CN110116735B - Rail vehicle cab framework and rail vehicle cab - Google Patents
Rail vehicle cab framework and rail vehicle cab Download PDFInfo
- Publication number
- CN110116735B CN110116735B CN201910370846.7A CN201910370846A CN110116735B CN 110116735 B CN110116735 B CN 110116735B CN 201910370846 A CN201910370846 A CN 201910370846A CN 110116735 B CN110116735 B CN 110116735B
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- frame
- cab
- vehicle cab
- side frame
- rail vehicle
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- 230000000712 assembly Effects 0.000 claims abstract description 14
- 238000000429 assembly Methods 0.000 claims abstract description 14
- 230000007704 transition Effects 0.000 claims description 20
- 239000011162 core material Substances 0.000 claims description 11
- 229920000049 Carbon (fiber) Polymers 0.000 claims description 6
- 239000004917 carbon fiber Substances 0.000 claims description 6
- 239000002131 composite material Substances 0.000 claims description 6
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 claims description 6
- 239000006261 foam material Substances 0.000 claims description 3
- 230000008901 benefit Effects 0.000 abstract description 3
- 239000013585 weight reducing agent Substances 0.000 abstract description 3
- 238000009434 installation Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 238000004026 adhesive bonding Methods 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 239000007769 metal material Substances 0.000 description 2
- 229910000838 Al alloy Inorganic materials 0.000 description 1
- 241000219098 Parthenocissus Species 0.000 description 1
- 239000000956 alloy Substances 0.000 description 1
- 230000002146 bilateral effect Effects 0.000 description 1
- 239000000470 constituent Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000011152 fibreglass Substances 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000000465 moulding Methods 0.000 description 1
- 239000010935 stainless steel Substances 0.000 description 1
- 229910001220 stainless steel Inorganic materials 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Body Structure For Vehicles (AREA)
Abstract
The invention relates to the technical field of railway vehicles, and provides a railway vehicle cab framework and a railway vehicle cab. The rail vehicle cab skeleton includes: two side frame assemblies including an inner frame and an outer frame, and a connection beam connecting the inner frame and the outer frame; and the cross beam is positioned between the two side frame assemblies and is connected with the two inner side frames. The railway vehicle cab framework provided by the invention has the advantage that the structural strength of the railway vehicle cab framework can be enhanced by adopting a single-side double-frame structure (a single-side frame assembly simultaneously comprises an inner side frame and an outer side frame). And on the basis of ensuring the structural strength, the single-side double-frame structure can reduce the weight of the cab, thereby realizing the weight reduction of the railway vehicle.
Description
Technical Field
The invention relates to the technical field of railway vehicles, in particular to a railway vehicle cab framework and a railway vehicle cab.
Background
At present, the cab structure of the railway vehicle mainly comprises a cab framework and a cab skin, wherein the cab framework is formed by welding stainless steel materials or aluminum alloy materials, the cab skin is made of glass fiber reinforced plastics materials or metal materials, and the cab skin and the cab framework are connected or welded together through bolts. The cab structure made of the metal material has high weight, high structural strength, and poor sound and heat insulation effects.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems existing in the prior art or related art.
One of the objects of the invention is: the utility model provides a rail vehicle cab skeleton and rail vehicle cab, solves the problem that the cab weight is big, the cab structural strength is low that exists among the prior art.
To achieve the object, the present invention provides a rail vehicle cab skeleton comprising:
Two side frame assemblies including an inner frame and an outer frame, and a connection beam connecting the inner frame and the outer frame;
And the cross beam is positioned between the two side frame assemblies and is connected with the two inner side frames.
In one embodiment, the cab frame further includes a creeper disposed between the inboard and outboard frames of one of the side frame assemblies.
In one embodiment, the connection beams include a top connection beam, a bottom connection beam, and a middle connection beam, and the anti-creeper is fixed to the bottom connection beam.
In one embodiment, the inner side frame and the outer side frame each comprise a vertical beam, a first longitudinal beam and a special-shaped beam, and the bottom ends of the vertical beams are connected with the rear ends of the first longitudinal beams; the special-shaped beam comprises a first transition connecting section, a second transition connecting section and an inclined section which are connected; the first transition connecting section is connected with the top end of the vertical beam, the second transition connecting section is connected with the front end of the first longitudinal beam, and the first transition connecting section and the second transition connecting section are connected through the inclined section.
In one embodiment, the medial frame is parallel to the lateral frame.
In one embodiment, the vertical beam bottom ends of the inner and outer frames are flush and the vertical beam top end of the inner frame is higher than the vertical beam top end of the outer frame; the first longitudinal beam rear ends of the inner side frame and the outer side frame are flush, and the first longitudinal beam front end of the inner side frame is positioned in front of the first longitudinal beam front end of the outer side frame.
In one embodiment, the beams include a top beam including a front top beam and a rear top beam, a bottom beam including a front bottom beam and a rear bottom beam, and a middle beam between the top beam and the bottom beam; and any second longitudinal beam is arranged between the front bottom cross beam and the rear bottom cross beam.
In one embodiment, a coupler mount is provided below the front bottom cross member and the second longitudinal member.
In order to achieve the purpose, the invention provides a railway vehicle cab, which comprises the cab framework and a cab skin fixed on the cab framework.
In one embodiment, the cab skin is in a sandwich or laminate structure; the sandwich structure comprises a middle core material layer prepared from a foam material or a honeycomb core material, wherein panels are arranged on two sides of the middle core material layer; the laminated board structure is made by paving and pasting carbon fiber composite materials.
The technical scheme of the invention has the following advantages: the railway vehicle cab framework provided by the invention has the advantage that the structural strength of the railway vehicle cab framework can be enhanced by adopting a single-side double-frame structure (a single-side frame assembly simultaneously comprises an inner side frame and an outer side frame). And on the basis of ensuring the structural strength, the single-side double-frame structure can reduce the weight of the cab, thereby realizing the weight reduction of the railway vehicle.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic view of a rail vehicle cab skeleton in accordance with an embodiment of the present invention;
FIG. 2 is a schematic illustration of a specific construction of a cab framework of a rail vehicle according to an embodiment of the present invention;
FIG. 3 is a schematic view of the construction of a railway vehicle cab skin according to an embodiment of the present invention;
in the figure: 100. a cab framework; 110. a left outer frame; 120. a left inner frame; 130. a right inner side frame; 140. a right outer frame; 150. a chassis; 200. cab skin; 210. a left side window skin; 220. a front window skin; 230. a right side window skin; 1. an anticreeper; 3. a coupler installation seat; 111. a vertical beam; 112. a profiled beam; 113. a first stringer; 151. a front bottom cross member; 152. a second stringer; 154. a rear bottom cross member; 161. a middle cross beam; 162. a front roof rail; 163. a rear top cross member; 171. the rear top is connected with the beam; 172. a front top connection beam; 173. the middle part is connected with the beam; 174. the front bottom is connected with the beam; 175. the rear bottom is connected with the beam.
Detailed Description
Embodiments of the present invention are described in further detail below with reference to the accompanying drawings and examples. The following examples are illustrative of the invention but are not intended to limit the scope of the invention.
In the description of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, merely to facilitate description of the present invention and simplify the description, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "connected," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Referring to fig. 1, according to an embodiment of the present invention, there is provided a rail vehicle cab skeleton 100 including:
two side frame assemblies including an inner frame and an outer frame, and a connection beam connecting the inner frame and the outer frame;
And the cross beam is positioned between the two side frame assemblies and is connected with the two inner side frames.
The rail vehicle cab frame 100 can strengthen the structural strength of the rail vehicle cab frame 100 by adopting a single-side double-frame structure (a single-side frame assembly comprises an inner side frame and an outer side frame). And on the basis of ensuring the structural strength, the single-side double-frame structure can reduce the weight of the cab, thereby realizing the weight reduction of the railway vehicle.
In fig. 1, the cab frame 100 includes a left inner frame 120, a left outer frame 110, a right inner frame 130, a right outer frame 140, and a chassis 150. Since the structures of the left and right inner frames 120 and 130 are almost completely identical and symmetrically disposed in the rail vehicle cab skeleton 100; in addition, the structures of the left and right outside frames 110 and 140 are almost identical and symmetrically disposed in the rail vehicle cab frame 100, and thus the left and right inside frames 120 and 130, and the left and right outside frames 110 and 140 will not be distinguished later. Only the inside and outside frames are described as the main body.
In one embodiment, cab skeleton 100 also includes an anticreeper 1 disposed between the inboard and outboard frames of the same side frame assembly. Specifically, a gap exists between the inner side frame and the outer side frame, and the anti-creeper 1 is arranged at the corresponding gap, so that the load borne by the anti-creeper 1 can be effectively transmitted to the inner side frame and the outer side frame at the same time.
Further, the connection beams include a top connection beam, a bottom connection beam, and a middle connection beam 173. Further, by fixing the anticreeper 1 to the bottom connecting beam. Wherein bolts may be used to secure the anti-creeper 1 in front of the bottom connecting beam. In this case, the load applied to the anticreeper 1 can be transmitted to the inner and outer frames through the bottom connection beam, and thus the strength of the cab against the longitudinal load can be strongly improved.
Further, the top connection beams include a front top connection beam 172 and a rear top connection beam 171; the bottom connection beams include a front bottom connection beam 174 and a rear bottom connection beam 175. The anticreeper 1 is fixed to the front bottom connecting beam 174.
Referring to fig. 2, the inner and outer frames each include a vertical beam 111, a first longitudinal beam 113, and a profile beam 112. Taking the outer frame as an example: the bottom end of the vertical beam 111 is connected with the rear end of the first longitudinal beam 113; the profiled beam 112 includes a first transition connection section, a second transition connection section, and an angled section connection; the first transition connecting section is connected with the top end of the vertical beam 111, the second transition connecting section is connected with the front end of the first longitudinal beam 113, and the first transition connecting section and the second transition connecting section are connected through an inclined section. The structure of the inner frame is substantially the same as that of the outer frame, and thus, a detailed description thereof will not be repeated.
The inner side frame and the outer side frame adopting the above structure are simple in structure. And moreover, the structure of the first transition connecting section, the second transition connecting section and the inclined section ensures that the front surface of the cab of the railway vehicle forms a streamline structural design, so that the airflow can flow upwards and backwards along the extending direction of the inclined section, and the windage in the running process of the cab can be ensured to be small.
It is found from fig. 2 that the inner frame is parallel to the outer frame, in which case the regularity of the structure of the cab skeleton 100 can be ensured and the installation of the anticreeper 1 is facilitated. Further, since the outer frame is smaller in size as a whole than the inner frame, many of the connecting beams are not horizontally arranged, but extend downward from the outer side of the inner frame or rearward from the outer side of the inner frame, and finally connect the outer frame.
Further, for each side frame assembly: the bottom ends of the vertical beams 111 of the inner side frame and the outer side frame are level, and the top ends of the vertical beams 111 of the inner side frame are higher than the top ends of the vertical beams 111 of the outer side frame; the rear ends of the first stringers 113 of the inner and outer frames are flush, and the front end of the first stringer 113 of the inner frame is forward of the front end of the first stringer 113 of the outer frame. Thereby creating a streamlined design on both sides of the railway vehicle cab. Furthermore, during operation of the cab, the airflow may diffuse to both sides of the cab along an inclination between the inner and outer frames to reduce an operational windage of the cab.
In one embodiment, the beams include a top beam, a bottom beam, and a middle beam 161 between the top beam and the bottom beam.
Further, the top cross beams include a front top cross beam 162 and a rear top cross beam 163, and the bottom cross beams include a front bottom cross beam 151 and a rear bottom cross beam 154; an optional second longitudinal beam 152 is provided between the front bottom cross beam 151 and the rear bottom cross beam 154.
Wherein the front bottom rail 151, the rear bottom rail 154, and the second rail 152 combine to form the chassis 150. Further, the bottoms of the two side frame assemblies are connected by the bottom chassis 150. In fig. 2, the number of the second stringers 152 is two. It is apparent that the number of the second stringers 152 is not limited by the drawings.
In fig. 2, coupler mounts 3 are provided below the front bottom cross member 151 and the second side member 152. The coupler installation seat 3 is arranged at the intersection of the front bottom cross beam 151 and the second longitudinal beam 152, so that the installation strength of the coupler installation seat 3 can be ensured.
The above-mentioned cab skeleton 100 of a railway vehicle is generally a completely symmetrical structure, that is, the above-mentioned side frame assemblies are symmetrically disposed on the left and right sides of the cab, and the cross beam, the connection beam, the anticreeper 1, etc. are all bilaterally symmetrical. Wherein "bilateral symmetry" refers to the case where the cab is symmetrical about a vertical plane parallel to the longitudinal direction of the railway vehicle.
In one embodiment, all of the cab skeleton 100 structures are made of carbon fiber composite materials and are formed by an integral co-curing molding process. Further, the cab skeleton 100 obtained is high in strength and light in weight, and the wall thickness of all the constituent beams can be controlled to be 5mm to 20 mm.
The cab skeleton 100 is characterized in that the longitudinal load transmitted by the anti-creeper 1 is borne by the left and right side frame assemblies, the impact strength is high, the structural safety and stability are good, and the integral strength and the rigidity of the cab skeleton 100 are improved. In addition, when the cab skeleton 100 is made of a carbon fiber composite material, the overall weight of the cab can be reduced.
According to an embodiment of the present invention, there is provided a railway vehicle cab including the cab frame 100 described above, and further including a cab skin 200 fixed to the cab frame 100.
Referring to fig. 3 for the structure of cab skin 200, it includes left side window skin 210, front window skin 220, and right side window skin 230.
In one embodiment, the cab skin 200 is a sandwich or laminate structure.
The sandwich structure comprises a middle core material layer prepared from a foam material or a honeycomb core material, and the thickness of the middle core material layer is 10-30 mm. Outer side panels are arranged on two sides of the middle core material layer, and are made of carbon fiber composite materials, and the thickness of the outer side panels is 2-5 mm. The middle core material layer and the outer side panels are formed by adopting technologies such as gluing or curing.
The laminated board is made by paving carbon fiber composite material layers, and the thickness of the laminated board is 5 mm-15 mm.
Further, the cab skeleton 100 and the cab skin 200 may be connected by a process such as gluing.
The above embodiments are only for illustrating the present invention, and are not limiting of the present invention. While the invention has been described in detail with reference to the embodiments, those skilled in the art will appreciate that various combinations, modifications, and substitutions can be made thereto without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (9)
1. A rail vehicle cab framework, comprising:
Two side frame assemblies including an inner frame and an outer frame, and a connection beam connecting the inner frame and the outer frame;
The cross beam is positioned between the two side frame assemblies and is connected with the two inner side frames;
the inner side frame and the outer side frame comprise vertical beams, first longitudinal beams and special-shaped beams, and the bottom ends of the vertical beams are connected with the rear ends of the first longitudinal beams; the special-shaped beam comprises a first transition connecting section, a second transition connecting section and an inclined section which are connected; the first transition connecting section is connected with the top end of the vertical beam, the second transition connecting section is connected with the front end of the first longitudinal beam, and the first transition connecting section and the second transition connecting section are connected through the inclined section;
the rail vehicle cab framework is of a symmetrical structure, and the left side and the right side of the cab are symmetrically provided with the side frame assemblies.
2. The rail vehicle cab frame of claim 1, further comprising an anticreeper disposed between the inner and outer frames of one of the side frame assemblies.
3. The rail vehicle cab frame of claim 2, wherein the connection beams include a top connection beam, a bottom connection beam, and a middle connection beam, the anti-creeper being secured to the bottom connection beam.
4. The rail vehicle cab frame of claim 1, wherein the inboard frame is parallel to the outboard frame.
5. The rail vehicle cab frame of claim 4, wherein the vertical beam bottom ends of the inboard and outboard frames are flush and the vertical beam top end of the inboard frame is higher than the vertical beam top end of the outboard frame; the first longitudinal beam rear ends of the inner side frame and the outer side frame are flush, and the first longitudinal beam front end of the inner side frame is positioned in front of the first longitudinal beam front end of the outer side frame.
6. The rail vehicle cab framework of any one of claims 1-3, wherein the cross members comprise a top cross member, a bottom cross member, and a middle cross member positioned between the top and bottom cross members, the top cross member comprising a front top cross member and a rear top cross member, the bottom cross member comprising a front bottom cross member and a rear bottom cross member; and any second longitudinal beam is arranged between the front bottom cross beam and the rear bottom cross beam.
7. The rail vehicle cab frame of claim 6, wherein coupler mounts are provided below the front bottom cross member and the second longitudinal member.
8. A railway vehicle cab comprising the cab frame of any one of claims 1 to 7, and further comprising a cab skin secured to the cab frame.
9. The railway vehicle cab of claim 8, wherein the cab skin is in a sandwich or laminate structure; the sandwich structure comprises a middle core material layer prepared from a foam material or a honeycomb core material, wherein panels are arranged on two sides of the middle core material layer; the laminated board structure is made by paving and pasting carbon fiber composite materials.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910370846.7A CN110116735B (en) | 2019-05-06 | 2019-05-06 | Rail vehicle cab framework and rail vehicle cab |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910370846.7A CN110116735B (en) | 2019-05-06 | 2019-05-06 | Rail vehicle cab framework and rail vehicle cab |
Publications (2)
| Publication Number | Publication Date |
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| CN110116735A CN110116735A (en) | 2019-08-13 |
| CN110116735B true CN110116735B (en) | 2024-08-16 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201910370846.7A Active CN110116735B (en) | 2019-05-06 | 2019-05-06 | Rail vehicle cab framework and rail vehicle cab |
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| Country | Link |
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| CN (1) | CN110116735B (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102975731A (en) * | 2012-04-24 | 2013-03-20 | 南车南京浦镇车辆有限公司 | Installation structure of railway vehicle cab framework and vehicle body |
| CN210212379U (en) * | 2019-05-06 | 2020-03-31 | 中车工业研究院有限公司 | Rail vehicle cab framework and rail vehicle cab |
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| JP3625779B2 (en) * | 2001-04-03 | 2005-03-02 | 川崎重工業株式会社 | Frontal structure of the leading vehicle |
| KR100692152B1 (en) * | 2005-06-30 | 2007-03-12 | 현대자동차주식회사 | A mounting structure of a front body in a bus |
| US7536958B2 (en) * | 2006-05-09 | 2009-05-26 | Raul V. Bravo & Associates, Inc. | Passenger rail car |
| CN101817350B (en) * | 2010-05-10 | 2011-12-21 | 南车株洲电力机车有限公司 | Cab |
| CN202624228U (en) * | 2012-04-24 | 2012-12-26 | 南车南京浦镇车辆有限公司 | Installation structure for rail vehicle cab framework and vehicle body |
| RU162775U1 (en) * | 2016-01-25 | 2016-06-27 | Валерий Тихонович Щербаков | CABIN CONTROL CABIN FOR THE VEHICLE |
| CN205737761U (en) * | 2016-05-13 | 2016-11-30 | 徐州徐工挖掘机械有限公司 | Mechanical wheel quarry tipper anti-roll cab framework structure |
| CN208007115U (en) * | 2018-03-15 | 2018-10-26 | 中国第一汽车股份有限公司 | Detachable flat-headed heavy duty truck driver's cabin |
| CN109094588B (en) * | 2018-07-27 | 2020-02-14 | 中车唐山机车车辆有限公司 | Cab of railway vehicle and railway vehicle |
| CN109177995B (en) * | 2018-09-06 | 2020-04-14 | 中车青岛四方机车车辆股份有限公司 | Vehicle end framework structure and railway vehicle with same |
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2019
- 2019-05-06 CN CN201910370846.7A patent/CN110116735B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102975731A (en) * | 2012-04-24 | 2013-03-20 | 南车南京浦镇车辆有限公司 | Installation structure of railway vehicle cab framework and vehicle body |
| CN210212379U (en) * | 2019-05-06 | 2020-03-31 | 中车工业研究院有限公司 | Rail vehicle cab framework and rail vehicle cab |
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| CN110116735A (en) | 2019-08-13 |
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