A vehicle body structure of a railway vehicle

Abstract

The application discloses a car body structure of a rail vehicle, which comprises a chassis, a coupler and an energy absorption device. The chassis is provided with the coupler and the energy absorption device at both longitudinal ends, and the coupler is arranged in the middle at one end of the chassis, and the two energy absorption devices are symmetrically arranged about the coupler. The chassis comprises traction beams arranged at both ends and a middle beam structure between the two traction beams. The two traction beams at both ends are connected into an integral structure through two spaced and symmetrical longitudinal beam vertical plates. A single longitudinal beam vertical plate penetrates the middle beam along the longitudinal direction of the chassis and is fixedly connected with the traction beam, and the connecting point of the longitudinal beam vertical plate with the traction beam is located between the coupler and the energy absorption device. The longitudinal beam vertical plate is arranged to transfer the load borne by the traction beams at both ends of the chassis, the box side beam structure is cancelled, the arrangement space of the equipment is increased, the longitudinal beam vertical plate can be welded and welded seam detected from the inside and the outside, the structural strength of the chassis is ensured, and the production and welded seam inspection difficulty is reduced.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle equipment technology, and in particular to a rail vehicle body structure. Background Technology

[0002] Rail-mounted vehicles refer to transportation vehicles that run on dedicated tracks. They are characterized by high load-bearing capacity, good power performance, and good operating characteristics. The car body of a rail vehicle, as the load-bearing structure, needs to install equipment and transmit traction and braking loads during vehicle operation. It has high strength and rigidity requirements, especially for car bodies with underframe load-bearing structures, where all equipment and operating loads are borne by the underframe structure. Therefore, the structural design of the underframe is more difficult. Currently, the common underframe load-bearing car bodies in rail vehicles often have side beam structures set on the outside of the underframe, and one or two longitudinal beams running through the underframe length between the side beams. In order to meet the strength requirements, the cross-sectional area of ​​the side beams needs to be designed to be large. At the same time, the side beams and longitudinal beams used to transmit the main loads are generally welded box-shaped structures. The components of the welded box-shaped beam structure are complex, occupy a lot of space, and cannot accommodate equipment inside. Welding can only be carried out on the outside single side, and it is impossible to directly inspect the weld seams on the inside of the box-shaped beam. The fatigue performance of the welded joints is poor, resulting in poor strength and load transmission capacity of the underframe.

[0003] Therefore, how to simplify the vehicle body structure while meeting the strength requirements of the vehicle body structure, so as to provide more space for equipment layout and reduce production costs, is a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a vehicle body structure that meets the strength requirements of the vehicle body structure, has a simple structure, low production cost, and more space for equipment arrangement.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] A rail vehicle body structure includes a chassis, a coupler, and an energy-absorbing device. The coupler and the energy-absorbing device are provided at both ends of the chassis in the longitudinal direction. At one end of the chassis, the coupler is located in the middle, and two energy-absorbing devices are symmetrically arranged on both sides about the coupler.

[0007] The underframe includes traction beams at both ends for mounting the coupler and the energy-absorbing device, and a central beam structure located between the two traction beams. The traction beams at both ends are fixedly connected as a single structure by two spaced and symmetrically arranged longitudinal beam plates. A single longitudinal beam plate passes through the central beam along the longitudinal direction of the underframe and is fixedly connected to the traction beam, with its connection point to the traction beam located between the coupler and the energy-absorbing device.

[0008] Preferably, in the above-mentioned rail vehicle body structure, the top of the longitudinal beam upright plate is fixedly connected to the first floor in the vertical direction, and the bottom is fixedly connected to the lower cover plate. The first floor and the lower cover plate are arranged parallel to each other, and the ends of all three are fixedly connected to the same side of the traction beam.

[0009] Preferably, in the body structure of the above-mentioned rail vehicle, a plurality of reinforcing ribs are provided at intervals along the length of a single longitudinal beam upright plate, and the three edges of the reinforcing ribs are respectively welded and fixed to the first floor, the lower cover plate and the longitudinal beam upright plate.

[0010] Preferably, in the above-mentioned rail vehicle body structure, the longitudinal beam uprights are symmetrically provided with reinforcing ribs on both sides facing the inside and outside of the underframe, and the opening area of ​​the reinforcing ribs is an arc-shaped structure.

[0011] Preferably, the body structure of the above-mentioned rail vehicle also includes a sleeper beam, which is disposed between the traction beam and the middle beam, and square mounting holes are opened on both sides of the sleeper beam, and the longitudinal beam upright plate is disposed through the sleeper beam;

[0012] The longitudinal beam upright plate and the lower cover plate are recessed upward at the bottom of the area where the sleeper beam is installed, and protrude downward at the bottom of the area where the middle beam is installed.

[0013] Preferably, in the above-mentioned rail vehicle body structure, the on-board equipment of the underframe is assembled between the two longitudinal beam uprights, and the bearing point of the on-board equipment is located in the area directly above the longitudinal beam uprights;

[0014] On the outer side of the two longitudinal beam uprights, the first floor extends outward on both sides with longitudinal corridors.

[0015] Preferably, in the body structure of the above-mentioned rail vehicle, a second floor with a height lower than the first floor is provided at the top of the traction beam position. The second floor is welded and fixed to the longitudinal beam upright plate, and the second floor extends beyond the traction beam in the longitudinal direction of the underframe to provide a transverse corridor.

[0016] Preferably, in the above-mentioned rail vehicle body structure, the connection position of the lower cover plate and the traction beam is inclined downward, and the connection point of the lower cover plate and the second floor on the traction beam is located on both sides of the installation position of the coupler and the energy absorption device on the traction beam in the height direction.

[0017] Preferably, in the above-mentioned rail vehicle body structure, an adjustable plate is vertically arranged between the first floor and the second floor, the second floor and the traction beam are designed as an integral structure, and the adjustable plate adjusts the distance between the first floor and the second floor in the vertical direction.

[0018] Preferably, in the above-mentioned rail vehicle body structure, a foot pedal is provided on the side of the underframe, the foot pedal is attached to the traction beam and is located on the side of the longitudinal beam upright plate facing the outside of the underframe, and the stepped configuration area of ​​the foot pedal is located away from the back side of the traction beam.

[0019] Preferably, in the above-mentioned rail vehicle body structure, the two longitudinal beam uprights are recessed inward at the position where they are connected to the traction beam, are arranged parallel to each other in the area where the sleeper beam is set, and expand to both sides of the underframe in the area where the middle beam is set.

[0020] Preferably, in the body structure of the above-mentioned rail vehicle, the underframe is provided with a number of crossbeams at longitudinal intervals, and the crossbeams are composed of a vertical crossbeam plate sandwiched between the first floor at the top and the lower cover plate at the bottom.

[0021] Preferably, in the above-mentioned rail vehicle body structure, the lower cover plate is arranged longitudinally along the longitudinal beam plate with a width of 300mm in the underframe, and is arranged transversely along the transverse beam plate with a width of 200mm in the underframe.

[0022] As can be seen from the above technical solution, the rail vehicle body structure provided by the present invention has two longitudinal beam uprights symmetrically arranged in the longitudinal direction in its load-bearing underframe structure. The longitudinal beam uprights serve as the longitudinal load transfer structure of the underframe, with both ends fixedly connected to two traction beams to form the frame-like underframe body. Simultaneously, they longitudinally penetrate the central beam and other regional structures on the underframe, allowing the two longitudinal beam uprights to be connected laterally into a single structure while supporting other structures on the underframe. The arrangement of the longitudinal beam uprights simplifies the current longitudinal beam arrangement of box-type structures, reducing production and assembly costs. The spacing of the longitudinal beam uprights allows operators to perform bidirectional welding on both the inner and outer sides of the underframe, ensuring the fatigue strength requirements of the welded joints and their supporting function on the underframe. It also allows for direct weld flaw detection to ensure the quality of the welded joints. Furthermore, considering that the main longitudinal load on the underframe comes from the coupler and energy absorption device, in the symmetrically arranged longitudinal beam uprights, the connection point of each longitudinal beam upright on the traction beam is located between the coupler and the energy absorption device. This ensures that when the coupler or energy absorber is under stress, the longitudinal beam uprights can effectively transmit the load in the longitudinal direction, meeting the load transfer requirements of the underframe. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the body structure of a rail vehicle provided in an embodiment of the present invention;

[0025] Figure 2 for Figure 1 A diagram showing the view from below;

[0026] Figure 3 for Figure 2 Side view;

[0027] Figure 4 for Figure 2 Structural diagram showing the concealed lower cover and foot pedal;

[0028] Figure 5 for Figure 2 A schematic diagram of the cross-sectional structure of the central beam area (dashed lines represent vehicle-mounted equipment).

[0029] Figure 6 for Figure 4 A schematic diagram of the cross-sectional structure of the beam in the middle;

[0030] Figure 7 This is a structural diagram showing the location of the traction beam;

[0031] Figure 8 Detailed side view of the middle beam (dashed lines indicate equipment installed on the vehicle);

[0032] Figure 9 This is a schematic diagram of the traction beam and foot pedal structure.

[0033] Among them, 1-underframe; 10-traction beam; 110-coupler; 120-energy absorption device; 20-pillar beam; 30-middle beam; 40-longitudinal beam upright plate; 410-reinforcing rib plate; 510-first floor; 5110-longitudinal corridor; 520-second floor; 5210-transverse corridor; 530-lower cover plate; 540-adjustable upright plate; 60-foot pedal; 70-crossbeam upright plate; 80-on-board equipment. Detailed Implementation

[0034] The core of this invention is to disclose a vehicle body structure that meets the strength requirements of the vehicle body structure, has a simple structure, low production cost, and more space for equipment placement.

[0035] To enable those skilled in the art to better understand the present invention, embodiments of the present invention will be described below with reference to the accompanying drawings. Furthermore, the embodiments shown below do not limit the scope of the invention as described in the claims. Additionally, the complete contents of the configurations shown in the embodiments below are not limited to those necessary for the solution of the invention described in the claims.

[0036] like Figure 1-9 As shown, the rail vehicle body structure provided in this embodiment of the invention includes a base frame 1, a coupler 110, and an energy-absorbing device 120. The base frame 1 is the load-bearing component of the body structure, mainly used for supporting the installation of onboard equipment 80 and bearing traction and braking loads during vehicle operation. The base frame 1 has couplers 110 and energy-absorbing devices 120 at both ends in its longitudinal direction. Here, the longitudinal direction of the base frame 1 specifically refers to its length. The presence of couplers 110 and energy-absorbing devices 120 at both ends of the longitudinal direction of the base frame 1 enables the base frame 1 to be positioned on the track... After installation, both ends have the effects of dragging and traction as well as collision energy absorption, without the need to frequently change the position of the end of the chassis 1. It should also be noted that the coupler 110 is located in the middle of the single end of the chassis 1 in the longitudinal direction, so that when the coupler 110 is subjected to traction or pushing force, the load can be evenly distributed from the center line of the chassis 1 to both sides. Correspondingly, the two energy absorption devices 120 are symmetrically arranged on both sides about the coupler 110 to absorb collision energy from both sides, thereby achieving a good protection effect for the chassis 1.

[0037] Specifically, the underframe 1 mainly includes a structure comprising a traction beam 10 and a central beam 30. The two traction beams 10 are respectively located at both ends of the underframe 1 in the longitudinal direction. The traction beams 10 possess good rigidity and are preferably made of 50mm high-strength steel plates as end plates. This ensures that after the coupler 110 and energy-absorbing device 120 are installed, they can stably and effectively transfer the longitudinal load generated by the coupler 110 and energy-absorbing device 120 to the longitudinal load-bearing structure behind the traction beams 10. The central beam 30 is located in the area between the two traction beams 10 for the installation of main equipment. It provides the main load-bearing space. Specifically, the traction beams 10 located at both ends of the longitudinal direction of the underframe 1 are fixed and connected into an integral structure by two longitudinal beam uprights 40. The two longitudinal beam uprights 40 are spaced apart and symmetrically arranged, and their symmetry line is also the symmetry line of the underframe 1 along the longitudinal direction. Each longitudinal beam upright 40 also passes through the middle beam 30 along the longitudinal direction of the underframe 1, so as to be laterally connected by the middle beam 30 in the middle area and to fix and support the middle beam 30. At the same time, the connection point between each longitudinal beam upright 40 and the traction beam 10 is located between the coupler 110 and the energy absorption device 120.

[0038] It should be noted that in the above structure, the longitudinal load of the underframe 1 is mainly transferred by two spaced longitudinal beam uprights 40. Simultaneously, the longitudinal beam uprights 40 also serve to connect and support the central beam 30 and other structural areas. The longitudinal beam uprights 40 replace the box-type side beam structure in the prior art, making the underframe 1 structurally simpler, easier to manufacture and assemble, and providing more space for the onboard equipment 80. Furthermore, the longitudinal beam uprights 40 are single-layer structures with a large gap between the two, allowing operators to weld and fix them on both the inner and outer sides of the longitudinal beam uprights 40, which improves the connection effect compared to the current outer-side welding structure. In addition, considering the load on the underframe 1... The load is mostly transmitted through the coupler 110 or the energy-absorbing device 120. Therefore, the connection point of a single longitudinal beam plate 40 on the traction beam 10 is located between the coupler 110 and the energy-absorbing device 120, so that when the coupler 110 or the energy absorber is under stress, the longitudinal beam plate 40 can transmit the load well in the longitudinal direction. Since the two longitudinal beam plates 40 are spaced apart and symmetrically arranged, their line of symmetry is also the line of symmetry of the underframe 1 in the longitudinal direction. Therefore, the coupler 110 is also located on the center line of the two longitudinal beam plates 40. The distance between the two longitudinal beam plates 40 and the energy-absorbing devices 120 on both sides is equal. The above structure enables the two longitudinal beam plates 40 to bear a certain load when the coupler 110 and the energy-absorbing device 120 are under stress.

[0039] The rail vehicle body structure provided in this embodiment of the invention has a load-bearing underframe 1 structure with two longitudinal beam uprights 40 symmetrically arranged in the longitudinal direction. The longitudinal beam uprights 40 serve as the longitudinal load transfer structure of the underframe 1, with both ends fixedly connected to two traction beams 10 to form the frame-like main body of the underframe 1. Simultaneously, they longitudinally penetrate the central beam 30 and other regional structures on the underframe 1, allowing the two longitudinal beam uprights 40 to be connected laterally as a single unit while supporting other structures on the underframe 1. The arrangement of the longitudinal beam uprights 40 simplifies the longitudinal beam arrangement of current box-type structures, reducing production and assembly costs. Furthermore, the spaced arrangement of the longitudinal beam uprights 40... This allows operators to perform bidirectional welding on both the inner and outer sides of the underframe 1, ensuring the fatigue strength requirements of the welded joints of the longitudinal beam uprights 40 and their supporting function on the underframe 1. It also allows for direct weld flaw detection to ensure the quality of the welded joints. Furthermore, considering that the main longitudinal load of the underframe 1 comes from the positions of the coupler 110 and the energy absorption device 120, in the symmetrically arranged longitudinal beam uprights 40, the connection point of a single longitudinal beam upright 40 on the traction beam 10 is located between the coupler 110 and the energy absorption device 120. This ensures that when the coupler 110 or the energy absorber is under stress, the longitudinal beam uprights 40 can effectively transmit the load in the longitudinal direction, thus meeting the load transmission requirements of the underframe 1.

[0040] It should also be noted that the end structure of the traction beam 10 adopts a thick plate structure, which has no bending or welding processing. The coupler 110 and the energy absorption device 120 are directly assembled to the end of the traction beam 10, thereby reducing the risk of welding damage to the traction beam 10.

[0041] Furthermore, to enhance the structural stability of the longitudinal beam upright plate 40 and avoid the risk of bending and deformation during the operation of the underframe 1, in the vehicle body structure of the rail vehicle provided in this embodiment of the invention, the longitudinal beam upright plate 40 is a vertical plate structure. After installation, the top of the longitudinal beam upright plate 40 is fixedly connected to the first floor 510 in the vertical direction, preferably using a welded structure to maintain a stable connection structure, without the need for pre-drilling holes, making assembly convenient. The bottom of the longitudinal beam upright plate 40 in the vertical direction is fixedly connected to the lower cover plate 530. The first floor 510 and the lower cover plate 530 serve as the top and bottom load-bearing structural surfaces of the underframe 1 for functions such as equipment installation and personnel passage. At the same time, the arrangement of the first floor 510 and the lower cover plate 530 makes the longitudinal cross-sectional structure of a single longitudinal beam upright plate 40 "I" shaped. The two longitudinal beam uprights 40 form a bridge-shaped structure with the first floor 510 to provide additional support and rigidity. The two longitudinal beam uprights 40 are also more integrated and less prone to torsion. It should also be noted that the first floor 510 and the lower cover plate 530 are set parallel to each other, and the distance between them can be adjusted according to the vehicle's design requirements and load needs. The ends of the three components, namely the ends of the longitudinal beam uprights 40, the first floor 510, and the lower cover plate 530, are all fixedly connected to the same side of the traction beam 10 to facilitate the transmission of longitudinal loads generated on the traction beam 10. This prevents damage to the longitudinal beam uprights 40 due to its weak structure. In the above structure, the longitudinal load is transmitted rearward along the "I"-shaped structure on both sides. The force transmission effect is stable, and the high strength of the "I"-shaped structure makes the longitudinal beam uprights 40 less prone to damage.

[0042] To adapt to different load, weight requirements, and operating environments, the materials for the first floor 510 and the lower cover plate 530 can be high-strength alloy steel to meet the structural strength requirements of the vehicle body. The traction beam 10 can be designed as a U-shaped beam structure to increase its bending and torsional resistance. The structural design of the aforementioned longitudinal beam upright plate 40, the first floor 510, and the lower cover plate 530 gives the underframe 1 vehicle body structure high load-bearing capacity and stability, improving its stability during operation.

[0043] Based on the above embodiments, in order to further improve the strength and rigidity of the rail vehicle body structure, a number of reinforcing ribs 410 are provided at intervals along the length of a single longitudinal beam upright plate 40. Each reinforcing rib 410 has at least three straight edges, and the structures of two adjacent edges are perpendicular to each other. The three edges are fixedly connected to the first floor 510, the lower cover plate 530 and the longitudinal beam upright plate 40 by welding, so that the structure of the longitudinal beam upright plate 40 extends laterally in the underframe 1 in a localized manner, thereby significantly improving the bending and torsional resistance of the body structure and extending the service life of the underframe 1. At the same time, the reinforcing ribs 410 in the relatively weak parts of the structure can also effectively distribute the load and improve the overall rigidity.

[0044] It should be noted that, under conditions where the strength requirement of the base frame 1 is high, the longitudinal beam upright plate 40 can also be symmetrically provided with reinforcing ribs 410 on both sides facing the inside and outside of the base frame 1, so that the structure of the longitudinal beam upright plate 40 extends further in the lateral direction of the base frame 1, thereby improving the strength of the base frame 1. At the same time, the opening area of ​​the reinforcing rib 410 is preferably designed as an arc structure, so that the reinforcing rib 410 can strengthen the structure of the longitudinal beam upright plate 40 after welding and is less likely to cause stress concentration.

[0045] Furthermore, in the rail vehicle body structure provided in this embodiment of the invention, a structural area of ​​a sleeper beam 20 is also included. The sleeper beam 20 is disposed between the traction beam 10 and the central beam 30, and the underframe 1 is designed as a centrally symmetrical structure. That is, in the longitudinal direction of the underframe 1, the central beam 30 is disposed in the middle position. Along a single direction, the underframe 1 has an arrangement of the traction beam 10, the sleeper beam 20, the central beam 30, the sleeper beam 20, and the traction beam 10. The longitudinal beam upright plate 40 is also longitudinally disposed through the sleeper beam 20 to connect and support the sleeper beam 20, so that the sleeper beam 20 has the component load-bearing capacity. It should be noted that the area of ​​the sleeper beam 20 is the installation position of the bogie. Therefore, square mounting holes are opened on both sides of the sleeper beam 20 for the bogie to be installed and fixed. The sleeper beam 20 can be made of high-strength material to withstand large loads. The size and position of the holes can be adjusted according to the actual bogie structure. In order to ensure smooth bogie installation, in the area where the bolster beam 20 is installed, the longitudinal beam upright plate 40 and the lower cover plate 530 are connected and the bottom position is recessed upwards to provide more installation space at the bottom of the car body, thus ensuring the movement space required by the bogie during use. After passing through the area where the bolster beam 20 is installed, the longitudinal beam upright plate 40 and the lower cover plate 530 are configured with a downward convex shape at the bottom of the middle beam 30, forming a downward convex fish belly beam structure, which strengthens the load-bearing capacity and rigidity of the middle part of the underframe 1. This special design of the longitudinal beam upright plate 40 and the lower cover plate 530 not only optimizes the spatial layout of the vehicle, but also improves the load-bearing capacity and structural rigidity of the vehicle, enabling the vehicle to adapt to more diverse usage needs.

[0046] Furthermore, in the rail vehicle body structure provided in this embodiment of the invention, the underframe 1 also bears the load of onboard equipment 80, etc. Based on the longitudinal beam uprights 40, the onboard equipment 80 on the underframe 1 is assembled between the two longitudinal beam uprights 40, and is partially embedded through the opening of the middle beam 30 and other areas to maintain the stability and safety of the equipment. At the same time, the load-bearing points of the onboard equipment 80 are set along both sides of the underframe 1 in the area directly above the longitudinal beam uprights 40 to maximize the load-bearing capacity of the longitudinal beam uprights 40 and reduce the risk of assembly failure of the onboard equipment 80. It should also be noted that the load-bearing points of the onboard equipment 80 can be optimized according to the weight and size of the equipment to ensure the best load-bearing effect. A support structure can be set between the two longitudinal beam uprights 40 to further improve the load-bearing capacity and stability.

[0047] On this basis, the base frame 1 also needs to meet the position movement requirements of personnel. Therefore, in some embodiments of the present invention, at the position of the two longitudinal beam uprights 40 facing the outer side of the base frame 1, the first floor 510 extends outward to provide a longitudinal corridor 5110 so that personnel can move along the longitudinal direction of the base frame 1. The extended structure will not occupy the equipment layout space of the base frame 1, nor will there be equipment blocking the movement route of personnel. It should also be noted that the area on the first floor 510 where the longitudinal corridor 5110 is provided only needs to meet the movement of personnel, and does not need to bear the weight of equipment. Therefore, it can adopt a thin plate structure to reduce the weight of the vehicle body.

[0048] Considering that the position of the traction beam 10 requires the installation of the coupler 110 and the energy absorption device 120, and its strength requirements are high, and that it has many connections with the vehicle end and its structural setup is relatively complex, in some embodiments of the present invention, a second floor 520 is added around the traction beam 10 to form a double-layer structure around the traction beam 10. At the same time, the height of the second floor 520 is lower than that of the first floor 510 to provide additional functional space. The second floor 520 is also fixedly connected to the through longitudinal beam upright plate 40, and by maintaining the stable setting of the second floor 520, the stability and load-bearing capacity of the structure are ensured.

[0049] It should be noted that in the above embodiments, the peripheral structure of the second floor 520 and the traction beam 10 is designed according to the vehicle end structure to form a stable modular structure, which facilitates quick replacement and maintenance. At the same time, the vertical height of the second floor 520 can be reduced as much as possible to reduce the bending moment generated by the coupler 110 and the energy absorption device 120. In addition, the second floor 520 extends beyond the traction beam 10 in the longitudinal direction of the underframe 1 to provide a transverse corridor 5210, which provides space for personnel to move laterally along the underframe 1. It cooperates with the longitudinal corridor 5110 provided in other embodiments of the present invention to meet the movement of personnel at various positions on the underframe 1. It should also be noted that the area of ​​the transverse corridor 5210 only needs to meet the movement of personnel and does not need to bear the load of equipment. Therefore, it can also adopt a thin plate structure to reduce the weight of the vehicle body.

[0050] Based on the above embodiment, the lower cover plate 530 is designed to be inclined downwards at the connection position with the traction beam 10, so that the lower cover plate 530 is connected to a lower position on the traction beam 10. On the one hand, when the underframe 1 collides, the inclined connection can better absorb and disperse the impact force. On the other hand, the inclined lower cover plate 530, together with the coupler 110 and energy absorption device 120 on the traction beam 10, has its connection point with the second floor 520 on the traction beam 10 located on the upper and lower sides of the coupler 110 and energy absorption device 120 in the height direction. When the coupler 110 and energy absorption device 120 are subjected to longitudinal load, they can transmit the load vertically to the lower cover plate 530 and the second floor 520 respectively, thereby reducing the bending moment and protecting the structure of the traction beam 10 and the underframe 1.

[0051] To further optimize the above technical solution, this embodiment of the invention provides a vertically adjustable plate 540 between the first floor 510 and the second floor 520 to connect the first floor 510 and the second floor 520. The adjustable plate 540 allows for vertical adjustment of the distance between the first floor 510 and the second floor 520. After determining the height of the first floor 510 from the rail surface according to the vehicle requirements, the height of the first floor 510 can be adjusted by changing the adjustable plate 540 without affecting the connection structure between the second floor 520 and the traction beam 10. The adjustable plate 540 provides flexibility in the interior space layout of the vehicle, allowing the vehicle to quickly adjust the interior space according to different usage scenarios and needs, thereby improving the adaptability and practicality of the vehicle.

[0052] It should be noted that the overlapping areas of the first floor 510 and the second floor 520 in the vertical direction are welded to the longitudinal beam upright plate 40 in a cross-shaped structure to improve the longitudinal load transmission capacity of the base frame 1.

[0053] To facilitate easy access for personnel on the vehicle structure provided in this embodiment of the invention, a foot pedal 60 is also provided on the side of the chassis 1. The foot pedal 60 is designed to fit against the traction beam 10 and is located on the side of the longitudinal beam upright plate 40 facing the outside of the chassis 1, so that the foot pedal 60 does not interrupt the longitudinal structural integrity of the longitudinal beam upright plate 40. At the same time, the stepped configuration of the foot pedal 60 avoids the back side of the traction beam 10. Specifically, the step position of the foot pedal 60 is far away from the back side of the traction beam 10, so that the back side of the traction beam 10 is not blocked by the foot pedal 60. This makes the energy absorption device 120 an open and visible space on the back side of the traction beam 10, allowing personnel to directly observe the deformation state of the energy absorption device 120 and choose whether to repair or replace it.

[0054] It should be noted that the foot pedal 60 can be made of non-slip materials, such as rubber or textured metal, to improve safety during use. The shape and size of the foot pedal 60 can be adjusted according to the specific dimensions of the vehicle and usage requirements.

[0055] Furthermore, in the vehicle body structure provided in this embodiment of the invention, the longitudinal beam uprights 40 have a flexible configuration in the longitudinal direction to meet the connection and load-bearing requirements of various positions on the underframe 1. Specifically, the two longitudinal beam uprights 40 are contracted inward at the connection position with the traction beam 10 to form a compact structure and connect to the traction beam 10, so that the connection point of the two longitudinal beam uprights 40 on the traction beam 10 is located between the two energy-absorbing devices 120, so that the longitudinal load on the traction beam 10 can be smoothly transferred to the two longitudinal beam uprights 40. In the area where the bolster beam 20 is set, the two longitudinal beam uprights 40 are set in parallel to maintain the stability of the structure and provide stable support for the bogie. In the area where the middle beam 30 is set, the longitudinal beam uprights 40 expand to the outer sides of the underframe 1 to provide sufficient installation space for the on-board equipment 80 in the middle beam 30 area and maintain the lateral stability of the middle area of ​​the underframe 1.

[0056] It should be noted that the longitudinal structural changes of the longitudinal beam upright plate 40 not only optimize the vehicle's structural layout, but also improve the vehicle's load-bearing capacity and stability, enabling the vehicle to adapt to more diverse usage environments and load conditions.

[0057] It should be further explained that the structure of the longitudinal beam upright plate 40 along the longitudinal direction of the vehicle body can be adjusted according to the installation space requirements of the on-board equipment 80 on the inner and outer sides, as long as the continuous structure of the longitudinal beam upright plate 40 in the longitudinal direction of the vehicle body is guaranteed.

[0058] Furthermore, in order to enhance the overall rigidity and load-bearing capacity of the chassis 1, the chassis 1 is provided with several crossbeams at longitudinal intervals. Each transverse structure consists of a first floor 510 at the top and a lower cover plate 530 at the bottom, with a vertically arranged crossbeam plate 70 sandwiched between them, to form a sturdy frame structure, which enhances the overall rigidity and load-bearing capacity of the chassis 1, and also provides more support points for the installation of equipment and spatial layout inside the vehicle.

[0059] It should be noted that the crossbeam is constructed by the cooperation structure of the first floor 510 and the lower cover plate 530 on both sides of the crossbeam upright plate 70. It can also be welded and inspected from both sides to maintain the connection effect of the crossbeam. Similarly, the crossbeam upright plate 70 can be equipped with a reinforcing rib structure like the longitudinal beam upright plate 40 to strengthen the crossbeam structure, which will not be elaborated here.

[0060] Furthermore, in the vehicle body structure provided in this embodiment of the invention, the lower cover plate 530 has a relatively long span, and it is preferably set in a segmented structure to reduce its production and assembly difficulty. In a specific embodiment of the invention, the lower cover plate 530 is arranged in the longitudinal direction of the underframe 1 with a width of 300mm along the longitudinal beam upright plate 40, while in the transverse direction of the underframe 1, the lower cover plate 530 is arranged in the transverse direction with a width of 200mm along the transverse beam upright plate 70. The uniformly arranged lower cover plate 530 structure can adopt a modular design to facilitate quick installation and replacement, and at the same time, the connection is tight, which can further enhance the lateral stability of the vehicle.

[0061] It should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings. Unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0062] As indicated in this invention and the claims, unless the context clearly indicates otherwise, the words "a," "an," "an," and / or "the" do not specifically refer to the singular and may also include the plural. Generally speaking, the terms "comprising" and "including" only indicate the inclusion of explicitly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements. An element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, product, or apparatus that includes the element.

[0063] Hereinafter, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0064] The above description is merely a preferred embodiment of the present invention and an explanation of the technical principles employed, and is not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. The scope of the invention is not limited to the technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the above-described inventive concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in the present invention.

Claims

1. A car body structure for a rail vehicle, characterized in that, The system includes a base frame, a coupler, and an energy-absorbing device. The coupler and the energy-absorbing device are provided at both ends of the base frame in the longitudinal direction. At one end of the base frame, the coupler is located in the middle, and two energy-absorbing devices are symmetrically arranged on both sides about the coupler. The underframe includes traction beams at both ends for mounting the coupler and the energy-absorbing device, and a central beam structure located between the two traction beams. The traction beams at both ends are fixedly connected as a single structure by two spaced and symmetrically arranged longitudinal beam uprights. A single longitudinal beam upright extends through the central beam along the longitudinal direction of the underframe and is fixedly connected to the traction beam. The connection point between the upright and the traction beam is located between the coupler and the energy-absorbing device. The top of the longitudinal beam upright is fixedly connected to the first floor in the vertical direction, and the bottom is fixedly connected to the lower cover plate. A second floor, lower in height than the first floor, is provided at the top of the traction beam position. The second floor is welded and fixed to the vertical plate of the longitudinal beam, and the second floor extends beyond the traction beam in the longitudinal direction of the base frame to provide a transverse corridor.

2. The vehicle body structure of the rail vehicle as described in claim 1, characterized in that, The first floor and the lower cover plate are arranged parallel to each other, and the ends of all three are fixedly connected to the same side of the traction beam.

3. The vehicle body structure of the rail vehicle as described in claim 2, characterized in that, Each longitudinal beam upright plate is provided with a number of reinforcing ribs at intervals along its length, and the three edges of the reinforcing ribs are respectively welded and fixed to the first floor, the lower cover plate and the longitudinal beam upright plate.

4. The vehicle body structure of the rail vehicle as described in claim 3, characterized in that, The longitudinal beam upright plate is symmetrically provided with reinforcing ribs on both sides facing the inside and outside of the base frame, and the opening area of ​​the reinforcing ribs is an arc-shaped structure.

5. The vehicle body structure of the rail vehicle as described in claim 2, characterized in that, It also includes a bolster beam, which is disposed between the traction beam and the middle beam, and square mounting holes are provided on both sides of the bolster beam, and the longitudinal beam upright plate is disposed through the bolster beam; The longitudinal beam upright plate and the lower cover plate are recessed upward at the bottom of the area where the sleeper beam is installed, and protrude downward at the bottom of the area where the middle beam is installed.

6. The vehicle body structure of the rail vehicle as described in claim 2, characterized in that, The vehicle-mounted equipment of the chassis is mounted between the two longitudinal beam uprights, and the load-bearing point of the vehicle-mounted equipment is located in the area directly above the longitudinal beam uprights. On the outer side of the two longitudinal beam uprights, the first floor extends outward on both sides with longitudinal corridors.

7. The vehicle body structure of the rail vehicle as described in claim 1, characterized in that, The lower cover plate is inclined downward at the connection position with the traction beam, and the connection point between the lower cover plate and the second floor on the traction beam is located on both sides of the installation position of the coupler and the energy absorption device on the traction beam in the height direction.

8. The vehicle body structure of the rail vehicle as described in claim 1, characterized in that, An adjustable plate is vertically arranged between the first floor and the second floor. The second floor and the traction beam are designed as an integral structure. The adjustable plate adjusts the distance between the first floor and the second floor in the vertical direction.

9. The vehicle body structure of the rail vehicle as described in claim 1, characterized in that, A foot pedal is provided on the side of the base frame. The foot pedal is attached to the traction beam and is located on the side of the longitudinal beam upright plate facing the outside of the base frame. The stepped configuration area of ​​the foot pedal is set away from the back side of the traction beam.

10. The vehicle body structure of the rail vehicle as described in claim 5, characterized in that, The two longitudinal beam uprights taper inward at the connection point with the traction beam, are arranged parallel to each other in the area where the bolster beam is installed, and expand outward to both sides of the base frame in the area where the middle beam is installed.

11. The vehicle body structure of the rail vehicle as described in claim 2, characterized in that, The base frame is provided with a number of crossbeams at longitudinal intervals. Each crossbeam is composed of a vertical crossbeam plate sandwiched between the first floor at the top and the lower cover plate at the bottom.

12. The vehicle body structure of the rail vehicle as described in claim 11, characterized in that, The lower cover plate is arranged longitudinally along the vertical plate of the longitudinal beam with a width of 300mm in the longitudinal direction of the base frame, and is arranged transversely along the vertical plate of the horizontal beam with a width of 200mm in the transverse direction of the base frame.

Images