130 are welded together to form a vehicle body frame with an opening at the bottom.

[0088] It is understandable that, such as Figure 1 As shown, the body 100 is made of aluminum, which is lighter than a steel body and helps reduce the train's energy consumption. The top cover 110, end wall 120, and side wall 130 can be welded together to make the joints tighter, improve the train's airtightness, reduce wind noise and dust entering the carriage during operation, and provide passengers with a more comfortable riding environment.

[0089] Furthermore, in combination Figure 9 , Figure 10 and Figure 11As shown, the top cover 110 includes a top plate 111 and two oppositely arranged skirt plates 112 and end plates 113.

[0090] The top plate 111 includes a middle profile 1111 and two side profiles 1112 vertically connected to the middle profile 1111. The middle profile 1111 has an air conditioning duct opening 1113 and a pipe interface 1114. The top plate 111 is arc-shaped.

[0091] The two end plates 113 are welded to the opposite sides of the intermediate profile 1111 respectively, and the two end plates 113 are welded to the end wall 120. Both end plates 113 have drain outlets 1131, which are used to drain the liquid accumulated on the top plate 111.

[0092] Among them, the air conditioning duct outlet 1113 and the pipe interface 1114 are directly integrated into the intermediate profile 1111, which precisely matches the usage requirements of air conditioning ventilation and pipe penetration, avoids additional drilling later, and ensures the sealing and accuracy of the installation of functional components.

[0093] Furthermore, the arc-shaped design of the top plate 111 reduces air resistance to the top cover 110 during driving, lowers wind noise, and improves driving stability. At the same time, it facilitates the smooth flow of rainwater and other liquids along the drain outlets 1131 on the two end plates 113, preventing water accumulation on the top cover 110 and reducing corrosion and damage to the top cover 110.

[0094] Two skirt panels 112 are detachably connected to two side profiles 1112. A track 114 is provided on the side profile 1112. The skirt panels 112 slide in cooperation with the track 114 through the positioning seat 115. The skirt panels 112 are used to cover the exposed equipment on the top plate 111.

[0095] like Figure 9 and Figure 10 As shown, the skirt panel 112 is slidably engaged with the track 114 via the positioning seat 115. The track 114 is set on the side profile 1112. The skirt panel 112 can be pushed and pulled open without completely disassembling it, quickly exposing the exposed equipment on the top plate 111. This eliminates the hassle of frequently disassembling and assembling bolts, providing ample operating space for the overhaul, replacement, or pipeline adjustment of the exposed equipment, and significantly shortening maintenance time.

[0096] In one possible implementation, combining Figure 1 , Figure 12 and Figure 13 As shown, there are two side walls 130; the end walls 120 include a first end wall and a second end wall 121.

[0097] The first end wall is connected to the driver's cab structure 240 via connector 300, and the first end wall is welded to the top cover 110 and the two side walls 130 respectively.

[0098] The second end wall 121 is connected to the hinge structure 230 via the connector 300, and the second end wall 121 is welded to the top cover 110 and the two side walls 130.

[0099] It should be noted that the first end wall of the first carriage can be connected to the driver's cab structure 240, and the first end wall can be designed as an arc-shaped structure to reduce running resistance. The second end wall 121 can be connected to the first sub-connecting seat 231 of the hinge structure 230 to form the entire first carriage. The structures of the next carriage can all be connected to the hinge structure 230 through the second end wall 121, without the need for an arc-shaped first end wall.

[0100] Among them, such as Figure 13 As shown, the side wall 130 has a snap-fit ​​131, and the top cover 110 has a protrusion that matches the snap-fit ​​131. The side wall 130 and the top cover 110 can be interlocked, and welding is performed at the interlocking points. This arrangement provides initial positioning and pre-fixation for the side wall 130 and the top cover 110, allowing for a tighter fit between the interlocking surfaces. Subsequent welding fuses the interlocking interfaces into a single unit, eliminating gaps that may exist in simple interlocking and allowing loads to be transferred through a dual path of "interlocking engagement + fusion welding," significantly improving connection strength and resistance to vibration and impact, resulting in superior overall vehicle structural rigidity.

[0101] Secondly, embodiments of this application provide a train, including wheels and a train frame connected to the wheels. The train frame includes a body 100, a base frame 200, and a connector 300. The body 100 and the base frame 200 are made of different materials, and the body 100 and the base frame 200 are connected by the connector 300 to improve the connection strength of the train frame.

[0102] It should be noted that this train can be a rail-guided train, with wheels connected to the train frame and rolling in contact with the corresponding rail, guided by the rail and traveling along the rail's extension direction. Of course, this train can also be an electronically guided rubber-wheeled train; there are no specific restrictions.

[0103] In one possible implementation, the system further includes a guidance sensor and a guidance controller. The guidance controller is electrically connected to the guidance sensor. The guidance sensor is used to identify the road surface, and the guidance controller is used to adjust the wheel steering according to the guidance sensor. The wheel is a rubber wheel.

[0104] It is understandable that the train can be an electronically guided rubber-tired train, and the guidance sensors can be lidar, visual cameras, or magnetic navigation sensors, with the guidance controller electrically connected to the guidance sensors.

[0105] The guidance sensor can identify road markings (such as magnetic nails, color strips, and track lines) and transmit the information to the guidance controller. The guidance controller then adjusts the wheel steering. The wheels are rubber tires, and the friction between the wheels and the ground works together with traction and guidance to achieve precise electronic guidance.

[0106] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A train frame, characterized in that, include: Body (100); The chassis (200) is made of a different material than the vehicle body (100); A connector (300) includes a connecting plate (310) and a pad (320). The connecting plate (310) is made of the same material as the vehicle body (100). The connecting plate (310) is disposed on the pad (320). The pad (320) faces the underframe (200). The connecting plate (310), the pad (320) and the underframe (200) are riveted together. The side of the connecting plate (310) that contacts the vehicle body (100) is welded. The pad (320) is used to isolate the connecting plate (310) from the underframe (200).

2. The train frame according to claim 1, characterized in that, The pad (320) is a stainless steel plate, the body (100) is an aluminum body, the underframe (200) is a steel underframe, and the connecting plate (310) is an aluminum plate.

3. The train frame according to claim 1, characterized in that, The surface of the vehicle body (100) that contacts the underframe (200) is a plane. The connecting plate (310) includes a first connecting plate (311) and a second connecting plate (312) that are connected to each other. One of the first connecting plate (311) and the second connecting plate (312) is welded to the vehicle body (100), and the other is riveted to the pad plate (320) and the underframe (200). The surface of the vehicle body (100) that contacts the underframe (200) is curved. The connecting plate (310) includes a third connecting plate (313). The side of the third connecting plate (313) facing the vehicle body (100) is adapted to the curved surface and welded to the vehicle body (100). The third connecting plate (313) is riveted to the pad (320) and the underframe (200).

4. The train frame according to claim 1, characterized in that, The underframe (200) includes a driver's cab structure (240), a floor structure (210), and an axle structure (220) arranged in sequence. The driver's cab structure (240) includes a rescue hook (241), a motor mounting bracket (242), and a front axle (243). The two ends of the front axle (243) are welded to the motor mounting bracket (242) and the floor structure (210) respectively. The rescue hook (241) is welded to the motor mounting bracket (242). The floor structure (210) connects the driver's cab structure (240) and the axle structure (220), and the floor structure (210) includes a plurality of crossbeams (211) and longitudinal beams (212) welded to each other. The axle structure (220) includes a bottom beam structure (222) and side beam structures (223) symmetrically arranged on both sides of the bottom beam structure (222). The bottom beam structure (222) is welded to the floor structure (210).

5. The train frame according to claim 4, characterized in that, At least one floor structure (210) is provided, and at least two axle structures (220) are provided. Two adjacent axle structures (220) are hinged by a hinge structure (230), and each axle structure (220) has a channel (221). The channels (221) of two adjacent axle structures (220) are interconnected. The hinge structure (230) includes a first sub-connecting seat (231), a second sub-connecting seat (232), and a rotating member (233). The first sub-connecting seat (231) and the second sub-connecting seat (232) are connected by the rotating member (233). The first sub-connecting seat (231) is connected to one of the two adjacent axle structures (220), and the second sub-connecting seat (232) is connected to the other of the two adjacent axle structures (220). The rotating member (233) is used to transmit loads to drive the first sub-connecting seat (231) and the second sub-connecting seat (232) to rotate relative to each other. At least one of the first sub-connecting seat (231) and the second sub-connecting seat (232) includes a mounting seat (2311), an end beam (2312), and a plurality of buffer beams (2313) and reinforcing beams (2314). One end of the buffer beam (2313) is welded to the bottom beam structure (222) of the axle structure (220). The reinforcing beam (2314) is welded to the bottom of the buffer beam (2313). The end beam (2312) is sleeved on the other end of the buffer beam (2313) and is connected to the mounting seat (2311). The mounting seat (2311) is used to connect the rotating component (233).

6. The train frame according to claim 5, characterized in that, The vehicle body (100) includes a top cover (110), an end wall (120), and a side wall (130). The top cover (110) is disposed opposite to the chassis (200). The top cover (110), the end wall (120), and the side wall (130) are welded together to form a vehicle body frame with an open bottom.

7. The train frame according to claim 6, characterized in that, The top cover (110) includes a top plate (111) and two oppositely arranged skirt plates (112) and end plates (113). The top plate (111) includes an intermediate profile (1111) and two side profiles (1112) vertically connected to the intermediate profile (1111). The intermediate profile (1111) has an air conditioning duct opening (1113) and a pipe interface (1114). The top plate (111) is arc-shaped. The two skirt panels (112) are detachably connected to the two side profiles (1112). The side profiles (1112) are provided with rails (114). The skirt panels (112) are slidably engaged with the rails (114) through positioning seats (115). The two end plates (113) are respectively welded to the opposite sides of the intermediate profile (1111), and the two end plates (113) are welded to the end wall (120). Each of the two end plates (113) has a drain outlet (1131).

8. The train frame according to claim 7, characterized in that, The sidewalls (130) are configured as two, and the endwalls (120) include a first endwall and a second endwall (121). The first end wall is connected to the driver's cab structure (240) via the connector (300), and the first end wall is welded to the top cover (110) and the two side walls (130) respectively; The second end wall (121) is connected to the hinge structure (230) via the connector (300), and the second end wall (121) is welded to the top cover (110) and the two side walls (130).

9. A train, characterized in that, The train frame includes wheels and a frame connected to the wheels as described in any one of claims 1-8.

10. The train according to claim 9, characterized in that, It also includes a guidance sensor and a guidance controller, the guidance controller being electrically connected to the guidance sensor, the guidance sensor being used to identify the road surface, and the guidance controller being used to adjust the steering of the wheel according to the guidance sensor, the wheel being a rubber wheel.

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