CN217415753U - Underframe end beam - Google Patents

Abstract

The utility model discloses a chassis end beam, chassis end beam is the section bar, its characterized in that: the chassis end beam is of a T-shaped structure when viewed from the transverse direction, and comprises an anti-creeper installation part, a front convex part and a rear convex part, wherein the front convex part and the rear convex part are positioned above the anti-creeper installation part, and the anti-creeper installation part is used for installing an anti-creeper; the rear convex part is used for being connected with a bottom frame bottom plate of the vehicle body, and the upper surface of the front convex part is used for being connected with a middle upright post of the cab framework. The utility model discloses be favorable to guaranteeing the installation space of driver's control cabinet, and utilize anticreeper and coupling can satisfy the collision requirement that speed is not more than 25 km/h.

Description

Underframe end beam

Technical Field

The utility model belongs to the technical field of rail vehicle automobile body, a chassis end beam is related to.

Background

In a 25km/h collision scene specified by EN15227 standard, domestic and foreign metro vehicles often need a vehicle body main structure to generate plastic deformation to absorb the energy remained after the operation of a car coupler anti-creeper, so a deformation energy absorption area needs to be arranged at the front end of the vehicle body. However, the length of the vehicle body is often constant, and the setting of the deformation region may conflict with the installation space of the equipment such as the internal console of the cab. Two measures are generally taken at this time: one is to prioritize the ability of the anti-creeper to collapse properly so as to align the center pillar with the mounting surface of the anti-creeper, such as the nose structure of CN202110113006, but this would result in the center pillar being disposed at a rear position, greatly reducing the space for disposing the console. The other is that installation of equipment such as a control console is preferentially met, a main structure of a vehicle body can intrude into an action space of the anti-creeper, so that in a 25km/h collision scene specified by EN15227 standard, the anti-creeper cannot be completely crushed, and a front end structure of the train is contacted and generates plastic deformation. When two trains collide at a relative speed of 25km/h, the floor near the front and the rear of the middle upright post is subjected to plastic deformation, the area needing to be maintained is large, the rework period is long, the difficulty is high, the requirement on the environment temperature and humidity by aluminum alloy welding is severe, the transformation of the train section is difficult to complete, and the train section is likely to be repaired. These factors present a great challenge to the user to restore normal operation as soon as possible.

SUMMERY OF THE UTILITY MODEL

In order to satisfy the collision requirement that speed is not more than 25km/h, enlarge the installation space of control cabinet simultaneously, the utility model provides an underframe end beam, concrete technical scheme as follows.

The utility model provides an underframe end beam, underframe end beam is the section bar, its characterized in that: the chassis end beam is of a T-shaped structure when viewed from the transverse direction, and comprises an anti-creeper installation part, a front convex part and a rear convex part, wherein the front convex part and the rear convex part are positioned above the anti-creeper installation part, and the anti-creeper installation part is used for installing an anti-creeper; the rear convex part is used for being connected with a bottom frame bottom plate of the vehicle body, and the upper surface of the front convex part is used for being connected with a middle upright post of the cab framework. The specification is required to be as follows: the lateral direction refers to the width direction of the vehicle body; the direction that the locomotive of rail vehicle marchs is the place ahead, and opposite direction is the rear. Preferably, the length of the front convex cavity is not more than the crushing residual length of the anti-creeper. The chassis end beam can fully utilize the anticreeper to absorb collision energy, a train can meet the collision requirement at a speed of not more than 25km/h only by means of the car coupler buffer and the anticreeper, a main structure of the train body is not damaged, a chassis floor can directly extend to the chassis end beam, the structure is simple, welding seams are few, and the manufacturing efficiency is higher. Meanwhile, the middle upright post can be moved forwards to the foremost edge of the end beam of the underframe as far as possible, so that the mounting space of the control console is enlarged while the anti-climbing and energy-absorbing performance is ensured, and the space can be utilized to the greatest extent. The essence of the underframe end beam with the structure is that the anticreeper moves backwards (but the anticreeper energy-absorbing performance is fully ensured), and the middle upright post moves forwards (the installation space of the control console is enlarged). And the front convex part cavity is positioned above the mounting surface of the anti-creeper, the middle upright post is arranged at the upper part of the anti-creeper, and the end beam of the underframe has enough strength to support longitudinal and vertical load force. Meanwhile, the bending moment force caused by applying 300kN compression force to the middle upright post at the position of the windshield windowsill is resisted.

Further, the anticreeper installation department is provided with anticreeper penetrating hole and the bolt mounting hole that is located around the anticreeper penetrating hole. The anti-creeper penetrating hole and the bolt mounting hole are used for mounting the anti-creeper.

Furthermore, the inside brace rod that is provided with a plurality of vertical intervals of anticreeper installation department. The support rib is favorable for guaranteeing the strength of the mounting part of the anti-creeper and provides reliable support for the anti-creeper.

Furthermore, a support rib is arranged inside the rear convex part. The alignment of the back edges of the support ribs and the upright post reinforcing struts is beneficial to the huge longitudinal load force of the middle upright post.

Furthermore, an end beam reinforcing column is further arranged on the end beam of the underframe and is located below the middle upright post, and the end beam reinforcing column is fixedly connected with the creeper mounting part and the front convex part. The end beam reinforcing column is beneficial to supporting and transmitting longitudinal and vertical forces brought by the middle upright column.

Compared with the prior art, the utility model, following beneficial effect has.

1) The train can meet the collision requirement at the speed of not more than 25km/h only by means of a coupler buffer and an anti-creeper, the main structure of the train body is not damaged, the maintenance period of the train can be effectively shortened, the floor of the underframe can directly extend to the end beam at the front end, the structure is simple, the number of welding seams is small, and the manufacturing efficiency is higher;

2) the chassis end beam is of a T-shaped structure, the front convex part cavity with the length not greater than the crushing residual length of the anti-creeper is arranged, the anti-creep energy-absorbing performance is guaranteed, meanwhile, the installation space of the control console is enlarged, and the space can be utilized to the maximum extent.

Drawings

FIG. 1 is a schematic view of a front end structure of a vehicle body;

FIG. 2 is a schematic view of a cab frame construction;

FIG. 3 is a schematic view of the contour adjustment of the cab frame structure;

FIG. 4 is a schematic view of the connection structure of the cab and the roof;

FIG. 5 is a schematic view of a connection structure of the cab and the side wall;

FIG. 6 is a schematic view of an undercarriage end beam profile;

FIG. 7 is a schematic view of an undercarriage end beam configuration;

fig. 8 is a schematic view of the connection of the undercarriage end beams.

In the figure: cab frame 1, top connecting beam 11, reinforcing rib 11b, side connecting beam 12, connecting rib 12a, reinforcing rib 12b, side top sealing plate 121, middle upright column 13, second connecting beam 14, upright column reinforcing support 15, side upright column 16, reinforcing structure 17', first connecting beam 18', emergency evacuation door 1a, cab side window 1b, full-width front window 1c, cab side door 1d, top connecting beam and side connecting beam welding seam 1w, hood adhesion surface step 1s, roof 2, roof side beam 21, rain eaves 2a, side wall 3, passenger room door opening 3a, underframe 4, underframe edge beam 41, bevel edge beam 42, underframe floor 43, supporting structure 44, apron board adhesion surface step 4s, underframe end beam 5, end beam reinforcing column 51, climbing guard mounting part 52, front convex part 53, rear convex part 54, supporting rib 5a, bolt mounting hole 5b, climbing guard mounting hole 5c, climbing guard penetrating hole 5c, An anti-creeper 6.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings.

The front end structure of the rail train body is shown in fig. 1 and mainly comprises a cab frame 1, a roof 2, side walls 3, an underframe 4, an underframe end beam 5, a sloping side beam 42, an anticreeper 6 and the like. The cab frame 1 is positioned at the front end of the train, is positioned in front of the roof 2 and the side walls 3, and is positioned above the underframe 4 and the underframe end beam 5, and the anticreeper 6 is fixed on an anticreeper mounting part 52 of the underframe end beam 5.

The cab frame 1 includes a top connection beam 11, a side connection beam 12, a center pillar 13, a second connection beam 14, a pillar reinforcement brace 15, a side pillar 16, a reinforcement structure 17, and a first connection beam 18. The top end of the side connecting beam 12 is connected with the end part of the top connecting beam 11, the bottom end of the side connecting beam 12 is connected with the underframe boundary beam 41, and the end part of the top connecting beam 11 is connected with the inner side of the top end of the side connecting beam 12; the two ends of the oblique edge beam 42 are respectively connected with the end part of the underframe edge beam 41 and the end part of the underframe end beam 5; one end of the side upright post 16 is connected with the side connecting beam 12, and the other end is connected with the sloping beam 42; one end of the middle upright post 13 is connected with the top connecting beam 11, and the other end is connected with the underframe end beam 5; the top connecting beam 11 and the side connecting beam 12 which are positioned at the rear part form a C-shaped structure with an opening facing downwards, and are respectively and directly connected with the roof 2 and the side wall 3; the side pillars 16 transmit the force of the sloping side rail 42 directly to the side connecting rail 12 and then to the roof side rail 21 above the passenger compartment door opening 3a, and the center pillar transmits the force of the underframe end rail 5 directly to the roof connecting rail 11 and then to the roof 2. The middle upright post 13 and the upright post reinforcing support 15 are positioned at the foremost end of the train and are welded with the underframe end beam 5 into a whole. And the foremost end of the middle upright post 13 of the cab frame 1 is aligned with the front edge of the front convex part 53 of the underframe end beam 5, and an end beam reinforcing column 51 is arranged below the front convex part 53 and is used for supporting and transmitting longitudinal and vertical forces brought by the middle upright post 13.

The underframe floor 43 in the underframe 4 is directly connected to the underframe end beam 5.

Top tie-beam 11, lateral part tie-beam 12 is equipped with hood bonding surface step 1s (be that middle standing pillar 13 has a certain interval apart from the top edge of top tie-beam 11, lateral part 16 also has a certain interval apart from the outward flange of lateral part tie-beam 12), chassis boundary beam 41 and hypotenuse beam 42 junction of chassis 4 also are equipped with apron bonding surface step 4s (hypotenuse beam 42 also has a certain interval apart from the outward flange of chassis boundary beam 41 promptly), these steps are located the same cross section of longitudinal direction, the bonding surface of gluing of glass steel hood and apron and automobile body is provided.

Two middle upright posts 13 which are closer to each other are arranged in the middle of the cab frame 1 shown in fig. 1 and can be used for installing an emergency evacuation door 1a, and the side upright posts 16 are inclined, so that a side door and a side window of the cab do not need to be installed, and the cab frame is particularly suitable for streamline modeling. The second connecting beam 14 is arranged to connect the side upright posts 16 and the side connecting beam 12, the first connecting beam 18 is arranged to connect the side upright posts 16 and the middle upright post 13, a reinforcing structure 17 is arranged between the side upright posts 16 and the side connecting beam 12, and the reinforcing structure 17 is a sheet-shaped inverted U-shaped structure.

Fig. 2 is a schematic view of a cab frame structure, and fig. 3 is a schematic view of a contour adjustment of the cab frame structure.

The end part of the top connecting beam 11 behind the cab frame 1 is connected to the inner side of the top end of the side connecting beam 12, and a welding seam 1w between the top connecting beam and the side connecting beam is arranged. When the welding seam is preassembled (before the cab frame is welded and fixed to a vehicle body) on the cab frame 1, and is subsequently welded with a main structure of the vehicle body, two ends of the top connecting beam 11 can be ground according to the width condition of the vehicle body, the side connecting beam 12 is separated from the top connecting beam 11 (easy to separate due to spot welding) before grinding, the side connecting beam 12 and the top connecting beam 11 are welded together after grinding, and when the two are fixed together again, the second connecting beam 14 and/or the side connecting beam 12 can be properly deformed, so that the whole cab frame 1 is not required to be completely disassembled, and the consistency of the width of the cab frame and the main structure of the vehicle body can be ensured by adjusting the length h3 of the top connecting beam.

The top connecting beam 11 is formed by an arc or a plurality of tangent arc sections/straight line sections, and can be formed by bending a section bar. The outer contour of the roof 2 coincides with the outer contour of the roof connecting beam 11.

The side connection beam 12 extends to the upper surface of the roof 2, and a groove corresponding to the outline of the eaves 2a of the roof side rail 21 is formed, and an arc-shaped side top closure plate 121 corresponding to the outline of the eaves 2a is inserted into the top end of the side connection beam 12 for sealing. The two ends of the side connecting beam 12 can be polished in the vertical direction, the height of the cab framework is adjusted, and the assembly efficiency is improved;

the top connecting beam 11 is provided with a connecting rib 11a on the inner side, and the side connecting beam 12 is provided with a connecting rib 12a on the inner side and is respectively used for connecting with the roof 2 and the side wall 3.

Fig. 4 is a schematic view of a connection structure of the cab and the roof. The thickness d1 of the top connecting beam 11 is larger than or equal to the sum of the thickness of the middle upright post 13 and the step 1s of the hood adhering surface. The top connecting beam 11 is provided with a connecting rib 11a at the rear for lap joint with the roof 2, and is provided with a reinforcing rib 11b at the inner part for supporting and transmitting the force flow of the middle upright post 13.

Fig. 5 is a schematic view of a connection structure of the cab and the side wall. The thickness d2 of the side connecting beam 12 is larger than the sum of the thickness of the side upright post and the step 1s of the bonding surface of the head cover. The rear part of the side connecting beam 12 is provided with a connecting rib 12a for lap joint with the side wall 3, and the inside of the side connecting beam is provided with a reinforcing rib 12b for supporting and transmitting the force flow of the side upright post 16.

Fig. 6 is a schematic view of the underframe end beam profile, fig. 7 is a schematic view of the underframe end beam structure, and fig. 8 is a schematic view of the underframe end beam connection. Viewed from the transverse direction, the end beam 5 of the underframe is wrapped into a T-shaped structure, the lower end of the middle upright post is also fixedly provided with an upright post reinforcing support 15, and the upright post reinforcing support 15 is also fixedly connected with the end beam 5 of the underframe; the underframe end beam comprises an anti-creeper mounting part 52, a front convex part 53 and a rear convex part 54, the front convex part 53 and the rear convex part 54 are positioned above the anti-creeper mounting part 52, the rear convex part 54 is connected with an underframe bottom plate 43 of the car body, the front convex part 53 is fixedly connected with the lower end of the middle upright post 13, and the foremost end of the middle upright post 13 is aligned with the front edge of the front convex part 53; an end beam reinforcing column 51 is arranged at the corresponding part of the middle upright column 13 and the upright column reinforcing support 15, the end beam reinforcing column 51 is positioned below the middle upright column 13, the end beam reinforcing column 51 is fixedly connected with the climbing device installation part 52 and the front convex part 53 at the same time, and the climbing device installation part 52 and the front convex part 53 are connected together for local structure reinforcement.

The anti-creeper mounting portion 52 is provided with a plurality of vertically spaced support ribs 5a inside, and the support ribs 5a are substantially horizontal plates. The anti-creeper installation part 52 is provided with a bolt installation hole 5b and an anti-creeper penetration hole 5c, wherein the height h2 of the anti-creeper penetration hole is greater than the height h11 of an anti-creeper box body, and is simultaneously less than the height h12 of an anti-creeper installation flange, and a support rib 5a is arranged above the anti-creeper penetration hole 5c and near the lower part of the bolt installation hole 5b, a support structure 44 is also arranged behind the anti-creeper installation part 52, and the arrangement of the structures is used for transmitting and bearing huge longitudinal force and vertical bending moment brought by the anti-creeper 6.

The front protrusions 53 and the rear protrusions 54 are located above the cleat penetration holes 5c, and the front protrusion cavity length Lc, which is the length of the front protrusions 53 protruding in the longitudinal direction of the front edge of the cleat attachment portion 52, is not greater than the cleat crushing residual length. The rear protrusion 54 is in overlapping connection with the underframe floor 43, and inside the rear protrusion 54, a support rib 5a (at an angle to the horizontal) is provided in alignment with the rear edge of the pillar reinforcement 15 for supporting a large longitudinal load force of the center pillar 13 of the cab frame 1.

The embodiments of the present invention have been described above with reference to the accompanying drawings, and the embodiments and features of the embodiments of the present invention can be combined with each other without conflict. The present invention is not limited to the above-described embodiments, which are intended to be illustrative rather than restrictive, and many modifications may be made by those skilled in the art without departing from the spirit and scope of the present invention as defined by the appended claims.

Claims (6)

1. The utility model provides an underframe end beam, underframe end beam is the section bar, its characterized in that: the chassis end beam (5) is of a T-shaped structure when viewed from the transverse direction, the chassis end beam (5) comprises an anti-creeper installation part (52), a front convex part (53) and a rear convex part (54), the front convex part (53) and the rear convex part (54) are located above the anti-creeper installation part (52), and the anti-creeper installation part (52) is used for installing an anti-creeper (6); the rear convex part (54) is used for being connected with an underframe bottom plate (43) of the vehicle body, and the upper surface of the front convex part (53) is used for being connected with a middle upright post (13) of the cab framework.

2. An underframe end beam according to claim 1, characterized in that the nose cavity length (Lc) is not greater than the crush residual length of the anticreeper (6).

3. The underframe end beam according to claim 1, wherein said anticreeper mounting portion (52) is provided with anticreeper penetrating holes (5 c) and bolt mounting holes (5 b) around the anticreeper penetrating holes (5 c).

4. An underframe end beam as claimed in claim 1, wherein the anticreeper mounting portion (52) is internally provided with a plurality of vertically spaced support ribs (5 a).

5. Undercarriage end beam according to claim 1, characterized in that the rear projection (54) is provided internally with support ribs (5 a).

6. The underframe end beam according to claim 1, wherein an end beam reinforcing column (51) is further arranged on the underframe end beam (5), the end beam reinforcing column (51) is positioned below the middle upright (13), and the end beam reinforcing column (51) is fixedly connected with the climber mounting part (52) and the front convex part (53) at the same time.

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