CN112078619A - Rail vehicle chassis structure and rail vehicle - Google Patents
Rail vehicle chassis structure and rail vehicle Download PDFInfo
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- CN112078619A CN112078619A CN202011014533.7A CN202011014533A CN112078619A CN 112078619 A CN112078619 A CN 112078619A CN 202011014533 A CN202011014533 A CN 202011014533A CN 112078619 A CN112078619 A CN 112078619A
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- floor
- underframe
- thickness
- rail vehicle
- cover plate
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F1/00—Underframes
- B61F1/08—Details
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/10—Floors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F1/00—Underframes
- B61F1/08—Details
- B61F1/10—End constructions
Abstract
The invention discloses a rail vehicle underframe structure, which comprises an underframe front end part, an underframe rear end part, a first floor and underframe boundary beams, wherein the first floor is used for connecting the underframe front end part with the underframe rear end part, the underframe front end part and the underframe rear end part are respectively positioned at two ends of the first floor in the length direction, the number of the underframe boundary beams is 2, the 2 underframe boundary beams are respectively connected with two outer side surfaces of the first floor in the length direction, and the rail vehicle underframe structure is characterized in that: the front end part of the underframe comprises a second floor and a first end assembly, and the second floor is fixedly connected to the lower part of the first end assembly and is connected with the first floor; the main body of the second floor board is provided with a first thickness, the joint of the edge of the second floor board and the edge beam of the underframe is provided with a second thickness, and the first thickness is smaller than the second thickness; the second thickness is the same as a thickness of the first floor.
Description
Technical Field
The invention relates to the technical field of rail vehicle manufacturing, in particular to a rail vehicle underframe structure and a rail vehicle.
Background
The heights of the stations are different in different countries, and the heights of the stations of a plurality of foreign light rail lines are reduced more than those of the stations in China, so that the floor surface of the vehicle is low, and the design space of the underframe of the vehicle body is very limited; however, the requirement for light weight of the vehicle body is high, and the problem of insufficient design space cannot be solved by adopting the design of replacing carbon steel or stainless steel with aluminum alloy. In addition, the user also puts higher requirements on the strength and the safety of the vehicle body, the strength of the vehicle body is required to be improved from an EN 12663 standard P-IV grade to a P-III grade, and the collision safety is required to be improved from an EN15227 standard C-IV grade to a C-II grade.
At present, the scheme of grooving the floor of the underframe in the range of the moving area of the bogie is adopted usually to avoid the problem of bogie interference, the scheme not only destroys the integrity of the floor, but also can not meet the design requirement of the strength of the car body, and is more difficult to meet the requirement of high comfort of users.
In addition, in order to meet the requirements of small curve passing performance and limit, the narrowing angle of the front ends of many foreign vehicles is larger, and the requirements of higher and higher collision safety are met, a car coupler and an anti-climbing energy absorption device are required to be arranged at the front end of a car body at the same time. If the front-end car coupler does not absorb energy (folding car coupler), an anti-climbing energy absorbing device with a longer compression stroke needs to be equipped, and the installation mode that the anti-climbing devices are positioned on two sides of the car coupler, which is commonly adopted at present, needs sufficient transverse installation space at the front end of a car body, so that the car coupler can not adapt to a car with a larger front-end angle.
How to solve the problem of interference of a railway vehicle bogie with a low-floor light-weight structure and having high safety and comfort while meeting the limit requirement and having good small curve passing performance is a difficult problem to be solved by technical personnel in the technical field at present.
Disclosure of Invention
The invention aims to solve the technical problem that the prior art is insufficient, and provides a rail vehicle underframe structure and a rail vehicle.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
an underframe structure of a railway vehicle comprises an underframe front end part, an underframe rear end part, a first floor and underframe boundary beams, wherein the first floor is used for connecting the underframe front end part with the underframe rear end part, the underframe front end part and the underframe rear end part are respectively positioned at two ends of the first floor in the length direction, the number of the underframe boundary beams is 2, and the 2 underframe boundary beams are respectively connected with two outer side faces of the first floor in the length direction, and the underframe structure is characterized in that:
the front end part of the underframe comprises a second floor and a first end assembly, and the second floor is fixedly connected to the lower part of the first end assembly and is connected with the first floor;
the main body of the second floor board is provided with a first thickness, the joint of the edge of the second floor board and the edge beam of the underframe is provided with a second thickness, and the first thickness is smaller than the second thickness;
the second thickness is the same as a thickness of the first floor.
The second floor adopts the variable cross section design, and the thickness of both sides is unanimous with the thickness of first floor to guarantee that the connected mode of floor and chassis boundary beam is unanimous, the thickness attenuate of second floor in the bogie motion region, interfere with the automobile body when can effectively avoiding the bogie motion, kept the integrality on floor simultaneously, compare in the local fluting in floor and improved the rigidity and the vehicle sound insulation performance on automobile body floor.
Furthermore, the front end part of the underframe further comprises a floor connecting beam, the second floor is connected with the first floor through the floor connecting beam, and the transition between the first floor and the second floor is well realized by the structure of the floor connecting beam.
Further, the first end assembly comprises a first longitudinal beam and a first cover plate, the first longitudinal beam is used for connecting the floor connecting beam and the first end assembly, the number of the first longitudinal beams is 2, the first cover plate is connected between the 2 first longitudinal beams, and the plate body of the first cover plate has a third thickness, and the third thickness is smaller than the first thickness. A frame structure is formed between the first longitudinal beam and the first cover plate, the first cover plate is made of a plate with the thickness smaller than that of the second floor, the section bar in the prior art is replaced, the strength is guaranteed, meanwhile, the interference of a bogie motor is effectively avoided, and a path is provided for wiring and pipe distribution.
Furthermore, the first end assembly further comprises a sleeper beam, the sleeper beam is arranged along the width direction of the underframe and connected with the first longitudinal beam and the first cover plate, and the opening position in the middle of the sleeper beam is higher than the opening positions on the two sides of the sleeper beam. The middle line of crossing of sleeper beam trompil position is higher, adapts to first apron, optimizes the wiring route, reserves more spaces for the bogie installation.
Furthermore, the first end assembly further comprises a buffer beam, the buffer beam is connected with the front end of the sleeper beam and the front end of the underframe in the length direction, and one end, close to the sleeper beam, of the buffer beam is provided with a concave structure. The utility model discloses a bogie truck, including bolster, bogie axle disc, buffer beam, bolster.
Further, the rear end part of the underframe comprises a second floor and a second end assembly, and the second floor is fixedly connected to the lower part of the second end assembly and is connected with the first floor; the main body of the second floor board is provided with a first thickness, the joint of the edge of the second floor board and the edge beam of the underframe is provided with a second thickness, and the first thickness is smaller than the second thickness; the second thickness is the same as a thickness of the first floor. The second floor of chassis rear end portion adopts variable cross section design equally, and the thickness of both sides is unanimous with the thickness of first floor to guarantee that the connected mode of floor and chassis boundary beam is unanimous, the short thickness attenuate of second floor in the bogie motion region, can effectively avoid interfering with the automobile body when the bogie motion, kept the integrality on floor simultaneously, compared in the local fluting in floor and improved the rigidity and the vehicle sound insulation performance on automobile body floor.
Further, the second end assembly comprises a cross beam, a second longitudinal beam and a second cover plate, the second floor is connected with the first floor through the cross beam, the second longitudinal beam is used for connecting the cross beam with the second end assembly, the number of the second longitudinal beam is 2, the second cover plate is connected between the 2 second longitudinal beams, the plate body of the second cover plate has a fourth thickness, and the fourth thickness is smaller than the first thickness. A frame structure is formed between a second longitudinal beam and a second cover plate which are positioned at the rear end part of the underframe, the second cover plate is made of a plate with the thickness smaller than that of the second floor, the interference of a bogie motor is effectively avoided while the strength is ensured, and a path is provided for wiring and pipe distribution.
Furthermore, a floor reinforcing rib is arranged between the cross beam and the first floor, so that the transmission capability of the whole underframe structure for bearing longitudinal force is enhanced.
Furthermore, the front end part of the underframe further comprises a traction beam and an anti-creeper mounting beam, the traction beam is arranged in the width direction and connected with the first end part assembly, and the anti-creeper mounting beam is positioned below the front end of the traction beam and connected with the traction beam. The chassis front end part has still designed the anticreeper installation roof beam, and the anticreeper installation roof beam is located the draw beam and is located between the floor of chassis front end, and the draw beam is located anticreeper installation roof beam rear end, and the draw beam is used for installing the coupler, and the design of anticreeper installation roof beam is used for installing the anticreeper, and the coupler is last, and the anticreeper is under, and both installation space is abundant and mutually noninterfere.
Based on the same inventive concept, the invention also provides a rail vehicle:
the rail vehicle comprises a vehicle body and a cab, wherein the cab is positioned at the front end of the vehicle body, and the rail vehicle chassis structure is characterized in that the rail vehicle chassis structure is positioned at the bottom of the vehicle body and connected with the cab.
Compared with the prior art, the invention has the beneficial effects that:
1) the underframe structure of the railway vehicle and the railway vehicle avoid the interference of the bogie with the vehicle body during movement through the variable cross-section design of the second floor, have superiority compared with a scheme of digging grooves on the floor, not only keep the integrity of the floor, but also ensure the rigidity and sound insulation performance of the floor, and have lighter weight.
2) According to the underframe structure of the railway vehicle and the railway vehicle, the frame structure formed by the longitudinal beams and the cover plate is designed, the plate material for the cover plate replaces the sectional material, the line passing hole position of the sleeper beam is designed, the concave structure of the buffer beam is optimally designed, the wiring path is optimized, more space is reserved for the installation and movement of the bogie, and meanwhile, the structural strength of the underframe is also ensured.
3) The railway vehicle underframe structure and the railway vehicle are suitable for a low floor surface to avoid bogie interference, and have the technical characteristics of high strength and rigidity, light weight and good comfort.
4) According to the underframe structure of the railway vehicle and the railway vehicle, the integral structure consisting of the sleeper beam, the first longitudinal beam, the cross beam, the second longitudinal beam and the floor reinforcing ribs bears the transmission of longitudinal force, so that the strength and the rigidity of the underframe structure are ensured.
5) According to the underframe structure of the railway vehicle and the railway vehicle, under the condition that the closed angle of the front end of the vehicle is large, the anti-climbing energy absorption device and the car coupler device are creatively arranged, so that the installation and movement spaces of the anti-climbing energy absorption device and the car coupler device are abundant and do not interfere with each other, the problem that the car coupler is positioned in the center, and the anti-climbing devices are positioned on two sides, so that the transverse installation space is insufficient is well solved, and a vehicle body has high anti-collision safety performance when a train is.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings of the embodiments will be briefly described below, and it is apparent that the drawings in the following description only relate to some embodiments of the present invention and are not limiting to the present invention.
Fig. 1 is a schematic structural diagram of a railway vehicle underframe structure of the invention.
Fig. 2 is a schematic structural view of the front end portion of the chassis of the present invention.
Fig. 3 is a schematic sectional view illustrating the installation of the first floor and the underframe edge beam according to the present invention.
Fig. 4 is a schematic sectional view illustrating the installation of the second floor and the underframe edge beam according to the present invention.
FIG. 5 is a schematic cross-sectional view illustrating the connection between the first floor and the second floor according to the present invention.
Fig. 6 is a schematic sectional view of the installation of the longitudinal beam and the cover plate of the present invention.
Fig. 7 is a schematic view of a wire passing opening of a bolster of the present invention.
Fig. 8 is a schematic structural view of a bumper beam of the present invention.
FIG. 9 is a mounting diagram of the anti-creeper and coupler of the present invention.
Fig. 10 is a schematic structural view of a railway vehicle of the present invention.
Reference numerals:
1-a chassis front end portion; 2-a chassis rear end portion; 3-a first floor; 4-underframe edge beam; 5-a second floor; 6-vehicle body; 7-a driver cab; 8-rail vehicle underframe structure; 9-a car coupler; 10-an anti-creeper;
11-a first end assembly; 12-floor connecting beam; 13-a draft sill; 14-an anti-creeper mounting beam;
21-a second end assembly; 22-floor reinforcing ribs;
111-a first stringer; 112-a first cover plate; 113-bolster; 113 a-intermediate aperture position; 113 b-both sides open position; 114-a bumper beam; 114 a-a recessed structure;
211-a cross beam; 212-a second stringer; 213-second cover plate.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the drawings of the embodiments. It is to be understood that the embodiments described are only a few embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the described embodiments of the invention without any inventive step, are within the scope of protection of the invention. It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
Unless defined otherwise, technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this invention belongs. The use of "first," "second," and similar terms in the present application do not denote any order, quantity, or importance, but rather the terms are used to distinguish one element from another. The word "comprising" or "comprises", and the like, means that the element or item listed before the word covers the element or item listed after the word and its equivalents, but does not exclude other elements or items. "upper", "lower", "left", "right", and the like are used merely to indicate relative positional relationships, and when the absolute position of the object being described is changed, the relative positional relationships may also be changed accordingly. The terms "connected", "connected" and "fixed" should be interpreted broadly, e.g., as a fixed connection, a detachable connection, or an integral part; may be directly connected or indirectly connected through an intermediate. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.
At least one embodiment of the present invention provides a rail vehicle underframe structure, as shown in fig. 1, including an underframe front end portion 1, an underframe rear end portion 2, a first floor 3 for connecting the underframe front end portion 1 and the underframe rear end portion 2, and underframe edge beams 4, where the underframe front end portion 1 and the underframe rear end portion 2 are respectively located at two ends of the first floor 3 in a length direction, the underframe edge beams 4 have 2, and the 2 underframe edge beams 4 are respectively connected to two outer side faces of the first floor 3 in the length direction, and the rail vehicle underframe structure is characterized in that: the chassis front end part 1 comprises a second floor 5 and a first end component 11, wherein the second floor 5 is fixedly connected with the lower part of the first end component 11 and is connected with the first floor 3.
With reference to fig. 3, 4 and 5, the main body of the second floor 5 has a first thickness, and the joint between the edge of the second floor 5 and the edge beam 4 of the underframe has a second thickness, and the first thickness is smaller than the second thickness; the second thickness is the same as the thickness of the first floor panel 3. The second floor 5 adopts the variable cross section design, and the thickness of both sides is unanimous with the thickness on first floor 3 to guarantee that the connected mode of floor and chassis boundary beam 4 is unanimous, the thickness attenuate on second floor 5 in the bogie motion region, interfere with the automobile body when can effectively avoiding the bogie motion, kept the integrality on floor simultaneously, compare in the local fluting in floor and improved the rigidity and the vehicle sound insulation performance on automobile body floor.
The underframe front end part 1 also comprises a floor connecting beam 12, and the second floor 5 is connected with the first floor 3 through the floor connecting beam 12.
Referring to fig. 6, the first end assembly 11 includes a first longitudinal beam 111 and a first cover plate 112, the first longitudinal beam 111 is used for connecting the floor connecting beam 12 and the first end assembly 11, the number of the first longitudinal beams 111 is 2, the first cover plate 112 is connected between 2 first longitudinal beams 111, and the plate body of the first cover plate 112 has a third thickness, and the third thickness is smaller than the first thickness. A frame structure is formed between the first longitudinal beam 111 and the first cover plate 112, the first cover plate 112 is made of a plate with the thickness smaller than that of the second floor 5, the interference of a bogie motor is effectively avoided while the strength is ensured, and a path is provided for wiring and pipe arrangement.
With reference to fig. 2 and 7, the first end assembly 11 further includes a bolster 113, the bolster 113 is disposed along the width direction of the underframe and connected to the first longitudinal beam 111 and the first cover plate 112, and a thread passing opening position 113a in the middle of the bolster 113 is higher than opening positions 113b on both sides of the bolster 113. The middle of the sleeper beam 113 is higher in the position 113a of the wire passing opening, so that the first cover plate 112 is adapted to, the wiring path is optimized, and more space is reserved for installing the bogie.
Referring to fig. 8, the first end assembly 11 further includes a bumper beam 114, the bumper beam 114 connects the bolster 113 and the front end of the underframe in the length direction, and one end of the bumper beam 114 close to the bolster 113 has a concave structure 114 a. The bumper beam 114 is designed with a certain inclination/slope, and the end close to the sleeper beam is not horizontal but has a concave structure 114a, so that sufficient movement space is provided for the bogie, the interference of a bogie shaft disc and the bumper beam when the bogie moves can be avoided, meanwhile, the bumper beam 114 is not required to be locally dug, and the integrity and the structural strength of the bumper beam 114 are ensured.
Further, the chassis rear end portion 2 comprises a second floor 5 and a second end assembly 21, wherein the second floor 5 is fixedly connected to the lower portion of the second end assembly 21 and is connected with the first floor 3; the main body of the second floor 5 has a first thickness, the joint of the edge of the second floor 5 and the underframe edge beam 4 has a second thickness, and the first thickness is smaller than the second thickness; the second thickness is the same as the thickness of the first floor panel 3.
Further, the second end assembly 21 includes a cross beam 211, a second longitudinal beam 212, and a second cover plate 213, the second floor panel 5 is connected to the first floor panel 3 through the cross beam 211, the second longitudinal beam 212 is used to connect the cross beam 211 and the second end assembly 21, the number of the second longitudinal beams 212 is 2, the second cover plate 213 is connected between 2 of the second longitudinal beams 212, and a plate body of the second cover plate 213 has a fourth thickness, and the fourth thickness is smaller than the first thickness. Preferably, the fourth thickness is the same as the third thickness, so that the second cover plate 213 and the first cover plate 112 are consistent and bogie interference is avoided.
Further, a floor reinforcing rib 22 is further arranged between the cross beam 211 and the first floor 3.
Referring to fig. 9, the front end portion 1 of the underframe further includes a draft sill 13 and an anti-creeper mounting sill 14, the draft sill 13 is disposed in the width direction and connected to the first end assembly 11, and the anti-creeper mounting sill 14 is disposed below the front end of the draft sill 13 and connected to the draft sill 13. The chassis front end part 1 has still designed the anticreeper installation roof beam 14, and the anticreeper installation roof beam 14 is located 13 draw beams and is located between the floor of chassis front end, and draw beams 13 is located the rear end of anticreeper installation roof beam 14, and draw beams 13 is used for installing car hook 9, and the design of anticreeper installation roof beam 14 is used for installing anticreeper 10, and the car hook 9 is last, and anticreeper 10 is under, and both installation space is abundant and mutually noninterfere.
Based on the same inventive concept, the invention further provides a rail vehicle, as shown in fig. 10, which comprises a vehicle body 6, a cab 7, wherein the cab 7 is located at the front end of the vehicle body 6, and the rail vehicle underframe structure 8 is characterized in that the rail vehicle underframe structure 8 is located at the bottom of the vehicle body 6 and is connected with the cab 7.
The underframe structure of the railway vehicle and the railway vehicle provided by the invention have the technical characteristics of high strength and rigidity, light weight and good comfort while being suitable for a low floor surface to avoid bogie interference; meanwhile, under the condition that the front end angle of the vehicle is large, the anti-climbing energy absorption device with the structure is creatively arranged to enable the vehicle body to have anti-collision high safety performance when the train collides.
The chassis structure avoids interference between the bogie and a vehicle body during movement through the variable cross-section design of the second floor, has more superiority compared with a scheme of digging grooves on the floor, not only maintains the integrity of the floor, but also ensures the rigidity and sound insulation performance of the floor, and has lighter weight.
The foregoing examples are set forth to illustrate the present invention more clearly and are not to be construed as limiting the scope of the invention, which is defined in the appended claims to which the invention pertains, as modified in all equivalent forms, by those skilled in the art after reading the present invention.
Claims (10)
1. A rail vehicle underframe structure comprises an underframe front end part (1), an underframe rear end part (2), a first floor (3) and an underframe boundary beam (4), wherein the first floor (3) is used for connecting the underframe front end part (1) with the underframe rear end part (2), the underframe front end part (1) and the underframe rear end part (2) are respectively positioned at two ends of the first floor (3) in the length direction, the number of the underframe boundary beam (4) is 2, and the number of the underframe boundary beam (4) is respectively connected with two outer side faces of the first floor (3) in the length direction, and the rail vehicle underframe structure is characterized in that:
the chassis front end part (1) comprises a second floor (5) and a first end assembly (11), wherein the second floor (5) is fixedly connected to the lower part of the first end assembly (11) and is connected with the first floor (3);
the plate body main body of the second floor (5) is provided with a first thickness, the joint of the edge of the second floor (5) and the underframe boundary beam (4) is provided with a second thickness, and the first thickness is smaller than the second thickness;
the second thickness is the same as the thickness of the first floor panel (3).
2. The rail vehicle underframe structure of claim 1, wherein the first end assembly (11) comprises a first longitudinal beam (111) and a first cover plate (112), the first longitudinal beam (111) being used for connecting the first floor (3) and the first end assembly (11), the first longitudinal beam (111) having 2, 2 of the first longitudinal beams (111) connecting the first cover plate (112) therebetween, the first cover plate (112) having a plate body with a third thickness, the third thickness being smaller than the first thickness.
3. The rail vehicle underframe structure of claim 2, wherein the first end assembly (11) further comprises a bolster (113), the bolster (113) is disposed along the width direction of the underframe and is connected to the first longitudinal beam (111) and the first cover plate (112), and an opening in the middle of the bolster (113) is higher than openings on both sides.
4. The rail vehicle undercarriage structure of claim 3 wherein the first end assembly (11) further comprises a bumper beam (114), the bumper beam (114) connecting the bolster beam (113) to the undercarriage front end in the length direction, the bumper beam (114) having a recessed configuration at an end proximate the bolster beam (113).
5. The rail vehicle underframe structure of claim 1, wherein said underframe front end portion (1) further comprises a floor coupling beam (12), and said second floor (5) is connected to said first floor (3) via said floor coupling beam (12).
6. The rail vehicle underframe structure of claim 1, wherein the underframe rear end portion (2) comprises a second floor (5), a second end assembly (21), the second floor (5) being fixedly connected to a lower portion of the second end assembly (21) and being connected to the first floor (3); the plate body main body of the second floor (5) is provided with a first thickness, the joint of the edge of the second floor (5) and the underframe boundary beam (4) is provided with a second thickness, and the first thickness is smaller than the second thickness; the second thickness is the same as the thickness of the first floor panel (3).
7. The rail vehicle underframe structure of claim 7, wherein the second end assembly (21) comprises a cross member (211), a second longitudinal member (212), and a second cover plate (213), the second floor (5) being connected to the first floor (3) via the cross member (211), the second longitudinal member (212) being used to connect the cross member (211) to the second end assembly (21), the second longitudinal member (212) having 2, 2 of the second longitudinal members (212) connecting the second cover plate (213) therebetween, the second cover plate (213) having a plate body with a fourth thickness, the fourth thickness being smaller than the first thickness.
8. The rail vehicle underframe structure according to claim 7, characterized in that a floor reinforcement (22) is further provided between the cross beam (211) and the first floor (3).
9. The rail vehicle underframe structure according to claim 1, wherein said underframe front end portion (1) further comprises a draft sill (13), an anti-creeper mounting beam (14), said draft sill (13) being disposed in the width direction and connected with said first end assembly (11), said anti-creeper mounting beam (14) being located below the front end of said draft sill (13) and connected with said draft sill (13).
10. A rail vehicle comprising a vehicle body (6), a cab (7), said cab (7) being located at the front end of said vehicle body (6), and a rail vehicle chassis structure (8) according to any one of claims 1 to 9, wherein said rail vehicle chassis structure (8) is located at the bottom of said vehicle body (6) and is connected to said cab (7).
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| CN202011014533.7A CN112078619B (en) | 2020-09-24 | 2020-09-24 | Rail vehicle chassis structure and rail vehicle |
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| CN202011014533.7A CN112078619B (en) | 2020-09-24 | 2020-09-24 | Rail vehicle chassis structure and rail vehicle |
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| CN112078619B CN112078619B (en) | 2021-11-16 |
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Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112937623A (en) * | 2021-03-29 | 2021-06-11 | 北京轨道交通技术装备集团有限公司 | Rail vehicle chassis with large-section traction and bolster buffering structure |
| CN113602308A (en) * | 2021-08-20 | 2021-11-05 | 中车株洲电力机车有限公司 | Rail vehicle chassis |
| CN114194227A (en) * | 2021-12-03 | 2022-03-18 | 中车唐山机车车辆有限公司 | Rail vehicle based on modular design |
| CN114194240A (en) * | 2022-01-20 | 2022-03-18 | 河北京车轨道交通车辆装备有限公司 | Modular subway underframe and manufacturing method thereof |
| CN114312887A (en) * | 2022-01-05 | 2022-04-12 | 中车青岛四方机车车辆股份有限公司 | Vehicle body chassis and rail vehicle |
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| CN112937623A (en) * | 2021-03-29 | 2021-06-11 | 北京轨道交通技术装备集团有限公司 | Rail vehicle chassis with large-section traction and bolster buffering structure |
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| CN114194227A (en) * | 2021-12-03 | 2022-03-18 | 中车唐山机车车辆有限公司 | Rail vehicle based on modular design |
| CN114312887A (en) * | 2022-01-05 | 2022-04-12 | 中车青岛四方机车车辆股份有限公司 | Vehicle body chassis and rail vehicle |
| CN114312887B (en) * | 2022-01-05 | 2023-08-04 | 中车青岛四方机车车辆股份有限公司 | Car body underframe and rail vehicle |
| CN114194240A (en) * | 2022-01-20 | 2022-03-18 | 河北京车轨道交通车辆装备有限公司 | Modular subway underframe and manufacturing method thereof |
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