CN213502289U - Vehicle body underframe structure of medium-low speed maglev train - Google Patents
Vehicle body underframe structure of medium-low speed maglev train Download PDFInfo
- Publication number
- CN213502289U CN213502289U CN202022798436.3U CN202022798436U CN213502289U CN 213502289 U CN213502289 U CN 213502289U CN 202022798436 U CN202022798436 U CN 202022798436U CN 213502289 U CN213502289 U CN 213502289U
- Authority
- CN
- China
- Prior art keywords
- sleeper beam
- sleeper
- chassis
- sliding table
- longitudinal
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Body Structure For Vehicles (AREA)
Abstract
The utility model discloses a car body chassis structure of well low-speed maglev train relates to maglev car body structure field, contains chassis boundary beam and the chassis crossbeam and the floor that preceding, rear end set up that the left and right sides set up, a serial communication port, chassis structure is last from front end to rear end along longitudinal extension side interval in proper order installs first corbel slip table, second corbel slip table, third corbel slip table, fourth corbel slip table and fifth corbel slip table, both ends overlap joint about corbel slip table contains corbel crossbeam on the chassis boundary beam and be used for supporting the corbel longeron of corbel crossbeam on the floor with chassis boundary beam parallel arrangement, the tip corbel longeron that first corbel slip table, fifth corbel slip table contain extends to chassis structure's tip, the tip corbel longeron is used for the erection bracing chassis end structure.
Description
Technical Field
The utility model belongs to magnetic levitation body structure field further relates to well low-speed maglev train's automobile body chassis structure.
Background
The magnetic-levitation train utilizes the principle that electromagnets attract ferromagnetic materials to support the train to float above a track through electromagnetic force, and the train is pushed to move forwards through a moving electromagnetic field and the electromagnetic force generated by a linear motor, so that the train and the track run in a non-contact mode. Medium-low speed maglev transportation compares the urban rail train that the tradition was based on wheel rail is adhered as a more neotype track traffic mode of transportation, has that climbing ability is strong, turn radius is little, the structure is succinct, maintain advantages such as easier, noise is low. At present, the development of the field of medium and low speed maglev trains in China is rapid.
The chassis structure of the vehicle body of the medium-low speed maglev train is a connection transition mechanism of the vehicle body and a suspension frame, and the suspension frame is connected through the arrangement of a sleeper beam sliding table. The chassis is used for bearing the vehicle body and can be used for installing part of electrical equipment. The front end and the rear end of a vehicle body underframe structure of the medium-low speed maglev train need to be provided with end structures, and the end structures are used for installing vehicle hooks and bearing impact load when a vehicle body collides.
SUMMERY OF THE UTILITY MODEL
As shown in fig. 6, the first generation of suspension rack, i.e. the square suspension rack, is installed in the existing vehicle body underframe structure, in the layout of the vehicle body underframe structure, the distance between the sleeper beam sliding table of the square suspension rack installed on the existing underframe body and the existing end structure is short, and the existing end structure is directly installed and supported by the sleeper beam sliding table of the square suspension rack.
As shown in fig. 7, the schematic view of the chassis structure using the second generation suspension frame is shown, the second generation suspension frame uses an i-shaped suspension frame, and the use of the i-shaped suspension frame can make the strength of the maglev train higher and the weight of the maglev train lighter. But compared with the traditional first generation suspension frame, the I-shaped suspension frame sleeper beam matched with the I-shaped suspension frame is far away from the end structure.
Therefore, in the field of magnetic levitation vehicle body structures, a supporting underframe structure for a second generation levitation frame, which can provide enough strength for an end structure, needs to be provided. Therefore, the utility model provides a car body chassis structure of well low-speed maglev train comes the solution problem with following technical essential:
the vehicle body chassis structure of the medium-low speed maglev train comprises chassis boundary beams arranged on the left side and the right side, chassis cross beams arranged at the front end and the rear end, and a floor, and is characterized in that the chassis structure is provided with a first sleeper beam sliding table, a second sleeper beam sliding table, a third sleeper beam sliding table, a fourth sleeper beam sliding table and a fifth sleeper beam sliding table at intervals along the longitudinal extension direction from the front end to the rear end in sequence, the sleeper beam sliding tables comprise left and right end parts which are lapped on the sleeper beam on the chassis boundary beams and sleeper beam longitudinal beams which are arranged on the floor in parallel with the chassis boundary beams and used for supporting the sleeper beam cross beams, the end sleeper beam longitudinal beams contained by the first sleeper beam sliding table and the fifth sleeper beam sliding table extend to the end parts of the chassis structure, and the end part sleeper beam longitudinal beams are used for installing and supporting the end.
As above, compared with the prior art, the utility model provides a pair of automobile body chassis structure, control chassis boundary beam, around the chassis crossbeam link to each other in proper order and enclose into mouthful font border, the centre is provided with the floor, the interface of floor and each chassis boundary beam, chassis crossbeam is the form of overlap joint welding seam, control the chassis boundary beam and be used for the transmission, bear drawing, the pressure of the longitudinal direction that the vehicle bottom chassis received. The difference lies in that, in this scheme, the quantity that is used for connecting the sleeper beam slip table of installation suspension frame is five, because of the structural feature of I-shaped suspension frame, two sleeper beam slip tables of head and the tail, first sleeper beam slip table, fifth sleeper beam slip table and chassis structure head tip have kept certain distance. For making two sleeper beam slip tables of head and the tail can effectively support the chassis end structure after the installation, set up to, the tip sleeper beam longeron that first sleeper beam slip table, fifth sleeper beam slip table contained extends to chassis structure's tip: for mounting the supporting chassis end structure. Because the sleeper beam longitudinal beams for supporting the sleeper beam cross beams are arranged in parallel with the underframe boundary beams, the extending direction of the sleeper beam longitudinal beams is consistent with the direction of longitudinal tension and compression load applied to the underframe of the car body, so that longitudinal force flow transmitted by the front end structure can be transmitted more stably, and the front end structure is supported more firmly. Compared with the existing chassis structure for connecting and installing the first-generation suspension frame, the chassis structure is provided with less five sleeper beam sliding tables, so that the weight is reduced, the layout of the chassis structure is simplified, and more spaces are provided for the installation layout of equipment on the chassis structure. Meanwhile, the arrangement of the end sleeper beam longitudinal beam can be used for supporting a sleeper beam cross beam and also can be used for supporting an end structure of the underframe, so that the underframe structure has enough longitudinal strength.
The further technical scheme is as follows:
the quantity of the tip sleeper beam longeron that first sleeper beam slip table contained is two, and two tip sleeper beam longerons use chassis structure longitudinal center line to be the symmetry axis and be symmetrical arrangement, the quantity of the tip sleeper beam longeron that fifth sleeper beam slip table contained is two, and two tip sleeper beam longerons use chassis structure longitudinal center line to be symmetrical arrangement as the symmetry axis. In the technical characteristic, the underframe structures of the maglev trains are symmetrically arranged, and the front end structures of the maglev trains are also symmetrically arranged by taking the longitudinal center line of the underframe structures as a symmetric axis. Therefore, the number of the end sleeper beam for mounting and supporting the end structure is two, and the end sleeper beam is symmetrically arranged with the longitudinal center line of the underframe structure, so that the longitudinal force flow borne by the end sleeper beam is positioned in the center of the overall underframe structure, the transmission of the longitudinal force flow is more stable, and the longitudinal strength of the underframe structure is increased.
The end sleeper beam longitudinal beam is provided with a front end part and a rear end part, wherein the free end which is not used for installing the end structure of the underframe is provided with a sleeper beam longitudinal beam fillet. In the technical characteristics, the rounded corners of the sleeper beam longitudinal beams are arranged at the joint of the end part sleeper beam longitudinal beam and the floor, and the end part sleeper beam longitudinal beam needs to support the end part structure and bear the load of the chassis of the vehicle body in the longitudinal direction, so the stress concentration phenomenon can be reduced by the arrangement of the rounded corners of the sleeper beam longitudinal beam, and the bearing capacity of the end part sleeper beam longitudinal beam is further improved.
The first sleeper beam sliding table, the third sleeper beam sliding table and the fifth sleeper beam sliding table are linear bearing type sleeper beam sliding tables, and the second sleeper beam sliding table and the fourth sleeper beam sliding table are fixed sleeper beam sliding tables. Fixed sleeper beam slip table is split type structure, the sleeper beam crossbeam that fixed sleeper beam slip table contains divide into independent left and right sub sleeper beam crossbeam, both ends overlap joint respectively on chassis boundary beam and sleeper beam longeron about the sub sleeper beam crossbeam. In the technical characteristics, the fixed sleeper beam sliding table in split type design can further reduce the weight of the vehicle body structure under the condition of meeting the installation requirement, and meanwhile, more spaces are provided for the installation of large-scale underframe equipment.
The utility model discloses a fixed bolster slip table, including bolster longeron, horizontal shock attenuation mount pad includes that two parallel arrangement's ear seat and welding set up the connecting plate that is used for connecting two mount pads, it has two coaxial round holes to open on two ear seats. In this technical characteristic, horizontal shock attenuation mount pad is used for installing horizontal bumper shock absorber, and the bumper shock absorber is used for buffering displacement influence from top to bottom, promotes stability. The transverse shock-absorbing safety seat consists of two lug seats and a connecting plate, and two round holes are processed after welding so as to ensure the concentricity of the two round holes.
In order to improve the light weight design of the vehicle body, the front end face and the rear end face of the sleeper beam longitudinal beam contained in the second sleeper beam sliding table, the fourth sleeper beam sliding table and the sleeper beam transverse beam supporting the second sleeper beam sliding table are not beyond the front end face and the rear end face of the sleeper beam transverse beam supported by the fourth sleeper beam sliding table. The chassis boundary beam is provided with a notch between the two sleeper beam sliding tables, and a notch fillet is arranged at the corner of the notch. The sleeper beam cross beam is provided with lightening holes, and the underframe side beam, the underframe cross beam and the floor main body are formed by welding closed inclined rib section aluminum alloy hollow extruded sections.
A plurality of C-shaped grooves are formed in the floor, and at least one of the C-shaped grooves is an embedded high-low C-shaped groove. In the technical characteristics, the C-shaped groove is used for hanging various underframe equipment, wherein the embedded high-low C-shaped groove is used for hanging larger equipment, and the high C-shaped groove is used for installing large equipment needing heat dissipation, such as an auxiliary inverter, a high-voltage electric box, a traction inverter and the like. The short C-shaped groove is used for installing a storage battery and an air compressor, and the C-shaped grooves can be arranged on the two sides of the long floor and used for hanging smaller equipment such as a suspension controller and the like.
Compared with the prior art, the beneficial effects of the utility model are that:
the utility model has the advantages of being scientific and reasonable in structure. Compared with the prior art, the chassis structure of the vehicle body is provided with five sleeper beam sliding tables for mounting the I-shaped suspension frame. The end sleeper beam longitudinal beam extends to be connected with the underframe cross beam and can support an end structure arranged at the end of the underframe, so that the underframe structure can bear longitudinal tension and compression loads more stably. The free end of the end sleeper beam longitudinal beam is provided with a sleeper beam longitudinal beam fillet, so that the strength of the underframe structure in the longitudinal direction can be increased. The arrangement of the embedded high-low C-shaped groove can effectively improve the heat dissipation condition of the underframe equipment under the condition that an additional installation space is not increased.
Drawings
The accompanying drawings are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention, and together with the description serve to explain the invention and not to limit the invention.
Fig. 1 is a schematic overall layout diagram of the present invention;
FIG. 2 is a schematic end view of the present invention;
fig. 3 is a schematic cross-sectional view of the present invention;
fig. 4 is a schematic view of a fixed bolster sliding table of the present invention;
fig. 5 is a schematic view of the damping mount of the present invention;
FIG. 6 is a simplified schematic diagram of a conventional vehicle chassis structure employing a first generation suspension frame;
FIG. 7 is a simplified schematic diagram of a vehicle chassis structure employing an I-shaped suspension frame;
in the figure: 1. an underframe edge beam; 11. a notch; 12. rounding off the notch; 2. an underframe cross beam; 3. a floor; 4. a sleeper beam sliding table; 41. a fixed bolster sliding table; 411. a second bolster slide; 412. a fourth bolster slide; 42. linear bearing bolster slides; 421. a first bolster sliding table; 422. a third bolster sliding table; 423. a fifth sleeper beam sliding table; 43. a bolster beam; 431. a sub-sleeper beam cross beam; 44. a bolster longitudinal; 441. an end bolster stringer; 442. chamfering the longitudinal beam of the sleeper beam; 45. a shock-absorbing mounting seat; 451. an ear mount; 452. a connecting plate; 453. a circular hole; 5. c-shaped grooves; 51. an embedded high-low C-shaped groove; 1001. an existing chassis body; 1002. a square suspension frame; 1003. a square suspension frame sleeper beam sliding table; 1004. an existing end structure; 2001. an I-shaped suspension frame; 2002. i-shaped suspension frame sleeper beam slip table.
Detailed Description
The technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, rather than all embodiments, and all other embodiments obtained by a person of ordinary skill in the art without creative work belong to the protection scope of the present invention based on the embodiments of the present invention.
Referring to fig. 1 to 7, the present invention provides a technical solution: .
Middle-low speed maglev train's automobile body chassis structure contains chassis boundary beam 1 and preceding, chassis crossbeam 2 and floor 3 that the rear end set up that the left and right sides set up, its characterized in that, chassis structure is last from front end to rear end along longitudinal extension direction interval installation in proper order first sleeper beam slip table 421, second sleeper beam slip table 411, third sleeper beam slip table 422, fourth sleeper beam slip table 412 and fifth sleeper beam slip table 423, sleeper beam slip table 4 contains about both ends overlap joint sleeper beam 43 of 1 on the chassis boundary beam and sleeper beam 44 that is used for supporting sleeper beam 43 on floor 3 with chassis boundary beam 1 parallel arrangement, tip sleeper beam 441 that first sleeper beam slip table 421, fifth sleeper beam slip table 423 contained extends to chassis structure's tip, tip sleeper beam 441 is used for the erection bracing chassis tip structure.
As shown in fig. 6, in the layout of the conventional vehicle body underframe structure, a first generation suspension frame, that is, a square suspension frame 1002 is installed, in the layout of the vehicle body underframe structure, a square suspension frame sleeper beam sliding table 1003 installed on a conventional underframe body 1001 is closer to a conventional end structure 1004, and the square suspension frame sleeper beam sliding table 1003 is directly installed and supported on the conventional end structure 1004.
The utility model provides a pair of automobile body chassis structure, about chassis boundary beam 1, around chassis crossbeam 2 link to each other in proper order and enclose into mouthful font border, the centre is provided with floor 3, floor 3 and each chassis boundary beam 1, chassis crossbeam 2's interface be the form of overlap joint welding seam, about chassis boundary beam 1 be used for the transmission, bear drawing, pressure of the vertical direction that the vehicle bottom chassis receives. Compared with the prior art, the difference is that in the scheme, the number of the sleeper beam sliding tables 4 for connecting and installing the suspension frame is five, and due to the structural characteristics of the i-shaped suspension frame 2001, as shown in fig. 7, the i-shaped suspension frame sleeper beam sliding table 2002 arranged in cooperation with the i-shaped suspension frame 2001 is far from the end structure. For making two sleeper beam slip tables 4 of head and the tail can effectively support the chassis end structure after the installation, set up to, the tip sleeper beam longeron 441 that first sleeper beam slip table 421, fifth sleeper beam slip table 423 contain extends to the tip of chassis structure: for mounting the supporting chassis end structure. Since the bolster longitudinal beams 44 for supporting the bolster cross beams 43 are arranged in parallel with the underframe side beams 1, the extending direction of the bolster longitudinal beams 44 is also the same as the direction of the longitudinal tension and compression load applied to the car body underframe, so that the longitudinal force flow transmitted by the front end structure can be more stably transmitted, and the front end structure for installing the coupler can be more firmly supported. Compared with the existing chassis structure for connecting and installing the first generation suspension frame, the chassis structure is provided with five sleeper beam sliding tables 4 with less quantity, so that the weight is reduced, the layout of the chassis structure is simplified, and more spaces are provided for the installation layout of equipment on the chassis structure. Meanwhile, the end sleeper beam 441 is arranged to support not only the sleeper beam cross beam 43 but also the underframe end structure, so that the underframe structure has sufficient longitudinal strength.
The further technical scheme is as follows:
the number of the end sleeper beam 441 included in the first sleeper beam sliding table 421 is two, the two end sleeper beam 441 are symmetrically arranged by taking the longitudinal central line of the underframe structure as a symmetric axis, the number of the end sleeper beam 441 included in the fifth sleeper beam sliding table 423 is two, and the two end sleeper beam 441 are symmetrically arranged by taking the longitudinal central line of the underframe structure as a symmetric axis. In the technical characteristic, the underframe structures of the maglev trains are symmetrically arranged, and the front end structures of the maglev trains are also symmetrically arranged by taking the longitudinal center line of the underframe structures as a symmetric axis. Therefore, the number of the end sleeper beam 441 used for mounting and supporting the end structure is two, and the end sleeper beam is symmetrically arranged with the longitudinal center line of the underframe structure, so that the longitudinal force flow carried by the end sleeper beam can be positioned in the center of the overall underframe structure, the transmission of the longitudinal force flow is more stable, and the longitudinal strength of the underframe structure is increased.
The free end of the end bolster longitudinal beam 441 not connected with the underframe cross beam 2 is provided with a bolster longitudinal beam fillet 442. In the technical feature, the bolster longitudinal beam rounded corners 442 are disposed at the joints of the end portions of the end bolster longitudinal beams 441 and the floor 3, and the end bolster longitudinal beams 441 need to support loads in the longitudinal direction of the end structure and the vehicle body underframe, so the stress concentration phenomenon can be reduced by the bolster longitudinal beam rounded corners 442, and the bearing capacity of the end bolster longitudinal beams 441 can be further improved.
The first bolster sliding table 421, the third bolster sliding table 422, and the fifth bolster sliding table 423 are linear bearing type bolster sliding tables 42, and the second bolster sliding table 411 and the fourth bolster sliding table 412 are fixed bolster sliding tables 41. Fixed sleeper beam slip table 41 is split type structure, sleeper beam crossbeam 43 that fixed sleeper beam slip table contains divide into independent left and right sub sleeper beam crossbeam 431, both ends overlap joint respectively on chassis boundary beam 1 and sleeper beam longeron 44 about sub sleeper beam crossbeam 431. In this technical feature, the fixed bolster slipway 41 of the split design can further reduce the weight of the vehicle body structure under the condition of satisfying the installation requirements, and simultaneously provides more space for the installation of large-scale underframe equipment.
Bolster longeron 44 medial surface that fixed bolster slip table 41 contained is provided with horizontal shock attenuation mount pad 45, horizontal shock attenuation mount pad 45 contains the ear seat 451 and the welding setting of two parallel arrangement and is used for connecting the connecting plate 452 of two mount pads, it has two coaxial round holes 453 to open on two ear seats 451. In the technical characteristics, the transverse shock absorption mounting seat 45 is used for mounting a transverse shock absorber, and the shock absorber is used for buffering the influence of vertical displacement and improving the stability. The transverse shock-absorbing safety seat consists of two lug seats 451 and a connecting plate 452, and two round holes 453 are processed after welding so as to ensure the concentricity of the two round holes 453.
In order to improve the light weight design of the vehicle body, the front and rear end surfaces of the bolster longitudinal beams 44 included in the second to fourth bolster sliding tables 412 are set to be not beyond the front and rear end surfaces of the bolster transverse beams 43 supported by the second to fourth bolster sliding tables. The underframe boundary beam 1 is provided with a notch 11 between the two sleeper beam sliding tables 4, and the corner of the notch 11 is provided with a notch fillet 12. The sleeper beam cross beam 43 is provided with lightening holes, and the main bodies of the underframe boundary beam 1, the underframe cross beam 2 and the floor 3 are formed by welding closed inclined rib section aluminum alloy hollow extruded sections.
The floor 3 is provided with a plurality of C-shaped grooves 5, and at least one C-shaped groove 5 in the C-shaped grooves 5 is an embedded high-low C-shaped groove 51. In the technical characteristics, the C-shaped groove 5 is used for hanging various underframe equipment, wherein the embedded high-low C-shaped groove 51 is used for hanging larger equipment, and the high C-shaped groove 5 is used for installing large equipment needing heat dissipation, such as an auxiliary inverter, a high-voltage electric box, a traction inverter and the like. The short C-shaped grooves 5 are used for installing storage batteries and air compressors, and the C-shaped grooves 5 can be arranged on two sides of the long floor 3 and used for hanging small equipment such as a suspension controller and the like.
The above is the preferred embodiment of the present invention, and the technical personnel in the field of the present invention can also change and modify the above embodiment, therefore, the present invention is not limited to the above specific embodiment, and any obvious improvement, replacement or deformation made by the technical personnel in the field on the basis of the present invention all belong to the protection scope of the present invention.
Claims (10)
1. A vehicle body chassis structure of a medium-low speed maglev train comprises chassis side beams (1) arranged on the left side and the right side, chassis cross beams (2) arranged at the front end and the rear end, and a floor (3), and is characterized in that the chassis structure is provided with a first sleeper beam sliding table (421), a second sleeper beam sliding table (411), a third sleeper beam sliding table (422), a fourth sleeper beam sliding table (412) and a fifth sleeper beam sliding table (423) at intervals along the longitudinal extension direction from the front end to the rear end in sequence, the sleeper beam sliding table (4) comprises a sleeper beam cross beam (43) with the left end and the right end lapped on the chassis side beam (1) and a sleeper beam longitudinal beam (44) which is arranged on the floor (3) in parallel with the chassis side beam (1) and is used for supporting the sleeper beam cross beam (43), and the end sleeper beam longitudinal beam (441) contained by the first sleeper beam sliding table (421) and the fifth sleeper beam sliding table (423) extends to the end part of, the end bolster longitudinal beam (441) is used for mounting and supporting an end structure of the underframe.
2. The vehicle body underframe structure of the medium-low speed maglev train according to claim 1, wherein the first sleeper beam sliding table (421) comprises two end sleeper beam longitudinal beams (441), the two end sleeper beam longitudinal beams (441) are symmetrically arranged by taking the longitudinal center line of the underframe structure as a symmetry axis, the fifth sleeper beam sliding table (423) comprises two end sleeper beam longitudinal beams (441), and the two end sleeper beam longitudinal beams (441) are symmetrically arranged by taking the longitudinal center line of the underframe structure as a symmetry axis.
3. The vehicle body underframe structure of a medium-low speed maglev train according to claim 2, wherein the end sleeper beam longitudinal beam (441) has a front end and a rear end, wherein a free end not used for mounting the underframe end structure is provided with a sleeper beam longitudinal beam fillet (442).
4. The vehicle body underframe structure of the medium-low speed magnetic levitation train as claimed in claim 1, wherein the first sleeper beam slipway (421), the third sleeper beam slipway (422) and the fifth sleeper beam slipway (423) are linear bearing type sleeper beam slipways (42), and the second sleeper beam slipway (411) and the fourth sleeper beam slipway (412) are fixed sleeper beam slipways (41).
5. The vehicle body underframe structure of the medium-low speed maglev train according to claim 4, wherein the fixed sleeper beam sliding platform (41) is a split structure, a sleeper beam cross beam (43) contained in the fixed sleeper beam sliding platform is divided into a left sub sleeper beam cross beam (431) and a right sub sleeper beam cross beam (431), and the left end and the right end of the sub sleeper beam cross beam (431) are respectively lapped on the underframe boundary beam (1) and the sleeper beam longitudinal beam (44).
6. The vehicle body underframe structure of the medium-low speed maglev train according to claim 5, characterized in that a transverse shock absorption mounting seat (45) is arranged on the inner side surface of a sleeper beam longitudinal beam (44) included in the fixed sleeper beam sliding table (41), the transverse shock absorption mounting seat (45) includes two ear seats (451) arranged in parallel and a connecting plate (452) welded and arranged to connect the two mounting seats, and two coaxial round holes (453) are formed in the two ear seats (451).
7. The vehicle body underframe structure of the medium-low speed maglev train according to claim 1, wherein front and rear end surfaces of the sleeper beam longitudinal beams (44) included in the second sleeper beam sliding table (411), the third sleeper beam sliding table (422) and the fourth sleeper beam sliding table (412) do not exceed front and rear end surfaces of the sleeper beam cross beam (43) supported by the second sleeper beam sliding table.
8. The vehicle body chassis structure of the medium-low speed maglev train according to claim 1, characterized in that a gap (11) is formed between the two sleeper beam sliding tables (4) on the chassis boundary beam (1), and a gap fillet (12) is arranged at the corner of the gap (11).
9. The vehicle body underframe structure of the medium-low speed maglev train according to claim 1, wherein weight-reducing holes are arranged on the sleeper beam cross beam (43), and the main bodies of the underframe boundary beam (1), the underframe cross beam (2) and the floor (3) are formed by welding closed inclined rib section aluminum alloy hollow extruded sections.
10. The vehicle body underframe structure of the medium-low speed maglev train according to claim 1, wherein a plurality of C-shaped grooves (5) are arranged on the floor (3), and at least one C-shaped groove (5) of the plurality of C-shaped grooves (5) is an embedded high-low C-shaped groove (51).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022798436.3U CN213502289U (en) | 2020-11-27 | 2020-11-27 | Vehicle body underframe structure of medium-low speed maglev train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022798436.3U CN213502289U (en) | 2020-11-27 | 2020-11-27 | Vehicle body underframe structure of medium-low speed maglev train |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN213502289U true CN213502289U (en) | 2021-06-22 |
Family
ID=76426118
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022798436.3U Active CN213502289U (en) | 2020-11-27 | 2020-11-27 | Vehicle body underframe structure of medium-low speed maglev train |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN213502289U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112519817A (en) * | 2020-11-27 | 2021-03-19 | 中铁磁浮科技（成都）有限公司 | Vehicle body chassis structure of medium-low speed magnetic levitation vehicle |
-
2020
- 2020-11-27 CN CN202022798436.3U patent/CN213502289U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112519817A (en) * | 2020-11-27 | 2021-03-19 | 中铁磁浮科技（成都）有限公司 | Vehicle body chassis structure of medium-low speed magnetic levitation vehicle |
| CN112519817B (en) * | 2020-11-27 | 2024-08-20 | 中铁宝桥集团有限公司 | Vehicle body underframe structure of medium-low speed magnetic levitation vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN206968653U (en) | A kind of running gear of vacuum bullet train | |
| CN107697091B (en) | Compact bogie with built-in axle box for metro vehicle | |
| CN112124085B (en) | Magnetic suspension carriage and magnetic suspension train | |
| WO2023284215A1 (en) | Rail vehicle and underframe thereof | |
| CN213502289U (en) | Vehicle body underframe structure of medium-low speed maglev train | |
| CN105416329A (en) | Chassis structure of low-floor rail vehicle | |
| CN110422195B (en) | Traction and bolster buffering structure for suspension type monorail train | |
| CN214356039U (en) | Novel framework for axle box bogie in railway vehicle | |
| CN114084189A (en) | Bogie with side beam fixing seats and railway vehicle | |
| CN114084185A (en) | Bogie with safety stop and railway vehicle | |
| CN114084187A (en) | Double-layer side beam bogie and railway vehicle | |
| CN201923162U (en) | Railway vehicle bogie frame | |
| CN106080646B (en) | Low-floor rail vehicle truck end sill and the bogie for being provided with the end carriage | |
| CN109109899B (en) | Bogie frame of heavy-duty train for large-tonnage narrow-gauge tunnel engineering | |
| CN112519817B (en) | Vehicle body underframe structure of medium-low speed magnetic levitation vehicle | |
| CN110549862A (en) | Small-size magnetic levitation track traffic system | |
| CN213502290U (en) | Front end structure of underframe of medium-low speed magnetic levitation vehicle | |
| CN111252104A (en) | Traction beam of railway piggyback transport vehicle | |
| CN210591423U (en) | Small-size magnetic levitation track traffic system | |
| CN201405695Y (en) | Driving axle all-air rear suspension rack of low-floor low-entrance city bus | |
| CN210554219U (en) | Maglev travel rail transit train system | |
| CN109334696B (en) | Motor train underframe of empty rail truck | |
| CN205971354U (en) | Articulated formula rail vehicle bogie frame of low -floor and bogie | |
| CN206202317U (en) | Low-floor rail vehicle bogie frame and bogie | |
| CN220220732U (en) | Swing bolster for low-floor tramcar |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20220831 Address after: No.4 Huoju Road, hi tech Development Zone, Baoji City, Shaanxi Province 721000 Patentee after: CHINA RAILWAY BAOJI BRIDGE GROUP Co.,Ltd. Address before: 610000 China Railway Rail Transit high tech Industrial Park, NO.666, jinfenghuang Avenue, Jinniu District, Chengdu, Sichuan Province Patentee before: CHINA RAILWAY MAGLEV SCIENCE & TECHNOLOGY (CHENGDU) Co.,Ltd. |