B-shaped subway vehicle body structure

Abstract

The invention discloses a B-shaped subway vehicle body structure. In order to improve the longitudinal loading capacity of a vehicle body, the vehicle body structure comprises an integral loading barrel skeleton structure including chassis edge beams, cab end beams, cab columns, top cover cross beams, top cover edge beams, door columns, angle columns, end wall columns and chassis end beams; the barrel skeleton structure is fixed above a bogie; I-end traction guide beams are fixedly connected onto the cab end beams; II-end traction guide beams are fixedly connected onto the chassis end beams. The B-shaped subway vehicle body structure has high strength while keeping the light weight of the vehicle body, can bear 1,000 kN longitudinal load, provides a structure foundation for vehicle collision resistance design, is beneficial to improve the safety performance of the vehicle, and has better economic and social benefits.

Description

technical field [0001] The invention relates to an aluminum alloy car body structure capable of bearing a load of 1000kN for a B-type subway car, and belongs to the technical field of car body structures for rail transit vehicles. Background technique [0002] At present, the aluminum alloy car body of domestic B-type subway vehicles is limited by space constraints such as jumpers and couplers at the end of the vehicle. The end structure of the chassis is generally not equipped with traction guide beams or the traction guide beams do not extend to the end beams, and the force transmission effect is not good. As a result, the weld seam stress on the traction beam is relatively large, which can only meet the longitudinal load capacity of 800kN. In order to meet the headlights and styling requirements of the head car, the skeleton structure of the driver's cab is complicated, and many local reinforcement structures are set up. The force transmission path is not direct, which is...

AI Technical Summary

Problems solved by technology

[0002] At present, the aluminum alloy car body of domestic B-type subway vehicles is limited by space constraints such as jumpers and couplers at the end of the vehicle. The end structure of the chassis is generally not equipped with traction guide beams or the traction guide beams do not extend to the end beams, and the force transmission effect is not good. As a result, the weld seam stress on the traction beam is relatively large, which can only meet the longitudinal load capacity of 800kN

In order to meet the headlights and styling requirements of the head car, the skeleton structure of the dr

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