CN214112546U

CN214112546U - Front end chassis and rail vehicle

Info

Publication number: CN214112546U
Application number: CN202022507393.9U
Authority: CN
Inventors: 张成功; 王小杰; 田洪雷; 尚克明; 刘龙玺
Original assignee: CRRC Qingdao Sifang Co Ltd
Current assignee: CRRC Qingdao Sifang Co Ltd
Priority date: 2020-11-03
Filing date: 2020-11-03
Publication date: 2021-09-03
Anticipated expiration: 2030-11-03

Abstract

The utility model relates to a track traffic technical field especially relates to front end chassis and rail vehicle. The front end underframe is suitable for being arranged at the bottom of a cab, the front end underframe comprises a pair of side beams which are used for being connected to two sides of a vehicle body floor, and the vehicle body floor and the pair of side beams extend into the cab from a vehicle body along the length direction of the vehicle body; wherein, the beam body parts of the pair of side beams in the cab are respectively arranged in a relatively furled cambered surface structure. Front end chassis utilize automobile body floor as the main support component in the driver's cabin to utilize to become the streamlined structure of a pair of boundary beam structure cab that the cambered surface structure that draws in relatively set up, thereby realize on the basis that satisfies the supporting capability requirement of front end chassis to the driver's cabin, improve the water conservancy diversion ability of driver's cabin front end and automobile body appearance, thereby make the driver's cabin can satisfy rail vehicle's speed of a motor vehicle grade requirement.

Description

Front end chassis and rail vehicle

Technical Field

The utility model relates to a track traffic technical field especially relates to front end chassis and rail vehicle.

Background

The urban area fast rail train (may be referred to as "urban area train" for short) adopts double-power-supply pantograph and has dynamic automatic switching function. Pantographs of urban area fast rail trains can be freely switched between 25000-volt high-speed motor train units and 1500-volt subway train contact networks, and the trains can be operated on the tracks of the existing high-speed motor train units and can also be operated or transferred with the common rail of the subway lines.

The full-automatic urban train is an urban train which is built on an urban rail platform and has the highest running speed of 160 km/h. For the urban vehicles with higher speed grades, higher requirements are provided for the air tightness of the vehicle body, particularly the flow guiding capability and the front-end collision supporting capability of the front end of a cab and the appearance of the vehicle body.

However, the existing train has at least the following problems: on one hand, the existing urban vehicle has higher speed grade, but the flow guiding capability of the front end of the cab and the appearance of the vehicle body is obviously insufficient, so that the requirement of the speed grade cannot be met; on the other hand, the boundary beam and the floor at the cab position are welded with the boundary beam and the floor of the vehicle body through the transition boundary beam, and part of the positions need to be reinforced and connected by fasteners, so that the problem of insufficient supporting strength exists; in addition, the welding quantity between the cab and the end part of the vehicle body is too large, so that a large quantity of welding seams exist between the cab and the end part of the vehicle body, the welding deformation condition is too large, and the problems of insufficient connection and support strength between the cab and the vehicle body are further influenced.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, the utility model provides a front end chassis to in solving current train, the water conservancy diversion ability of cab front end and automobile body appearance is obvious not enough, can't satisfy the problem of speed of a motor vehicle grade requirement.

The utility model discloses still provide a rail vehicle.

According to the utility model discloses a front end chassis of an aspect embodiment is suitable for setting up in the bottom of cab, including a pair of boundary beam, a pair of boundary beam is used for connecting the both sides on the vehicle body floor, vehicle body floor and a pair of boundary beam all extend into the cab from the automobile body along automobile body length direction; the beam body parts of the pair of side beams in the cab are arranged in a relatively-folded cambered surface structure respectively.

According to the utility model discloses an embodiment, with the automobile body floor is followed automobile body length direction's central line is the symmetry axis, and is a pair of the boundary beam respectively for symmetry axis symmetry sets up.

According to the utility model discloses an embodiment still includes a front end supporting beam, a front end supporting beam with the front end on automobile body floor is connected, a front end supporting beam follows automobile body width direction sets up, and is located a pair ofly between the front end of boundary beam.

According to an embodiment of the present invention, the vehicle body further comprises a draft sill assembly, wherein the draft sill assembly is fixedly connected to the vehicle body floor and connected between a pair of the side beams; the trailing beam assembly is located rearward of the front end support beam.

According to the utility model discloses an embodiment, the draw beam subassembly includes:

a pair of main beam bodies fixedly connected to the vehicle body floor along the longitudinal direction of the vehicle body;

and the pair of reinforcing beams are respectively connected between the pair of main beam bodies and the pair of boundary beams.

According to an embodiment of the present invention, the thickness of the girder body gradually becomes thicker from the back to the front.

According to the utility model discloses an embodiment, the reinforcing beam connect in the front end of the girder body with between the front end of boundary beam.

According to the utility model discloses an embodiment, the reinforcing beam structure is the hollow rectangle structure, leave the space that is used for installing the energy absorber in the reinforcing beam, just be equipped with a plurality of lightening holes on the reinforcing beam.

According to an embodiment of the present invention, the supporting device further comprises a pair of auxiliary beams, and both ends of the front supporting beam are respectively connected to the front ends of the pair of side beams through the pair of auxiliary beams; wherein each auxiliary beam is arranged along the length direction of the edge beam on the corresponding side.

According to another aspect of the present invention, a rail vehicle comprises a front end chassis as described above.

The embodiment of the utility model provides an in above-mentioned one or more technical scheme, one of following technological effect has at least:

the utility model discloses a front end chassis is suitable for the bottom that sets up at the cab. The front end underframe body comprises a pair of side beams, the side beams are connected to two sides of a car body floor, and the car body floor and the side beams extend into a cab from a car body along the length direction of the car body; wherein, the beam body parts of the pair of side beams in the cab are respectively arranged in a relatively furled cambered surface structure. Front end chassis utilize automobile body floor as the main support component in the driver's cabin to utilize to become the streamlined structure of a pair of boundary beam structure cab that the cambered surface structure that draws in relatively set up, thereby realize on the basis that satisfies the supporting capability requirement of front end chassis to the driver's cabin, improve the water conservancy diversion ability of driver's cabin front end and automobile body appearance, thereby make the driver's cabin can satisfy rail vehicle's speed of a motor vehicle grade requirement.

The utility model discloses a rail vehicle, include as above the front end chassis, through setting up above-mentioned front end chassis for this rail vehicle has all advantages of above-mentioned front end chassis, no longer gives unnecessary details here.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

Fig. 1 is a schematic structural view of a side of a front end chassis facing away from a cab according to an embodiment of the present invention;

fig. 2 is a schematic structural view of the front end chassis of the present invention facing the cab.

Reference numerals:

1: a front end support beam; 2: a boundary beam; 3: a vehicle body floor; 4: reinforcing the beam; 5: a trailing beam assembly; 6: an auxiliary beam; 7: a coupler seat; a1: a first reference line; a2: a second reference line; b: and (4) end lines.

Detailed Description

The following describes embodiments of the present invention in further detail with reference to the accompanying drawings and examples. The following examples are intended to illustrate the invention, but are not intended to limit the scope of the invention.

In the description of the embodiments of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "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, and are only for convenience of describing the embodiments of the present invention and simplifying the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the embodiments of 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 embodiments of the present invention, it should be noted that, unless explicitly stated or limited otherwise, the terms "connected" and "connected" should be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; may be directly connected or indirectly connected through an intermediate. The specific meaning of the above terms in the embodiments of the present invention can be understood in specific cases by those skilled in the art.

In embodiments of the invention, unless expressly stated or limited otherwise, the first feature may be directly on or directly under the second feature or indirectly via intermediate members. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of an embodiment of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

As shown in fig. 1 and 2, an embodiment of the present invention provides a front end chassis, which is suitable for being disposed at the bottom of a cab. Preferably, the front end chassis is integrally constructed with an end portion of the vehicle body chassis. The front end undercarriage includes in particular a pair of side rails 2. A pair of side members 2 is attached to both sides of a vehicle body floor 3. Preferably, the pair of side rails 2 are vehicle body side rails, or the pair of side rails 2 are integrally connected to the vehicle body side rails. The vehicle body floor 3 and the pair of side beams 2 extend into the cab from the vehicle body along the length direction of the vehicle body, so that the front end chassis can be used as a main supporting part in the cab by using the vehicle body floor 3, and the two sides of the vehicle body floor 3 are reinforced by using the pair of side beams 2, so that the requirement of the supporting capacity of the front end chassis on the cab in the running process of the railway vehicle is met.

Wherein, the beam body parts of the pair of side beams 2 in the cab are respectively arranged in a relatively-folded cambered surface structure. That is, as shown in fig. 2, when the longitudinal direction of the body in which the side members 2 are positioned in the vehicle body is taken as a reference line, the reference lines of the pair of side members 2 are taken as a first reference line a1 and a second reference line a2, respectively, and the pair of side members 2 are offset and/or bent relative to the first reference line a1 and the second reference line a2, respectively, to form the above-described curved surface structure which is relatively closed. The structure is arranged so that the pair of boundary beams 2 of the front end chassis are matched with the contour of the cab to form a streamline structure which accords with aerodynamics, thereby effectively improving the flow guide capability of the front end of the cab and the contour of a vehicle body on the basis of meeting the requirement of the front end chassis on the supporting capability of the cab, and further enabling the cab to meet the requirement of the speed grade of the rail vehicle.

Understandably, the embodiment of the utility model provides an in shaping and course of working, boundary beam 2 need not the disconnection at the front end, but according to the structure needs, at the cab mounted position of front end, through modes such as mould pressing, processing, form the 2 front end molding of boundary beam that suit with cab appearance profile, foretell cambered surface structure promptly.

Understandably, the vehicle body floor 3 according to the embodiment of the present invention is preferably an aluminum floor. The entire vehicle body floor 3 extends to the front end of the cab, and the portion of the periphery of the vehicle body floor 3 that exceeds the side member 2 is removed by trimming, so that the portion of the vehicle body floor 3 where the front end of the cab is mounted is adapted to the contours of the cab and the side member 2.

In one embodiment, in order to improve the running stability of the railway vehicle, it is preferable that the pair of side members 2 are respectively disposed symmetrically with respect to a center line of the vehicle body floor 3 in the longitudinal direction of the vehicle body as a symmetry axis. That is, the pair of side beams 2 can be symmetrically arranged on two sides of the width direction of the vehicle body floor 3, so that the inward offset angles and the bending degrees of the pair of side beams 2 on the two sides of the vehicle body floor 3 are the same, the air resistance and the flow guiding capacity on two sides of the width direction of the cab in the operation process are the same, the driving stability of the cab is effectively improved, and the cab is prevented from being turned on one side.

In each embodiment of the present invention, the direction toward the center line of the vehicle body floor 3 in the vehicle body longitudinal direction is the inside.

The front end chassis is configured at an end portion of the vehicle body chassis so as to be connected to an end portion of the vehicle body in correspondence to the cab. Therefore, in the embodiments of the present invention, the direction of the cab back to the end wall of the vehicle body is used as the front end, and correspondingly, the direction of the cab toward the end wall of the vehicle body is used as the rear end.

In one embodiment, the front end chassis further comprises a front end support beam 1. The front end support beam 1 is connected to the front end of the vehicle body floor 3. Preferably, the front end support beam 1 is fixedly connected to the foremost end of the vehicle body floor 3 to serve as a lateral blocking structure of the vehicle body floor 3, and can protect the end of the vehicle body floor 3 from curling and being damaged by impact, and can reinforce the supporting capability of the vehicle body floor 3. In addition, the front end of the vehicle body floor 3 is plugged by the front end supporting beam 1, and a plate beam splicing structure in the existing front end underframe can be omitted, so that the underframe supporting strength is improved, and the underframe structure is greatly simplified. Preferably, the front end support beam 1 is disposed in the width direction of the vehicle body between the front ends of the pair of side members 2, so that the front end support beam 1 can also protect and reinforce the front ends of the pair of side members 2.

As shown in fig. 2, it is preferable that the contour line of the foremost end of the vehicle body floor 3 is an end line B, and the front end support beam 1 is attached to the position of the end line B, and both ends of the front end support beam 1 are respectively located on the front ends or the front end extension lines of the pair of side members 2. In order to further enhance the structural reinforcement of the side members 2, it is preferable that the front end underframe further includes a pair of auxiliary members 6, and as shown in fig. 2, both ends of the front end support beam 1 are connected to the front ends of the pair of side members 2 via the pair of auxiliary members 6. Wherein each auxiliary beam 6 is arranged along the length direction of the edge beam 2 on the corresponding side.

In one embodiment, the front end chassis further comprises a trailing beam assembly 5. The draft sill assembly 5 is fixedly connected to the vehicle body floor 3 and is connected between the pair of side members 2. This front end chassis passes through draw beam subassembly 5 and realizes whole support to automobile body floor 3 to a large amount of longerons and the crossbeam that the front end chassis set up in having cancelled current vehicle, simplify chassis structure, utilize draw beam subassembly 5 and automobile body floor 3 to weld into an organic whole structure moreover, thereby make the front end chassis form whole bearing structure, can play more reliable reinforcing effect to the support capacity of front end chassis. Preferably, the towing beam assembly 5 is fixedly connected to the surface of the vehicle body floor 3, which faces away from the cab, so that the towing beam assembly 5 does not affect the installation of equipment in the cab. The draft sill assembly 5 is located behind the front end support beam 1, so that the front end support beam 1 is utilized to protect the draft sill assembly 5 from collision on one hand, and the draft sill assembly 5 is utilized to further enhance the reinforcing effect of the front end support beam 1 on the other hand. The front end support beam 1 and the draft sill assembly 5 arranged in the front-rear direction can also form a double-layer reinforcing structure, so that the front end underframe has more reliable anti-collision capacity and support bearing capacity.

In one embodiment, the trailing beam assembly 5 includes a pair of main beam bodies and a pair of reinforcing beams 4. The pair of main beam bodies are arranged in the longitudinal direction of the vehicle body and fixed to the vehicle body floor 3. Preferably, a pair of main beam bodies are symmetrically arranged on both sides of the symmetry axis of the vehicle body floor 3, so as to reinforce the vehicle body floor 3 in the length direction. The pair of reinforcing beams 4 are connected between the pair of girder bodies and the pair of side beams 2, respectively, thereby performing a reinforcing support of the vehicle body floor 3 between the girder bodies and the side beams 2 and improving a connection strength between the girder bodies and the side beams 2. Preferably, a pair of main beam bodies are arranged at intervals, and a coupler seat 7 is connected between the front ends of the pair of main beam bodies.

Preferably, the thickness of the girder is gradually increased from the rear to the front. The structural arrangement is based on the stress analysis of the supporting capacity required by the cab, so that the traction beam assembly 5 has the strongest supporting and reinforcing effects at the end parts of the boundary beam 2 and the vehicle body floor 3.

Preferably, the reinforcing beam 4 is connected between the front end of the girder body and the front end of the edge beam 2, thereby providing a stronger protection, reinforcement and support for the end portions of the girder body and the edge beam 2.

In one embodiment, the reinforcing beam 4 is configured as a hollow rectangular structure, on one hand, a space for installing the energy absorber can be left in the reinforcing beam 4, thereby facilitating the installation of components such as a vehicle head energy absorber; on the other hand, the reinforcing beam 4 of the hollow rectangular structure can reduce the weight of the trailing beam assembly 5, so that the front end underframe can meet the requirement of vehicle body weight reduction. Preferably, a plurality of lightening holes are arranged on the reinforcing beam 4, and the arrangement positions and the arrangement number of the lightening holes can be set according to the mechanical analysis result of the traction beam.

The above embodiments are merely illustrative, and not restrictive, of the present invention. Although the present invention has been described in detail with reference to the embodiments, it should be understood by those skilled in the art that various combinations, modifications or equivalent substitutions may be made to the technical solution of the present invention without departing from the spirit and scope of the technical solution of the present invention, and all of the technical solutions should be covered by the scope of the claims of the present invention.

Claims

1. A front end chassis is suitable for being arranged at the bottom of a cab and is characterized by comprising a pair of side beams, wherein the side beams are connected to two sides of a vehicle body floor, and the vehicle body floor and the side beams extend into the cab from a vehicle body along the length direction of the vehicle body; the beam body parts of the pair of side beams in the cab are respectively arranged into arc surface structures which are relatively folded;

the front end supporting beam is connected with the front end of the vehicle body floor, arranged along the width direction of the vehicle body and positioned between the front ends of the side beams.

2. The front end chassis according to claim 1, wherein the pair of side members are respectively arranged symmetrically with respect to a center line of the vehicle body floor in a longitudinal direction of the vehicle body as a symmetry axis.

3. The front end undercarriage of claim 1 further comprising a trailing beam assembly secured to said body floor and coupled between a pair of said side beams; the trailing beam assembly is located rearward of the front end support beam.

4. The front end chassis of claim 3, wherein the trailing beam assembly comprises:

5. The front end chassis of claim 4, wherein the thickness of the main beam body gradually increases from the rear to the front.

6. The front end chassis of claim 4, wherein the stiffening beam is connected between a front end of the main beam body and a front end of the side beam.

7. The front end chassis of claim 6, wherein the reinforcing beam is configured as a hollow rectangular structure, a space for installing an energy absorber is left in the reinforcing beam, and a plurality of lightening holes are formed in the reinforcing beam.

8. The front end chassis according to claim 1, further comprising a pair of auxiliary beams, both ends of the front end support beam being connected to front ends of the pair of side beams through the pair of auxiliary beams, respectively; wherein each auxiliary beam is arranged along the length direction of the edge beam on the corresponding side.

9. A rail vehicle, characterized in that it comprises a front-end chassis according to any one of claims 1 to 8.