A front-end structure of a driver's cab and a chassis of a rubber-tired train

Abstract

The application discloses a front end structure of a driver's cab of a rubber-tyred train, which comprises a front end anti-collision beam, a middle part traction beam connected to the rear side of the front end anti-collision beam, driver's cab side waist beams arranged on both sides of the front end anti-collision beam and the middle part traction beam, driver's cab side waist plates arranged on the rear side of the driver's cab side waist beams, the front end anti-collision beam comprising an anti-collision wall, the anti-collision wall being provided with a front end energy absorption element and a trailing structure on the side of the anti-collision wall facing the front end of the vehicle body, the upper surface of the anti-collision wall and the middle part traction beam being horizontal, and the lower surface of the anti-collision wall being inclined upward towards the front end of the vehicle body, the anti-collision wall being internally provided with a vertical support structure located at the rear of the energy absorption element and a horizontal support structure located at the rear of the trailing structure, the driver's cab side waist beam comprising an upper layer side waist beam and a lower layer side waist beam, the upper layer side waist beam being horizontally arranged, and the lower layer side waist beam being inclined upward towards the front end of the vehicle body. The application has the advantages of light weight, less welding seams, low cost, simple structure and no stress concentration area.

Description

Technical Field

[0001] This invention relates to a front-end structure of a driver's cab and a chassis of a rubber-tired train, belonging to the technical field of electronically guided rubber-tired train bodies. Background Technology

[0002] Currently, in the field of conventional buses and BRT vehicles operating under public right-of-way conditions, trains are positioned as economical and practical, hence their configurations are relatively low. The front overhang of the driver's cab is short, and apart from the power equipment integrated on the axle, the rest of the equipment is located on the roof. In the rail transit sector, apart from the coupler, anti-creep device, and energy-absorbing elements, the remaining equipment in the front overhang of the driver's cab is located under the vehicle, inside the vehicle, and on the roof. Due to its special operating environment, there are fewer restrictions on the length of the front overhang of the driver's cab, allowing for more flexible equipment placement.

[0003] In the field of rubber-tired trains operating under public right-of-way conditions, electronically guided rubber-tired trains have a relatively high market positioning, placing higher demands on comfort, safety, and impact resistance. Specifically, this manifests in the vehicle's climbing, acceleration, and steering performance, requiring additional equipment to meet these requirements. Due to its unique axle structure, which occupies considerable space, most equipment is located on the roof to increase passenger space and vehicle openness. The A-pillar beams on both sides of the driver's cab front end affect the vehicle's visibility and interior visual effect, severely limiting the design space of the driver's cab front-end structure (front overhang). As train speeds continue to increase, vehicle safety is receiving increasing attention, especially regarding the impact resistance of the car body. In the space-constrained driver's cab front-end structure (front overhang), considerations must be given to the car body's collision resistance, strength, complex equipment layout, and lightweight design—requirements that are contradictory and mutually restrictive. Therefore, how to provide a driver's cab front-end structure and underframe for rubber-tired trains that meets these requirements is a problem urgently needing to be solved by those skilled in the art. Summary of the Invention

[0004] The present invention aims to address the above-mentioned technical problems by providing a front-end structure of the driver's cab and a chassis of a rubber-tired train that has high impact resistance, better absorbs collision energy, and prevents pedestrians from being caught under the vehicle and suffering secondary injuries.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] A front-end structure for a driver's cab of a rubber-tired train includes a front anti-collision beam, a central traction beam connected to the rear side of the front anti-collision beam, and driver's cab side waist beams extending in the same direction as the central traction beam at both ends of the front anti-collision beam. A driver's cab side waist plate is provided at the rear side of the driver's cab side waist beam. The front anti-collision beam includes an anti-collision wall, on the side of the anti-collision wall facing the front of the vehicle body, a front energy-absorbing element and a dragging structure are arranged vertically side by side. Inside the anti-collision wall, a vertical support structure is provided behind the energy-absorbing element and a lateral support structure is provided behind the dragging structure. The upper surfaces of the anti-collision wall, the central traction beam, and the driver's cab side waist beam are horizontal, and the lower surfaces are inclined upwards towards the front of the vehicle body.

[0007] Therefore, the front structure of the driver's cab of this rubber-tired train is lightweight, has fewer welds, lower cost, and a simple and modular structure. The double-layered and symmetrical closed lightweight frame structure can meet the needs of complex and diverse equipment installation, and is easy to install, maintain and repair. It not only ensures the continuity of load transmission in the longitudinal, lateral and vertical directions of the front structure of the driver's cab, but also provides good support for the cab interior and headgear, improves the strength and rigidity of the car body, and is structurally stable. It meets the load-bearing requirements of the car body, and the load force transmission between the components is continuous, uniform and symmetrical, with no stress concentration areas.

[0008] According to embodiments of the present invention, the present invention can be further optimized, and the optimized technical solution is as follows:

[0009] Specifically, the crash barrier includes a U-shaped wall with an opening facing the rear of the vehicle body. The upper and lower sides of the U-shaped wall are respectively provided with an L-shaped plate and a bent plate. Several vertical stiffeners are provided between the L-shaped plate and the bent plate. A vertical support plate corresponding to the position of the vertical stiffeners is provided between the bent plate and the crash barrier.

[0010] Specifically, the front-end energy-absorbing element includes an energy-absorbing collision plate, and a crushing tube is provided on the rear side of the energy-absorbing collision plate. The crushing tube is connected and fixed to the anti-collision wall through a mounting plate; anti-climb teeth are provided at the front end of the energy-absorbing collision plate.

[0011] Specifically, the dragging structure includes two dragging plates that are spaced apart vertically, and a dragging sleeve is provided at the middle position between the two dragging plates.

[0012] Specifically, the central traction beam includes a horizontally arranged upper longitudinal beam and a lower longitudinal beam that is inclined upward toward the front end of the vehicle body; the front end and the rear end of the upper longitudinal beam and the lower longitudinal beam are respectively connected to a front support beam and a rear support beam.

[0013] Specifically, a first U-beam, a second U-beam, and a third U-beam are provided between the upper longitudinal beam and the lower longitudinal beam along the length of the central traction beam; internal support ribs are provided inside the upper longitudinal beam and the lower longitudinal beam.

[0014] Specifically, triangular support ribs are provided between the upper longitudinal beam and the front support beam, and between the lower longitudinal beam and the rear support beam.

[0015] Specifically, the driver's cab side waist beam includes an upper side waist beam and a lower side waist beam. The upper side waist beam is arranged horizontally, and the lower side waist beam is inclined upward towards the front of the vehicle body. Both the upper and lower side waist beams include an outer U-shaped beam, and several supporting stiffeners are arranged inside the outer U-shaped beam. The supporting stiffeners include a first supporting stiffener arranged inside the upper side waist beam and C-shaped supporting plates arranged at the left and right ends inside the lower side waist beam.

[0016] Specifically, the lower side waist beam is connected to an L-shaped support structure at one end near the vehicle body; the vertical part of the L-shaped support structure is connected to the lower side waist beam, and the horizontal part is connected to the upper side waist beam; the L-shaped support structure includes an L-shaped end plate, and a first end support plate and a second end support plate are provided between the L-shaped end plate and the upper side waist beam; the L-shaped support structure also includes a vertical stiffening plate provided on the opposite side of the L-shaped end plate.

[0017] Based on the same inventive concept, the present invention also provides a rubber-tired train chassis, including the front end structure of the driver's cab of the rubber-tired train as described above.

[0018] Compared with the prior art, the beneficial effects of the present invention are:

[0019] 1) The front structure of the driver's cab of this rubber-tired train is lightweight, has fewer welds, lower cost, and a simple and modular structure. The double-layered and symmetrical closed lightweight frame structure can meet the needs of complex and diverse equipment installation, and is easy to install, maintain and repair. It not only ensures the continuity of load transmission in the longitudinal, lateral and vertical directions of the front structure of the driver's cab, but also provides good support for the cab interior and headgear, improves the strength and rigidity of the car body, and has a stable structure that meets the load-bearing requirements of the car body. The load transmission between the components is continuous, uniform and symmetrical, with no stress concentration areas.

[0020] 2) The front end structure of the driver's cab of the rubber-tired train of the present invention can be directly welded or riveted to the side wall, and the force is transmitted smoothly (the anti-collision beam directly transmits the traction force to the side waist beam and traction beam, and then to the car body and axle, the car body and axle transmit the force to the side wall and the underframe passenger compartment and the underframe end, and finally to the roof). The overall strength is good, the structure is simple and symmetrical, the weight is light, the welds are few, and the cost is low.

[0021] 3) The upper surface of the anti-collision beam is horizontally arranged, and the lower surface of the anti-collision beam is inclined upward, forming an angle with the horizontal plane. A collision energy absorption device is provided on the upper side of the front anti-collision beam, and a rescue towing device is provided on the lower side. A bent plate is installed on the opposite side of the rescue towing device for lateral support, and vertical stiffeners are installed on the inner side of the bent plate for support and to increase rigidity and strength. Three sets of vertical stiffeners (left, center, and right) are installed between the L-shaped beam and the bent plate, and the vertical stiffeners are aligned with the vertical stiffeners inside the bent plate to ensure continuous load transfer.

[0022] 4) The upper surface of the upper side waist beam is arranged horizontally, which provides a frame structure for the front structure of the driver's cab and vertical support for the interior of the train driver's cab and the train head cover; the lower surface of the lower side waist beam is inclined upward, forming an angle with the horizontal plane, so that when the vehicle collides with pedestrians or small cars on the road, it can absorb the collision energy and prevent pedestrians from being pulled under the vehicle and causing secondary injuries. Attached Figure Description

[0023] Figure 1 This is an isometric structural diagram of the front end structure of the driver's cab of the present invention;

[0024] Figure 2 This is a structural schematic diagram of the traction beam and front anti-collision beam of the present invention;

[0025] Figure 3 This is a schematic diagram of the anti-collision wall structure of the present invention;

[0026] Figure 4 This is a side view of the anti-collision wall structure of the present invention;

[0027] Figure 5 This is a schematic diagram of the internal support structure of the anti-collision wall of the present invention;

[0028] Figure 6 This is a schematic diagram of the structure of the drag bar of the present invention;

[0029] Figure 7 This is a schematic diagram of the energy-absorbing element of the present invention;

[0030] Figure 8 This is a side view of the traction beam in the middle of the present invention.

[0031] Figure 9 This is an isometric structural schematic diagram of the central traction beam of the present invention;

[0032] Figure 10 This is a schematic diagram of the internal support structure of the central traction beam in this invention;

[0033] Figure 11 This is a schematic diagram of the structure of the driver's cab side waist beam of the present invention;

[0034] Figure 12This is a schematic diagram of the L-shaped support structure of the driver's cab side waist beam of the present invention;

[0035] Figure 13 This is a top view of the front structure of the driver's cab of the present invention.

[0036] In the figure

[0037] 1-Front-end anti-collision beam; 101-Anti-collision wall; 101a-U-shaped wall; 101b-L-shaped plate; 101c-Vertical stiffener; 101d-Vertical support plate; 101e-Bent plate; 102-Drag structure; 102a-Drag plate; 102b-Drag sleeve; 103-Energy-absorbing element; 103a-Mounting plate; 103b-Crushing tube; 103c-Energy-absorbing collision plate; 2-Middle traction beam; 201-First U-beam; 202-Second U-beam; 203-Third U-beam; 204-Upper longitudinal beam; 204a-U-shaped bent beam; 204b-Sealing plate; 204c-Internal support stiffener; 205-Front-end support beam; 206-Lower longitudinal beam; 207-Triangular support stiffener; 208-Front-end support beam; 3-Driver's cab side waist beam; 301-Upper side waist beam; 301a-L-shaped support beam; 301b-First support stiffener plate; 302-Lower side waist beam; 302a-L-shaped sealing plate; 302d-C-shaped support plate; 302e-Outer U-shaped beam; 302f-First end support plate; 302g-Second end support plate; 4-Driver's cab side waist plate. Detailed Implementation

[0038] The present invention will now be described in detail with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other. For ease of description, the terms "upper," "lower," "left," and "right" used below only indicate that they correspond to the upper, lower, left, and right directions in the accompanying drawings and do not limit the structure.

[0039] like Figures 1-2As shown, the front-end structure of the driver's cab of the rubber-tired train in this embodiment includes a front anti-collision beam 1. A middle traction beam 2 is connected to the rear side of the front anti-collision beam 1. Driver's cab side waist beams 3 are provided on both sides of the front anti-collision beam 1 and the middle traction beam 2. A driver's cab side waist plate 4 is provided on the rear side of the driver's cab side waist beam 3. The front anti-collision beam 1 includes an anti-collision wall 101. A front energy-absorbing element 103 and a towing device are arranged vertically side by side on the side of the anti-collision wall 101 facing the front of the vehicle body. Structure 102; the upper surfaces of the crash barrier 101 and the central traction beam 2 are horizontal, and the lower surfaces are inclined upwards towards the front of the vehicle body; inside the crash barrier 101, there is a vertical support structure located behind the energy-absorbing element 103 and a lateral support structure located behind the towing structure 102; the driver's cab side waist beam 3 includes an upper side waist beam 301 and a lower side waist beam 302, the upper side waist beam 301 is arranged horizontally, and the lower side waist beam 302 is inclined upwards towards the front of the vehicle body.

[0040] The front structure of the driver's cab consists of a front anti-collision beam 1, a central traction beam 2, driver's cab side waist beams 3, and driver's cab side waist plates 4. There is one front anti-collision beam 1, two central traction beams 2, four driver's cab side waist beams 3, and two driver's cab side waist plates 4. The front anti-collision beam 1 and the central traction beam 2 are connected by a double-layered structure in both vertical and horizontal directions. The front anti-collision beam 1 and the driver's cab side waist beams 3 are connected by a double-layered structure in both vertical and longitudinal directions. The central traction beam 2 and the driver's cab side waist beams 3 are connected by a double-layered structure in both vertical and longitudinal directions. The driver's cab side waist beams 3 and the driver's cab side waist plates 4 are connected vertically. The force transmission path of the driver's cab front structure is as follows: When the train is in operation, the traction motor installed on the traction beam 2 in the middle of the front structure of the driver's cab continuously outputs power, applying the load to the middle traction beam 2. The middle traction beam 2 then transmits the load longitudinally to the front anti-collision beam 1 and an axle structure. The front anti-collision beam 1 then transmits the load laterally to the driver's cab side waist beam 3. The driver's cab side waist beam 3 then transmits the load laterally to an axle structure. The loads of the upper and lower layers of the driver's cab side waist beam 3 are transmitted vertically through the driver's cab side waist plate 4. When the train is in rescue or collision conditions, the rescue coupler and the train collision load act on the front anti-collision beam 1. The longitudinal load is transmitted from the front anti-collision beam 1 to the middle traction beam 2 and the rear axle structure, while the lateral load is transmitted from the front anti-collision beam 1 to the driver's cab side waist beam 3. The main underframe structure, which is composed of the front-end structure of the driver's cab and an axle structure, is symmetrical on both sides and continuous in both vertical directions. Its force transmission path is an internal circulation frame, with no high stress concentration areas. The structure is simple, symmetrical, and lightweight.

[0041] Reference Figures 3-5As shown in the attached diagram: The traction anti-collision structure is the connection structure between the front anti-collision beam 1 and the middle traction beam 2. The front anti-collision beam 1 consists of an anti-collision wall 101, a rescue towing structure 102, and a front energy-absorbing element 103. The rescue towing structure 102 is arranged on the lower side of the anti-collision wall 101, and the front energy-absorbing element 103 is arranged on the upper side of the anti-collision wall 101. The traction anti-collision structure includes 11 front anti-collision beams and 22 middle traction beams, with the middle traction beams 2 arranged symmetrically on both sides. Viewed from above, the traction anti-collision structure resembles a "U"-shaped frame. This "U" structure connects the front anti-collision beam 1 and the middle traction beam 2 both vertically and longitudinally, ensuring the stability of the structure.

[0042] Reference Figures 3-5 As shown: The anti-collision wall 101 is composed of one U-shaped wall 101a, one L-shaped plate 101b, three vertical stiffeners 101c, three vertical support plates 101d, and one bent plate 101e. The vertical stiffeners 101c, L-shaped plate 101b, and bent plate 101e can be provided with corresponding weight-reduction holes to achieve a lightweight design. The U-shaped wall 101a is located at the front end of the crash barrier. The upper surface of the U-shaped wall 101a is horizontal, and the lower surface slopes upwards, forming an angle with the horizontal plane. An L-shaped plate 101b is located on the upper inner side of the U-shaped wall 101a, and a bent plate 101e is located on the lower inner side of the U-shaped wall 101a, connecting the crash barrier 101 horizontally. A vertical stiffener 101c is located between the L-shaped plate 101b and the bent plate 101e, vertically connecting the L-shaped plate 101b, the bent plate 101e, and the U-shaped wall 101a, thus supporting the front energy-absorbing element 1. 03. Longitudinal support is provided to offer a load transfer path; the vertical support plate 101d is arranged inside the bent plate 101e and the crash barrier 101, connecting the bent plate 101e and the crash barrier 101, providing longitudinal support for the rescue towing structure 102 and offering a load transfer path; the vertical stiffener 101c and the vertical support plate 101d are arranged in three parallel ways: "left", "middle" and "right", and are aligned by vertical connection through the bent plate 101e. The arrangement of its internal components improves the structural strength and rigidity of the crash barrier 101.

[0043] Reference Figure 6 As shown: The rescue towing structure 102 consists of two towing plates 102a and one towing sleeve 102b, forming an "I"-shaped vertically connected main structure, ensuring vertical stability and continuity. The towing plate 102a is a triangular-shaped plate with rounded edges to avoid high stress concentration areas and ensure smooth load transfer. It is arranged in two layers on the lower side of the crash barrier 101. The towing sleeve 102b is hollow and protrudes from the upper surface of the towing plate 102a, facilitating the installation of the rescue vehicle hook.

[0044] Reference Figure 7As shown: The front-end energy-absorbing element 103 consists of a "U"-shaped, laterally connected main structure composed of two left and right mounting plates 103a, two left and right crushing tubes 103b, and one front-end energy-absorbing collision plate 103c. The lateral structure is stable and continuous, improving the rigidity and strength of the front-end energy-absorbing element. The left and right mounting plates 103a are bolted to the upper side of the crash barrier 101. The left and right mounting plates 103a and the front-end energy-absorbing collision plate 103c are longitudinally connected by the left and right crushing tubes 103b. The front end of the energy-absorbing collision plate 103c is equipped with anti-climbing teeth to prevent two identical trains from climbing each other during a collision, thus avoiding damage to the train driver's cab structure and injuries or fatalities to the driver and passengers.

[0045] Reference Figures 8-10 As shown: The central traction beam 2 is an integral load-bearing frame structure composed of a first U-beam 201, a second U-beam 202, a third U-beam 203, an upper longitudinal beam 204, a rear support beam 205, a lower longitudinal beam 206, a triangular support rib 207, and a front support beam 208.

[0046] The upper longitudinal beam 204 is a box structure composed of a U-shaped bent beam 204a, a sealing plate 204b, and internal supporting stiffeners 204c, with a horizontal upper surface. The lower longitudinal beam 206 is a box structure composed of a U-shaped bent beam 206a, a sealing plate 206b, and internal supporting stiffeners 206c, and the lower longitudinal beam 206 is inclined upwards at a certain angle to the horizontal plane to prevent the vehicle body from scraping against the road surface during uphill driving. U-beams 1201, 2202, and 3203 vertically connect the upper longitudinal beam 204 and the lower longitudinal beam 206, providing vertical support. The six internal supporting stiffeners 204c and 206c are longitudinally aligned with the first U-beam 201, the second U-beam 202, and the third U-beam 203, providing longitudinal load transfer. The rear support beam 205 and the front support beam 208 are arranged at both ends of the upper longitudinal beam 204 and the lower longitudinal beam 206, providing support for the overall frame. Four triangular support ribs 207 are arranged between the upper longitudinal beam 204, the lower longitudinal beam 206 and the front support beam 208, reducing abrupt changes in stiffness and increasing the overall strength and stiffness of the central traction beam 2.

[0047] Reference Figures 11-12As shown: Both the upper side waist beam 301 and the lower side waist beam 302 include an outer U-shaped beam, and a plurality of supporting ribs are provided inside the outer U-shaped beam; the supporting ribs include a first supporting rib 301b provided inside the upper side waist beam 301 and C-shaped supporting plates 302d provided at the left and right ends inside the lower side waist beam 302; the lower side waist beam 302 is connected to an L-shaped support structure at one end near the vehicle body; the vertical part of the L-shaped support structure is connected to the lower side waist beam 302, and the horizontal part is connected to the upper side waist beam 301; the L-shaped support structure includes an L-shaped sealing plate 302a, and a first end support plate 302f and a second end support plate 302g are provided between the L-shaped sealing plate 302a and the upper side waist beam 301; the L-shaped support structure also includes a supporting rib 302h provided on the opposite side of the L-shaped sealing plate 302a.

[0048] The driver's cab side waist beam 3 consists of an upper side waist beam 301 and a lower side waist beam 302, forming a double layer. The front end of the driver's cab side waist beam is connected to the front anti-collision beam 1 and the middle traction beam 2, and the rear end is supported by a vertical L-shaped beam. The outer sides of the upper side waist beam 301 and the lower side waist beam 302 are vertically connected by the driver's cab side waist plate 4. The upper side waist beam 301 has an L-shaped support beam 301a at the end, four support ribs 301b in the middle, and a U-shaped beam 301c on the outer layer. The lower side waist beam 302 consists of an end L-shaped sealing plate 302a, an end C-shaped beam 302b, two C-shaped support plates 302d, two support ribs 302c, an outer U-shaped beam 302e, an end support plate 1302f, an end support plate 2302g, and a vertical rib 302h. The end support plate 302f is installed inside the end L-shaped sealing plate 302a to provide support and enhance rigidity. The internal support rib plate 301b of the upper side waist beam 301 is vertically aligned with the end support plate 2302g and vertical rib plate 302h inside the lower side waist beam 302, serving as vertical support and load transfer function.

[0049] Reference Figure 13 As shown: The front anti-collision beam 1, the middle traction beam 2, the driver's cab side waist beam 3, the driver's cab side waist plate 4, and a vehicle body axle structure form a lightweight frame structure with a "four"-shaped closed structure in top view. The front anti-collision beam 1, the middle traction beam 2, the driver's cab side waist beam 3, and the driver's cab side waist plate 4 form a lightweight frame structure with a "four"-shaped closed structure in front view, consisting of two layers and symmetrical left and right sides.

[0050] The driver's cab front structure of this rubber-tired train is lightweight, has fewer welds, is low-cost, simple and modular, and features a double-layered, symmetrical, enclosed lightweight frame structure. This allows for the installation of complex and diverse equipment, facilitating equipment installation, maintenance, and repair. It ensures the continuity of load transfer in the longitudinal, lateral, and vertical directions of the driver's cab front structure, while also providing good support for the cab interior and headgear. This improves the strength and rigidity of the vehicle body, resulting in structural stability that meets the load-bearing requirements of the vehicle body. The load transfer between components is continuous, uniform, and symmetrical, with no stress concentration areas.

[0051] The upper surface of the anti-collision beam is horizontally arranged, while the lower surface of the anti-collision beam slopes upward, forming an angle with the horizontal plane. A collision energy absorption device is provided on the upper side of the front anti-collision beam, and a rescue towing device is provided on the lower side. A bent plate is installed on the opposite side of the rescue towing device for lateral support, and vertical stiffeners are installed on the inner side of the bent plate for support and to increase rigidity and strength. Three sets of vertical stiffeners (left, center, and right) are installed between the L-shaped beam and the bent plate, and these vertical stiffeners are aligned with the vertical stiffeners inside the bent plate, ensuring continuous load transfer.

[0052] The upper surface of the upper side waist beam is arranged horizontally, providing a frame structure for the front structure of the driver's cab and vertical support for the interior of the train driver's cab and the train head cover; the lower surface of the lower side waist beam is inclined upward, forming an angle with the horizontal plane, so that when the vehicle collides with pedestrians or small cars on the road, it can absorb the collision energy and prevent pedestrians from being pulled under the vehicle and causing secondary injuries.

[0053] The above embodiments should be understood as being used only to illustrate the present invention more clearly, and not to limit the scope of the present invention. After reading the present invention, any modifications of the present invention in various equivalent forms by those skilled in the art fall within the scope defined by the appended claims.

Claims

1. A rubber-tyred train cab front end structure, comprising a front end anti-collision beam (1), the rear side of the front end anti-collision beam (1) is connected with a middle traction beam (2), cab side waist beams (3) extending in the same extension direction of the middle traction beam (2) are arranged at both ends of the front end anti-collision beam (1), the rear side of the cab side waist beam (3) is provided with a cab side waist plate (4), characterized in that: The front anti-collision beam (1) comprises an anti-collision wall (101), the anti-collision wall (101) is provided with a front end energy-absorbing element (103) and a dragging structure (102) on the upper and lower sides of the front end of the vehicle body; a vertical support structure located behind the energy-absorbing element (103) and a transverse support structure located behind the dragging structure (102) are arranged in the anti-collision wall (101); the upper surfaces of the anti-collision wall (101), the middle traction beam (2) and the driver's cabin side waist beam (3) are horizontal, and the lower surfaces are inclined upward towards the front of the vehicle body; The anti-collision wall (101) comprises a U-shaped wall (101a) opening towards the rear of the vehicle body, the upper side and the lower side of the inside of the U-shaped wall (101a) are respectively provided with an L-shaped plate (101b) and a bent plate (101e); a plurality of vertical rib plates (101c) are arranged between the L-shaped plate (101b) and the bent plate (101e); a vertical support plate (101d) corresponding to the position of the vertical rib plate (101c) is arranged between the bent plate (101e) and the anti-collision wall (101); The front end energy-absorbing element (103) comprises an energy-absorbing collision plate (103c), the rear side of the energy-absorbing collision plate (103c) is provided with a crush tube (103b), the crush tube (103b) is connected and fixed with the anti-collision wall (101) through a mounting plate (103a); the front end of the energy-absorbing collision plate (103c) is provided with an anti-climbing tooth; The dragging structure (102) comprises two dragging plates (102a) arranged above and below, a dragging sleeve (102b) is arranged at the middle position between the two dragging plates (102a); The middle traction beam (2) comprises a horizontally arranged upper longitudinal beam (204) and a lower longitudinal beam (206) inclined upward towards the front of the vehicle body; the front end and the rear end of the upper longitudinal beam (204) and the lower longitudinal beam (206) are respectively connected with a front end support beam (208) and a rear end support beam (205).

2. The rubber-tyred train cab front end structure according to claim 1, characterized by: First, second and third U-beams (201), (202) and (203) are arranged between the upper longitudinal beam (204) and the lower longitudinal beam (206) along the length direction of the middle traction beam (2); internal support rib plates (204c) are arranged in the inside of the upper longitudinal beam (204) and the lower longitudinal beam (206).

3. The cab front end structure of the rubber-wheeled vehicle according to claim 1, characterized by: Triangle support rib plates (207) are arranged between the upper longitudinal beam (204) and the front end support beam (208), and between the lower longitudinal beam (206) and the rear end support beam (205).

4. The cab front end structure of the rubber-wheeled vehicle according to claim 1, characterized by: The driver's cabin side waist beam (3) comprises an upper layer side waist beam (301) and a lower layer side waist beam (302), the upper layer side waist beam (301) is horizontally arranged, and the lower layer side waist beam (302) is arranged upwardly and obliquely to the front of the vehicle body; the upper layer side waist beam (301) and the lower layer side waist beam (302) each comprise an outer layer U-shaped beam, a plurality of support rib plates are arranged inside the outer layer U-shaped beam; the support rib plates comprise first support rib plates (301b) arranged inside the upper layer side waist beam (301) and C-shaped support plates (302d) arranged at the left and right ends inside the lower layer side waist beam (302).

5. The cab front end structure of the rubber-tyred vehicle according to claim 4, characterized by: The end of the lower layer side waist beam (302) close to the vehicle body is connected with an L-shaped support structure; the vertical part of the L-shaped support structure is connected with the lower layer side waist beam (302), and the horizontal part is connected with the upper layer side waist beam (301); the L-shaped support structure comprises an L-shaped sealing plate (302a), and first end support plates (302f) and second end support plates (302g) are arranged between the L-shaped sealing plate (302a) and the upper layer side waist beam (301); the L-shaped support structure further comprises support rib plates (302h) arranged at the opposite side of the L-shaped sealing plate (302a).

6. A rubber-tyred train chassis characterised by: The rubber-tired vehicle driver's cabin front end structure comprises the driver's cabin front end structure according to any one of claims 1-5.

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