Train underframe structure, car body and rubber-tired train

Abstract

This invention relates to the field of rail transit technology, and more particularly to a train underframe structure, a car body, and a rubber-tired train. The train underframe structure comprises a front underframe, a middle underframe, and a rear underframe connected sequentially, with a vertical height difference between the middle and rear underframes and the front underframe. Each of the front and rear underframes is equipped with several curved beams arranged along the width of the vehicle. Both ends of each curved beam are higher than the middle of the beam, and both ends of each curved beam are suitable for connecting to a pair of side beams of the car body. This train underframe structure can be well adapted to the rubber-tired train running system, meeting the spatial requirements for complex movements of the running system, optimizing the force transmission path of the underframe structure during train service, and achieving the goal of train lightweighting.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a train underframe structure, car body, and rubber-tired train. Background Technology

[0002] Rubber-tired rail systems are a form of rail transport that utilizes tire technology from road transportation. Specifically, the wheels of trains in rubber-tired rail systems are no longer traditional steel wheels, but rubber wheels. Furthermore, the tracks they travel on differ from traditional steel-wheeled rails, employing a virtual track.

[0003] Currently, existing rubber-tired trains connect their various carriages via articulated joints. The underframe ends require articulated joint mounting beams, which currently employ a structure of articulated brackets lapped with rectangular steel sections. However, because the rectangular steel sections cannot contain stiffening plates, their longitudinal stiffness is inconsistent, failing to meet the longitudinal load requirements of the rubber-tired trains. Furthermore, the vertical load is in the shear direction of the lapped weld, which does not meet the vertical load distribution requirements between trains. The rectangular steel structure also exhibits poor compatibility with the fish-belly-shaped section of the underframe, leading to fragmentation of the surrounding structure and complex welds.

[0004] Furthermore, the steering and running systems of rubber-tired trains have complex spatial motion relationships, and the existing space allocation of the underframe structure of a single car body of a rubber-tired train is difficult to effectively meet the spatial requirements of the steering and running systems under complex motion conditions. This can easily lead to obstruction of the transmission of longitudinal, lateral, and vertical forces of the car body during train operation, reducing the overall strength, stiffness, vibration resistance, and fatigue resistance of the underframe structure, and thus affecting the overall running stability and safety of the train. Summary of the Invention

[0005] This invention provides a train underframe structure to address the shortcomings of existing technologies where the space allocation of the underframe structure of a single car body of a rubber-tired train is insufficient to effectively meet the space requirements of the steering and running system under complex motion conditions. It enables the synchronous and reliable transmission of longitudinal, lateral, and vertical forces of the car body, effectively improving the overall strength, stiffness, vibration resistance, and fatigue resistance of the underframe structure.

[0006] The present invention also provides a car body that meets the spatial requirements of the running system for complex movements, optimizes the force transmission path of the underframe structure during train service, and achieves the goal of train lightweighting.

[0007] The present invention also provides a rubber-tired train with better ride stability and safety.

[0008] This invention provides a train underframe structure, comprising a front underframe, a middle underframe, and a rear underframe connected in sequence, wherein the middle underframe and the rear underframe have a vertical height difference with respect to the front underframe; wherein the front underframe and the rear underframe are respectively equipped with a plurality of curved beams arranged along the width direction of the vehicle, both ends of each curved beam are higher than the middle of the curved beam, and both ends of each curved beam are adapted to connect to a pair of side beams of the vehicle body.

[0009] According to a train underframe structure provided by the present invention, the rear underframe includes a rear buffer beam, a rear curved beam, a pair of rear longitudinal beams and a pair of supporting inclined beams.

[0010] The rear buffer beam is located at the second end of the vehicle body.

[0011] The rear curved beam is connected to the central underframe and is spaced apart from the rear buffer beam. Both ends of the rear curved beam are connected to the central side beam of the vehicle body.

[0012] A pair of rear longitudinal beams are provided along the length of the vehicle, with their ends connected to the rear curved beam and the rear buffer beam, respectively.

[0013] A pair of supporting inclined beams, with their ends connected to the rear curved beam and the rear buffer beam, respectively.

[0014] With the rear buffer beam as the reference axis, the plane containing the pair of supporting inclined beams is inclined downward relative to the plane containing the pair of rear longitudinal beams.

[0015] According to a train underframe structure provided by the present invention, the first end of the supporting inclined beam and the first end of the rear longitudinal beam are respectively connected to the rear curved beam, and the first end of the supporting inclined beam is located below the first end of the rear longitudinal beam; the second end of the supporting inclined beam and the second end of the rear longitudinal beam are respectively connected to the rear buffer beam, and the second end of the supporting inclined beam is located inside the second end of the rear longitudinal beam.

[0016] According to a train underframe structure provided by the present invention, the distance between the first ends of a pair of supporting inclined beams is not less than the distance between the second ends.

[0017] According to the present invention, a train underframe structure is provided, with the plane containing the pair of rear longitudinal beams as the reference plane, wherein the rear curved beams include a sunken section and a pair of inclined connecting sections.

[0018] The sunken section is located below the reference plane, and one end of the pair of supporting inclined beams is connected to the sunken section.

[0019] A pair of inclined connecting sections are respectively connected to both ends of the sunken section. Each inclined connecting section has a connecting end at its end away from the sunken section. Each connecting end is located above the reference plane and is connected to the central base frame.

[0020] According to a train underframe structure provided by the present invention, the rear curved beam has a stepped portion, which is connected between the sunken section and the inclined connecting section; the stepped portion includes a straight section and a vertical section connected together, the straight section is connected to the inclined connecting section, and the vertical section is connected to the sunken section.

[0021] According to a train underframe structure provided by the present invention, a plurality of tie rod seats are installed on the rear curved beam, and the tie rod seats are distributed in the sunken section and / or the stepped section.

[0022] According to a train underframe structure provided by the present invention, the central underframe includes a pair of central side beams, a plurality of central crossbeams and a pair of central diagonal beams.

[0023] A pair of central side beams are spaced apart along the length of the vehicle.

[0024] Several central crossbeams are arranged at intervals and connected between a pair of central side beams.

[0025] A pair of central inclined beams, one end of which is connected to the first beam among the plurality of central crossbeams, and the other end of which is connected to the rear curved beam.

[0026] With the first crossbeam as the reference axis, the plane containing the pair of central inclined beams is inclined downward relative to the plane containing the pair of central side beams.

[0027] According to a train underframe structure provided by the present invention, the central underframe further includes: the reinforcing structure is a pair of reinforcing seats, the pair of reinforcing seats being respectively connected between the first crossbeam and the adjacent central side beam, and located on the side of the first crossbeam facing away from the central inclined beam; and / or, the reinforcing structure is a pair of inclined support beams, each of the inclined support beams being respectively connected between the central side beam and the rear curved beam on the corresponding side.

[0028] According to a train underframe structure provided by the present invention, the front underframe includes a front buffer beam, a pair of front side beams, a pair of front longitudinal beams, and several front curved beams.

[0029] The front buffer beam is located at one end of the vehicle body and is spaced apart from the central underframe.

[0030] A pair of front side beams are spaced apart along the length of the vehicle. One end of each pair of front side beams is connected to the front buffer beam, and the other end is connected to the middle underframe via a support frame.

[0031] A pair of front longitudinal beams are arranged in parallel at intervals along the length of the vehicle and are respectively connected between the front buffer beam and the support frame. The pair of front longitudinal beams are located between the pair of front side beams, and the pair of front longitudinal beams are lower than the pair of front side beams.

[0032] Several front curved beams are arranged at intervals between the front buffer beam and the support frame.

[0033] The middle part of the front curved beam is connected to a pair of front longitudinal beams, and the two ends of the front curved beam are connected to a pair of front side beams.

[0034] According to a train underframe structure provided by the present invention, the front underframe is provided with at least three front curved beams; at the bottom of the connection between one of the front curved beams and a pair of front longitudinal beams, a shock absorber mounting platform suitable for mounting a shock absorber connecting seat is constructed; the remaining front curved beams are symmetrically arranged on the front and rear sides of the front longitudinal beams provided with the shock absorber mounting platforms, and at the connection between each of the symmetrically arranged front curved beams and a pair of front longitudinal beams, an air spring mounting platform suitable for mounting an air spring is constructed; the front buffer beam and the support frame are respectively connected to their respective adjacent front curved beams by end support beams, and a steering wheel mounting seat is mounted on the end support beams connecting the front buffer beams; a steering system mounting seat is mounted on the front buffer beam.

[0035] According to a train underframe structure provided by the present invention, a plurality of vertical reinforcing ribs are constructed on the front longitudinal beam, and each of the vertical reinforcing ribs is distributed on at least one side of the air spring mounting platform and / or at least one side of the shock absorber mounting platform.

[0036] According to a train underframe structure provided by the present invention, the support frame includes a pair of diagonal support beams and a cross brace connecting beam.

[0037] A pair of diagonal bracing beams are respectively connected between the front side beam and the middle base frame on the corresponding side.

[0038] A cross bracing connecting beam connects the pair of said diagonal bracing beams.

[0039] Among them, a pair of front longitudinal beams are respectively connected between the front buffer beam and the cross brace connecting beam.

[0040] The present invention also provides a vehicle body equipped with the train underframe structure described above.

[0041] The present invention also provides a rubber-tired train, including a car body as described above; and a running system, a train underframe structure connected to the car body.

[0042] This invention provides a train underframe structure in which the front underframe, middle underframe, and rear underframe are connected in sequence to bear the longitudinal load transmission of the car body from front to rear. The middle underframe and the rear underframe have a vertical height difference with the front underframe. The front underframe and the rear underframe are each equipped with a number of curved beams arranged along the width of the car. Both ends of each curved beam are higher than the middle of the curved beam, and both ends of each curved beam are suitable for connecting a pair of side beams of the car body. The train's underframe structure utilizes the vertical height difference between the aforementioned middle and rear underframes and the front underframe to optimize the underframe space, thus effectively adapting to the rubber-tired train's running gear and meeting the space requirements for complex movements. Furthermore, by combining this vertical height difference with the force transmission path formed by the curved beam, topological optimization of the force transmission path is achieved. This ensures the underframe structure can smoothly and efficiently transmit longitudinal loads while also reliably transmitting large lateral and vertical loads. This optimizes the force transmission path of the underframe structure during train service, enabling the synchronous and reliable transmission of longitudinal, lateral, and vertical forces within the car body. This effectively improves the overall strength, stiffness, vibration resistance, and fatigue resistance of the underframe structure.

[0043] The train's underframe structure optimizes the force transmission structure, resulting in a more rationally optimized underframe space. Furthermore, curved beams are incorporated to reduce the number of crossbeams in traditional underframe structures, thereby achieving the goal of lightweighting the train.

[0044] The train's underframe structure utilizes the combination of the high and low positions of the front underframe, middle underframe, and rear underframe to achieve an overall adaptable design for the underframe systems of the train's motor car and trailer car. The height difference of the underframes can be adjusted as needed, thereby enabling the underframe structure to meet the complex motion space requirements and lightweight requirements of the two different running systems of the rubber-tired train's motor car and trailer car.

[0045] The present invention also provides a car body equipped with the train underframe structure described above. By setting the above-described train underframe structure, the car body possesses all the advantages of the aforementioned train underframe structure, which will not be elaborated further here. Furthermore, the car body can meet the spatial requirements for complex movements of the train running system, optimize the force transmission path of the underframe structure during train service, and achieve the goal of train lightweighting.

[0046] The present invention also provides a rubber-tired train, including a car body as described above and a running system connected to the car body's underframe structure. By setting the aforementioned underframe structure, the rubber-tired train possesses all the advantages of the aforementioned underframe structure, which will not be elaborated further here. Furthermore, the rubber-tired train also exhibits better ride stability and safety. Attached Figure Description

[0047] To more clearly illustrate the technical solutions in this 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 some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0048] Figure 1 This is a schematic diagram of the train underframe structure provided by the present invention with the floor facing upwards.

[0049] Figure 2 This is a schematic diagram of the train underframe structure provided by the present invention with the floor facing downwards.

[0050] Figure 3 This is a schematic diagram of the front-end base frame provided by the present invention with the floor facing upwards (the floor is not shown).

[0051] Figure 4 This is a schematic diagram of the front-end base frame provided by the present invention with the floor facing down (the floor is not shown).

[0052] Figure 5 This is a schematic diagram of the structure of the rear base frame provided by the present invention with the floor facing upwards (the floor is not shown).

[0053] Figure 6 This is a schematic diagram of the structure of the rear base frame provided by the present invention with the floor facing down (the floor is not shown).

[0054] Figure 7 This is a schematic diagram of the central base frame provided by the present invention.

[0055] Figure label:

[0056] 100. Front underframe; 110. Front curved beam; 111. Vertical reinforcement; 120. Front side beam; 130. Front longitudinal beam; 131. Shock absorber mounting platform; 1311. Shock absorber connecting seat; 132. Air spring mounting platform; 133. Vertical reinforcing rib; 134. End support beam; 135. Steering wheel mounting seat; 140. Front connecting beam; 200. Middle underframe; 210. Middle diagonal beam; 220. Middle side beam; 230. Middle crossbeam; 231. First crossbeam; 240. Reinforcing seat; 300. Rear underframe 310. Rear curved beam; 311. Sunk section; 3111. First tie rod interface; 3112. Second tie rod interface; 312. Step section; 3121. Straight section; 3122. Vertical section; 313. Diagonal connection section; 314. Connection end; 320. Rear longitudinal beam; 330. Supporting diagonal beam; 400. Floor; 500. Diagonal tie support beam; 510. Horizontal brace connecting beam; 610. Front buffer beam; 611. Steering system mounting seat; 620. Rear buffer beam; 621. Hinge device mounting interface; 700. Support column. Detailed Implementation

[0057] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0058] The following is combined with Figures 1-7 The present invention describes a train underframe structure (hereinafter referred to as the underframe structure) and a car body and a rubber-tired train equipped with the underframe structure.

[0059] In some embodiments, such as Figure 1 and Figure 2 As shown, the train underframe structure includes a front underframe 100, a middle underframe 200, and a rear underframe 300 connected in sequence, used to bear the longitudinal load transfer of the car body from front to rear. The middle underframe 200 and the rear underframe 300 have a vertical height difference from the front underframe 100, thereby achieving reasonable optimization of the underframe space. This allows the underframe structure to be well-suited for reliable connection with the rubber-tired train's running gear and meets the spatial requirements for complex movements of the running gear.

[0060] In some embodiments, the front underframe 100 and the rear underframe 300 are each equipped with a plurality of curved beams arranged along the vehicle width direction. Both ends of each curved beam are higher than the middle, resulting in an overall curved beam structure that is low in the middle and high at both ends, with the ends curving upwards. Each curved beam's ends are adapted to connect to a pair of side beams of the vehicle body. This underframe structure combines the vertical height difference between the front underframe 100, the middle underframe 200, and the rear underframe 300 with the arrangement of the curved beams to form the overall force transmission path of the underframe structure. Optionally, the underframe structure achieves topology optimization of the overall force transmission path through topology optimization technology and / or digital prototype vehicle (3D DMU) motion simulation technology. This ensures that the underframe structure can transmit longitudinal loads reasonably and smoothly while also reliably transmitting large lateral and vertical loads. This optimizes the force transmission path of the underframe structure during train service, enabling synchronous and reliable transmission of longitudinal, lateral, and vertical forces of the vehicle body, effectively improving the overall strength, stiffness, vibration resistance, and fatigue resistance of the underframe structure.

[0061] In some embodiments, the lower part of the front underframe 100 is adapted to install the bogie, steering system and dual axle drive system of the running system, the middle underframe 200 has a door area, and the rear underframe 300 is adapted to install the single axle drive system of the running system.

[0062] In some embodiments, the underframe structure optimizes the overall force transmission structure in the manner described above, thereby making the underframe space reasonably optimized. Furthermore, by adding a small number of curved beams to the underframe structure, the number of crossbeams in the traditional underframe structure can be significantly reduced more reasonably while ensuring at least the original load strength, thereby achieving the goal of lightweighting the train.

[0063] In some embodiments, the underframe structure utilizes the height combination of the front underframe 100, the middle underframe 200, and the rear underframe 300 to achieve an overall adaptable design for the underframe system of the train's motor car and trailer. The height difference between any two of the three components (front underframe 100, middle underframe 200, and rear underframe 300) can be adjusted as needed. This allows for adjustments to the longitudinal, lateral, and vertical load-bearing capacity of the underframe structure, and also enables flexible adjustments to the height of the front underframe 100 and the rear underframe 300 based on the specific structural and spatial requirements of the motor car and trailer's running systems. Ultimately, this underframe structure can meet the complex motion space requirements and lightweight requirements of the two different running systems of the rubber-tired train's motor car and trailer.

[0064] It should be noted that the curved beam described in the embodiments of the present invention is constructed in a wing-like structure, specifically an arc-shaped structure, or a multi-segment line (step) structure formed by connecting several straight segments 3121, or a combination of the above two structures.

[0065] It should be noted that, in this embodiment of the invention, a floor 400 is laid on the base frame structure, and preferably, the floor 400 is a stainless steel thin plate riveted structure.

[0066] It should be noted that in this embodiment, "front" refers to the direction of one end of the underframe structure, and "rear" refers to the direction of the second end of the underframe structure. In this embodiment, "up," "down," "high," and "low" all refer to the vertical positional relationship along the vehicle body, where "up" and "high" refer to the position or direction of the roof, and "down" and "low" refer to the position or direction under the vehicle. In this embodiment, "inside" refers to the direction inside the vehicle body, and "rear" refers to the direction outside the vehicle body.

[0067] In some embodiments, the aforementioned curved beam specifically includes a front curved beam 110 mounted on the front end base frame 100 and a rear curved beam 310 mounted on the rear end base frame 300. The front curved beam 110 and the rear curved beam 310 differ slightly depending on their installation position and strength requirements, and their specific structures and differences are described below.

[0068] In some embodiments, such as Figure 3 and Figure 4 As shown, the front underframe 100 includes a front buffer beam 610, a pair of front side beams 120, a pair of front longitudinal beams 130, and several front curved beams 110. The front buffer beam 610 is located at one end of the vehicle body and is spaced apart from the central underframe 200. The front buffer beam 610 is arranged along the vehicle width direction and is adapted to connect to the steering system of the running system; preferably, a steering system mounting bracket 611 is mounted on the front buffer beam 610. The pair of front side beams 120 are spaced apart along the vehicle length direction. One end of each pair of front side beams 120 is connected to the front buffer beam 610, and the other end of each pair of front side beams 120 is connected to the central underframe 200 via support frames. The pair of front longitudinal beams 130 are arranged parallel to each other spaced apart along the vehicle length direction and are respectively connected between the front buffer beam 610 and the support frames. A pair of front longitudinal beams 130 are located between a pair of front side beams 120, that is, the pair of front longitudinal beams 130 are located inside the pair of front side beams 120; and the pair of front longitudinal beams 130 are lower than the pair of front side beams 120. Thus, the underframe structure has two sets (four) of longitudinal force transmission paths, one of which is the pair of front side beams 120, and the other is the pair of front longitudinal beams 130. The aforementioned several front curved beams 110 are arranged at intervals between the front buffer beam 610 and the support frame, wherein the middle part of the front curved beams 110 is connected to the pair of front longitudinal beams 130 respectively, and the two ends of the front curved beams 110 are connected to the pair of front side beams 120 respectively. The front curved beam 110 utilizes its structural characteristics of being low in the middle and high at both ends to establish lateral and vertical force transmission paths between the front longitudinal beam 130 and the front curved beam 110, connecting the above four longitudinal force transmission paths to achieve reliable bearing and diversion of lateral and vertical loads among the four longitudinal force transmission paths, thereby improving the load-bearing balance of the front underframe 100.

[0069] In some embodiments, such as Figure 3 and Figure 4 As shown, the preferred front curved beam 110 has the aforementioned arc-shaped structure. The front underframe 100 is provided with at least three front curved beams 110. One of the front curved beams 110 has a damper mounting platform 131 at the bottom of its connection with a pair of front longitudinal beams 130, suitable for mounting damper connecting seats 1311. This front curved beam 110 serves as the reference curved beam of the front underframe 100. The damper connecting seats 1311 are suitable for connecting the center pin of the running gear bogie, each damper, and the traction rod. The remaining front curved beams 110 are symmetrically arranged on the front and rear sides of the front longitudinal beams 130, which have the damper mounting platforms 131, about the aforementioned reference curved beam as the axis of symmetry. Preferably, each front curved beam 110 is arranged in a uniformly distributed structure along a pair of parallel front longitudinal beams 130 at intervals, forming the "skeleton" structure of the front underframe 100; the pair of parallel front longitudinal beams 130 are connected to the bottom centerline of each front curved beam 110, forming the "spine" structure of the front underframe 100; at the outermost part of the front underframe 100, a pair of parallel front side beams 120 are connected to both ends of each front curved beam 110, forming an approximate fishbone-shaped frame structure together with the front curved beams 110 and the front longitudinal beams 130. This structural arrangement can efficiently and synchronously transfer the longitudinal load, lateral load and vertical load of the vehicle body, and make the load-bearing capacity of the front underframe 100 more balanced, and significantly improve the load-bearing capacity compared with the traditional flat plate underframe structure.

[0070] In some embodiments, each of the front curved beams 110 symmetrically arranged on both sides of the reference curved beam and the connection point of the pair of front longitudinal beams 130 is respectively constructed with an air spring mounting platform 132 suitable for installing air springs. The front buffer beam 610 and the support frame are respectively connected to the adjacent front curved beams 110 by end support beams 134, and a steering wheel mounting seat 135 is mounted on the end support beams 134 connecting the front buffer beams 610. Preferably, the front ends of the pair of front end beams are respectively connected to the front buffer beams 610 through front end connecting beams 140. Since the load-bearing capacity of a single beam is increased by using the front curved beams 110, a larger space can be left between adjacent front curved beams 110, thereby achieving good compatibility with the running gear related mechanisms. It also has the advantage of flexibly adjusting the spacing of the front curved beams 110 according to the position of each mechanism of the running gear, thus achieving the compatibility with different running gear bogie structures. This makes the underframe structure have better versatility and adaptability.

[0071] In some embodiments, to further improve the load-bearing strength of the underframe structure, particularly to avoid excessive stress at the connection points between the front underframe 100 and the various bogie mechanisms, it is preferable that a plurality of vertical stiffeners 133 are constructed on the front longitudinal beam 130. Each vertical stiffener 133 is distributed on at least one side of the air spring mounting platform 132 and / or at least one side of the shock absorber mounting platform 131. Preferably, the vertical thickness of the vertical stiffeners 133 is arranged based on topology optimization technology or 3D DMU technology, for example... Figure 4 As shown, thicker vertical reinforcing ribs 133 are provided on both sides of the shock absorber mounting platform 131 and on both sides near each front curved beam 110, while thinner vertical reinforcing ribs 133 are provided on both sides of the two sets of air spring mounting platforms 132.

[0072] In some embodiments, such as Figure 3 and Figure 4 As shown, the support frame includes a pair of diagonal support beams 500 and a cross brace connecting beam 510. The pair of diagonal support beams 500 are respectively connected between the front side beam 120 and the middle underframe 200 on their respective sides, and the cross brace connecting beam 510 is connected between the pair of diagonal support beams 500. A pair of front longitudinal beams 130 are respectively connected between the front buffer beam 610 and the cross brace connecting beam 510. The diagonal support beams 500 can connect the front side beam 120 of the front underframe 100 and the middle side beam 220 of the middle underframe 200, allowing the longitudinal load borne by the vehicle body to be transferred from the front underframe 100 to the middle underframe 200. The cross bracing beam 510 is supported between a pair of diagonal bracing beams 500, providing lateral support for the diagonal bracing beams 500 and longitudinal support for a pair of front longitudinal beams 130. The cross bracing beam 510 can also assist in the transfer of lateral loads during load transfer, playing a certain auxiliary role in the load balance of the front underframe 100.

[0073] It should be noted that the support frame is not limited to the structure described above. Other connection structures can also be used. For example, at least one pair of columns can be set on the front side beam 120 and the middle side beam 220 to provide support and load transfer.

[0074] It should be noted that if the vertical height distance between the front base frame 100 and the middle base frame 200 needs to be adjusted, only the vertical height of the support frame needs to be changed.

[0075] In some embodiments, such as Figure 5 and Figure 6As shown, the rear underframe 300 includes a rear buffer beam 620, a rear curved beam 310, a pair of rear longitudinal beams 320, and a pair of supporting diagonal beams 330. The rear buffer beam 620 is located at both ends of the vehicle body. Preferably, the rear buffer beam 620 is equipped with a plurality of hinge device mounting interfaces 621 for connecting hinge devices. The hinge device mounting interfaces 621 are based on a spacing and structural arrangement adapted to the hinge devices. The rear curved beam 310 is connected to the middle underframe 200 and is spaced apart from the rear buffer beam 620. Both ends of the rear curved beam 310 are respectively connected to the middle side beam 220 of the vehicle body. Preferably, the rear curved beam 310 is longitudinally connected to the frame structure of the central underframe 200, and both ends of the rear curved beam 310 are connected to the central side beam 220 of the central underframe 200 to transfer the longitudinal force of the central underframe 200 to the rear underframe 300. The rear curved beam 310 also bears both lateral and vertical loads. A pair of rear longitudinal beams 320 are arranged along the length of the vehicle, preferably in parallel and spaced apart. The two ends of the pair of rear longitudinal beams 320 are respectively connected to the rear curved beam 310 and the rear buffer beam 620 to jointly bear the longitudinal load of the vehicle body.

[0076] In some embodiments, such as Figure 5 and Figure 6 As shown, a pair of supporting inclined beams 330 are connected at both ends to the rear curved beam 310 and the rear buffer beam 620, respectively. Furthermore, with the rear buffer beam 620 as the reference axis, the plane containing the pair of supporting inclined beams 330 is inclined downwards relative to the plane containing the pair of rear longitudinal beams 320. Preferably, both the pair of supporting inclined beams 330 and the pair of rear curved beams 310 are connected to the same rear buffer beam 620, and the connection point between the pair of supporting inclined beams 330 and the rear curved beam 310 is lower than the connection point between the pair of rear longitudinal beams 320 and the rear curved beam 310. This arrangement does not obstruct the floor 400 installed on the pair of longitudinal beams, and it utilizes the supporting inclined beams 330, the rear longitudinal beams 320, the rear buffer beam 620, and the rear curved beam 310 to form a triangular reinforcement structure, increasing the overall load-bearing capacity of the rear base frame 300. The most preferred structure is as follows: Figure 3 and Figure 4As shown, the first end of the supporting inclined beam 330 and the first end of the rear longitudinal beam 320 are respectively connected to the rear curved beam 310, and the first end of the supporting inclined beam 330 is located below the first end of the rear longitudinal beam 320; furthermore, the second end of the supporting inclined beam 330 and the second end of the rear longitudinal beam 320 are respectively connected to the rear buffer beam 620, and the second end of the supporting inclined beam 330 is located inside the second end of the rear longitudinal beam 320. This optimal structural arrangement ensures that the pair of supporting inclined beams 330 and the pair of rear longitudinal beams 320 do not interfere with each other at the connection end 314 of the rear buffer beam 620, and avoids unnecessary bending and torsional damage to the rear buffer beam 620, thereby improving the overall strength of the rear end frame 300. Preferably, the distance between the first ends of a pair of supporting inclined beams 330 is not less than the distance between the second ends. That is, the supporting inclined beams 330 can be set to be parallel to the rear longitudinal beam 320, or they can be set to be tapered inward at the rear buffer beam 620 end (i.e., "V" shape). During the load transfer process, the tapered setting of the rear end of the supporting inclined beams 330 can be used to buffer the impact of longitudinal loads and assist in bearing part of the lateral and vertical loads.

[0077] In some embodiments, such as Figure 5 and Figure 6 As shown, the rear curved beam 310 is preferably a stepped structure. Specifically, the rear curved beam 310 includes a recessed section 311 and a pair of oblique connecting sections 313. The recessed section 311 is constructed in the middle of the overall beam body of the rear curved beam 310, forming a recessed structure relative to the beam body. That is, with the plane containing the pair of rear longitudinal beams 320 as the reference plane, the recessed section 311 is positioned below the reference plane, facilitating the connection of one end of the pair of supporting oblique beams 330 to the recessed section 311, forming the aforementioned triangular reinforcement structure composed of the supporting oblique beams 330, the rear longitudinal beams 320, the rear buffer beam 620, and the rear curved beam 310. The pair of oblique connecting sections 313 are respectively connected to both ends of the recessed section 311, facilitating oblique upward and outward connection to the middle side beam 220. Specifically, each inclined connecting segment 313 has a connecting end 314 at its end furthest from the sunken segment 311. Each connecting end 314 is located above the reference plane and is connected to the central base frame 200. The connecting end 314 can improve the connection strength between the rear curved beam 310 and the central side beam 220. Preferably, the connecting end 314 is a horizontal beam.

[0078] In some embodiments, such as Figure 5 and Figure 6As shown, to accommodate the installation and movement space of the single-axle wheel drive system of the running system under the rear chassis 300, the rear curved beam 310 preferably has a stepped section 312, which connects the sunken section 311 and the inclined connecting section 313. The stepped section 312 includes a connected straight section 3121 and a vertical section 3122. The straight section 3121 is connected to the inclined connecting section 313, and the vertical section 3122 is connected to the sunken section 311. The structural arrangement of the stepped section 312 can meet the needs of installing various tie rod seats, that is, several tie rod seats are installed on the rear curved beam 310, and the tie rod seats are distributed in the sunken section 311 and / or the stepped section 312. For example... Figure 6 The first pull rod interface 3111 and the second pull rod interface 3112 shown are used to connect the longitudinal pull rod of the running system and the second pull rod interface 3112 is used to connect the V-shaped pull rod of the running system.

[0079] In some embodiments, such as Figure 7 As shown, to reliably transfer longitudinal loads between the front underframe 100 and the rear underframe 300, the middle underframe 200 includes a pair of middle side beams 220, several middle crossbeams 230, and a pair of middle diagonal beams 210. The pair of middle side beams 220 are spaced apart along the vehicle length. The several middle crossbeams 230 are spaced apart and connected between the pair of middle side beams 220. One end of the pair of middle diagonal beams 210 is connected to the first crossbeam 231 among the several middle crossbeams 230, and the other end of the pair of middle diagonal beams 210 is connected to the rear curved beam 310. With the first crossbeam 231 as the reference axis, the plane containing the pair of middle diagonal beams 210 is inclined downwards relative to the plane containing the pair of middle side beams 220. That is, one end of the pair of middle diagonal beams 210 is connected to the same crossbeam, and the other end is connected to the rear curved beam 310. This structural design enables the central base frame 200 to form a triangular reinforcement structure between the planes containing the first crossbeam 231, the rear curved beam 310, and the pair of central side beams 220. This structure can not only transmit longitudinal beam forces but also lateral forces and bear a portion of the vertical load.

[0080] In some embodiments, such as Figure 7 As shown, to improve the smoothness of longitudinal force transmission and enhance the overall strength of the central base frame 200, the central base frame 200 preferably also includes a reinforcing structure. The preferred reinforcing structure can have two structural configurations, which can exist individually or in combination. Specifically, the reinforcing structure can be a pair of reinforcing seats 240, each connected between the first crossbeam 231 and the adjacent central side beam 220, and located on the side of the first crossbeam 231 facing away from the central inclined beam 210. Alternatively, the reinforcing structure can be a pair of diagonal bracing beams 500, each diagonal bracing beam 500 connected between the corresponding central side beam 220 and the rear curved beam 310.

[0081] In the description of the embodiments of the present invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of the present invention. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0082] In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of the present invention based on the specific circumstances.

[0083] In embodiments of the present invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0084] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0085] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train underframe structure, characterized in that, It includes a front base frame, a middle base frame, and a rear base frame connected in sequence, and the middle base frame and the rear base frame have a vertical height difference with the front base frame; The front end frame and the rear end frame are respectively equipped with a number of curved beams arranged along the vehicle width direction. Both ends of each curved beam are higher than the middle of the curved beam, and both ends of each curved beam are adapted to connect a pair of side beams of the vehicle body. The rear-end chassis includes: The rear buffer beam is located at the two ends of the vehicle body; The rear curved beam is connected to the middle underframe and is spaced apart from the rear buffer beam. The two ends of the rear curved beam are respectively connected to the middle side beam of the vehicle body. A pair of rear longitudinal beams are provided along the length of the vehicle, with their ends connected to the rear curved beam and the rear buffer beam, respectively; A pair of supporting inclined beams, with their ends respectively connected to the rear curved beam and the rear buffer beam; With the rear buffer beam as the reference axis, the plane containing the pair of supporting inclined beams is inclined downward relative to the plane containing the pair of rear longitudinal beams.

2. The train underframe structure according to claim 1, characterized in that, The first end of the supporting inclined beam and the first end of the rear longitudinal beam are respectively connected to the rear curved beam, and the first end of the supporting inclined beam is located below the first end of the rear longitudinal beam; The second end of the supporting inclined beam and the second end of the rear longitudinal beam are respectively connected to the rear buffer beam, and the second end of the supporting inclined beam is located inside the second end of the rear longitudinal beam.

3. The train underframe structure according to claim 2, characterized in that, The distance between the first ends of the pair of supporting inclined beams is not less than the distance between the second ends.

4. The train underframe structure according to claim 1, characterized in that, Taking the plane containing the pair of rear longitudinal beams as a reference plane, the rear curved beam includes: The sunken section is located below the reference plane, and one end of the pair of supporting inclined beams is connected to the sunken section. A pair of inclined connecting sections are respectively connected to both ends of the sunken section. Each inclined connecting section has a connecting end at its end away from the sunken section. Each connecting end is located above the reference plane and is connected to the central base frame.

5. The train underframe structure according to claim 4, characterized in that, The rear curved beam has a stepped section, which connects the sunken section and the inclined connecting section. The stepped section includes a straight section and a vertical section connected together. The straight section is connected to the inclined connecting section, and the vertical section is connected to the sunken section.

6. The train underframe structure according to claim 5, characterized in that, Several tie rod seats are installed on the rear curved beam, and the tie rod seats are distributed in the sunken section and / or the stepped section.

7. The train underframe structure according to claim 1, characterized in that, The central underframe includes: A pair of central side beams are spaced apart along the length of the vehicle; Several central crossbeams are arranged at intervals and connected between a pair of central side beams; A pair of central inclined beams, one end of which is connected to the first beam among the plurality of central crossbeams, and the other end of which is connected to the rear curved beam; With the first crossbeam as the reference axis, the plane containing the pair of central inclined beams is inclined downward relative to the plane containing the pair of central side beams.

8. The train underframe structure according to claim 7, characterized in that, The central underframe also includes a reinforcing structure; The reinforcing structure consists of a pair of reinforcing seats, each connected between the first crossbeam and the adjacent middle side beam, and located on the side of the first crossbeam facing away from the middle diagonal beam; and / or, The reinforcing structure is a pair of diagonal bracing beams, each of which is connected between the middle side beam and the rear curved beam on the corresponding side.

9. The train underframe structure according to any one of claims 1 to 8, characterized in that, The front-end base frame includes: The front buffer beam is located at one end of the vehicle body and is spaced apart from the central underframe. A pair of front side beams are spaced apart along the length of the vehicle. One end of each pair of front side beams is connected to the front buffer beam, and the other end is connected to the middle underframe via a support frame. A pair of front longitudinal beams are arranged in parallel at intervals along the length of the vehicle and are respectively connected between the front buffer beam and the support frame. The pair of front longitudinal beams are located between the pair of front side beams, and the pair of front longitudinal beams are lower than the pair of front side beams. Several front curved beams are arranged at intervals between the front buffer beam and the support frame; The middle part of the front curved beam is connected to a pair of front longitudinal beams, and the two ends of the front curved beam are connected to a pair of front side beams.

10. The train underframe structure according to claim 9, characterized in that, The front end frame is provided with at least three front curved beams; At the bottom of the connection between one of the front curved beams and a pair of front longitudinal beams, a damper mounting platform suitable for mounting damper mounting brackets is constructed. The remaining front curved beams are symmetrically arranged on the front and rear sides of the front longitudinal beam on which the shock absorber mounting platform is provided, and each of the symmetrically arranged front curved beams and the pair of front longitudinal beams is respectively constructed with an air spring mounting platform suitable for installing air springs. The front buffer beam and the support frame are respectively connected to the adjacent front curved beam by end support beams, and a steering wheel mounting bracket is installed on the end support beam connected to the front buffer beam. The front buffer beam is equipped with a steering system mounting bracket.

11. The train underframe structure according to claim 10, characterized in that, The front longitudinal beam is provided with a number of vertical reinforcing ribs, and each of the vertical reinforcing ribs is distributed on at least one side of the air spring mounting platform and / or at least one side of the shock absorber mounting platform.

12. The train underframe structure according to claim 9, characterized in that, The support frame includes: A pair of diagonal bracing beams are respectively connected between the front side beam and the middle base frame on the corresponding side; A cross bracing connecting beam connects the pair of said diagonal bracing beams; Among them, a pair of front longitudinal beams are respectively connected between the front buffer beam and the cross brace connecting beam.

13. A vehicle body, characterized in that, It is equipped with a train underframe structure as described in any one of claims 1 to 12.

14. A rubber-tired train, characterized in that, include: The vehicle body as described in claim 13; The running system is connected to the train underframe structure of the car body.

Images