New energy outer corridor locomotive frame

Abstract

This invention relates to the field of modular vehicle body technology, aiming to solve the problems of poor assembly adaptability, lack of ventilation for traction motors, complex vehicle body structure, difficulty in overall lifting, unreasonable pipeline layout, low degree of component modularity, and non-compliance with modular manufacturing concepts in existing technologies. It provides a new energy external corridor locomotive frame, including a vehicle body and a through-type first side beam, second side beam, and intermediate air duct beam. The bottom ends of the first and second side beams have air outlets with motor air ducts, and the motor air ducts contain traction motors. The top of the intermediate air duct beam has an air inlet. The first and second side beams are also equipped with a panel assembly, end assembly, a first center pin mounting seat, a second center pin mounting seat, a first traction beam assembly, and a second traction beam assembly. The advantages of this invention are high assembly adaptability, simultaneous air supply to four traction motors, simple vehicle body structure, convenient overall lifting, reasonable pipeline layout, high degree of component modularity, and compliance with modular manufacturing concepts.

Description

Technical Field

[0001] This invention relates to the field of modular chassis platform technology, and more specifically, to a new energy external corridor locomotive chassis. Background Technology

[0002] Traditionally, the side beams of an external corridor locomotive frame are located on the outside of the frame. The side panels are welded to the side beams via stiffeners. Due to welding deformations such as lateral bending, vertical bending, and twisting after welding, the spacing between the side panels and the side beams varies. This results in the stiffeners being too long or having gaps when assembled, leading to excessive straightness of the side panels. The side panels and stiffeners do not form a modular assembly, resulting in poor assembly processability and low production efficiency. The traction beam is welded from the lower traction beam (with the coupler buffer device) to the upper traction beam and the web reinforcement structure into a single unit. Although this structure has strong integrity, when replacing the coupler buffer device with a different structure, the entire upper and lower traction beams and web reinforcement structure must be redesigned, which does not conform to the modular design concept.

[0003] The side bearing seats of the frame are generally set inside the side beams, and their structure adopts the structure of side bearing seats plus side bearing stops; the side bearing air duct beams, diesel engine mount beams and other equipment reinforcement beams are arranged between the two side beams; the entire frame structure is complex, the modularity of components is low, and the manufacturing difficulty is high; it does not conform to the platform-based, modular design and intelligent manufacturing concepts promoted by the current manufacturing industry. Summary of the Invention

[0004] The present invention aims to provide a new energy external corridor locomotive frame to solve the problems of poor adaptability of traction beam assembly, lack of ventilation of traction motor, complex car body structure, difficulty in overall lifting, unreasonable pipeline layout, low degree of modularity of components, high manufacturing difficulty and non-compliance with the modular manufacturing concept in the prior art.

[0005] The embodiments of the present invention are implemented as follows:

[0006] This invention provides a new energy external corridor locomotive frame, which includes a car body;

[0007] The vehicle body has a first side beam and a second side beam. The first side beam and the second side beam are parallel to each other and spaced apart. An intermediate air duct beam is fixedly connected between the first side beam and the second side beam. The two ends of the intermediate air duct beam pass through the first side beam and the second side beam, respectively.

[0008] Air outlets are provided at the bottom of both ends of the first side beam and the second side beam. Motor air ducts are fixedly connected to the air outlets. A traction motor is fixedly connected to the end of the motor air duct away from the first side beam or the second side beam. An air inlet is provided at the top of the middle air duct beam. The air inlet is connected to the air outlet through the middle air duct beam, the first side beam and the second side beam.

[0009] Both the outer sides of the first side beam and the second side beam are fixedly connected with enclosure panels, and both ends of the first side beam and the second side beam are fixedly connected with end panels.

[0010] The bottom surfaces of the first side beam and the second side beam are fixedly connected with a first center pin mounting seat and a second center pin mounting seat, which are distributed at intervals along the axial direction of the first side beam and the second side beam.

[0011] The bottom ends of the vehicle body are respectively provided with a first traction beam assembly and a second traction beam assembly, which are fixedly connected to the bottom ends of the vehicle body.

[0012] During installation, firstly, the first and second side beams of the vehicle body are installed together parallel to each other. The intermediate air duct beam is installed between the first and second side beams, and the intermediate air duct beam is interconnected with the first and second side beams. The side panel is fixedly connected to the outside of the first or second side beam, and the end assembly is fixedly connected to the ends of the first and second side beams. The first and second center pin mounting seats are respectively installed at the positions of the front and rear bogies of the vehicle body. The first and second traction beam assemblies are respectively fixedly connected to the bottom ends of the vehicle body and can be replaced with different models as needed. Secondly, when air enters the intermediate air duct beam from the air inlet, the air enters the first and second side beams respectively, and then flows into the motor air duct from the air outlets at both ends of the first and second side beams. Finally, the air is delivered to the traction motor through the motor air duct.

[0013] The new energy external corridor locomotive frame disclosed in this embodiment utilizes the cavities inside the first and second side beams of the box-type side beam structure as ventilation ducts for the traction motors, achieving modularity and traction motor ventilation, greatly simplifying the car body structure. The lifting base and crane cylinder enable the overall lifting of the car body. The assembly of the side panels facilitates modular assembly of the overall pipeline modules and the movable corridor floor. The first and second traction beam assemblies are separate modules that can be designed individually according to the specific couplers. This minimizes the structural changes and shortens the modification time when the locomotive is fitted with different couplers, making it simple, convenient, and practical. As a result, the new energy external corridor locomotive frame has the beneficial effects of high adaptability of traction beam assembly, simultaneous air supply to four traction motors, simple car body structure, convenient overall lifting, reasonable pipeline layout, high degree of component modularity, low manufacturing difficulty, and conformity to the modular manufacturing concept.

[0014] Optionally: Both the first side beam and the second side beam are box beam structures. Both the first side beam and the second side beam have an outer side plate, an inner side plate, an upper cover plate, and a lower cover plate. The outer side plate is parallel to the inner side plate. The upper cover plate and the lower cover plate are respectively fixedly connected to the top and bottom of the outer side plate and the inner side plate.

[0015] With this configuration, the outer side plate, the inner side plate, the upper cover plate, and the lower cover plate constitute the first side beam or the second side beam of the box girder structure, which enables the first side beam and the second side beam to guide the flow of gas and facilitate ventilation.

[0016] Optionally, the first side beam and the second side beam are provided with a number of stiffening plates in their internal longitudinal direction. The stiffening plates are evenly distributed inside the first side beam or the second side beam and are vertically fixed to the inner walls of the outer side plate, the inner side plate, the upper cover plate and the lower cover plate.

[0017] With this configuration, the aforementioned stiffeners can enhance the overall structural strength of the first or second side beam, thereby giving the car body sufficient strength and rigidity to facilitate the transmission of longitudinal tensile and compressive forces of the locomotive.

[0018] Optionally, the outer sides of the first and second side beams corresponding to the first and second center pin mounting seats are fixedly connected with reinforcing structures, and the end of the reinforcing structure away from the first or second side beam is provided with a lifting seat and a crane cylinder.

[0019] This configuration makes it easier for workers to lift and transport the vehicle body, thus improving the efficiency of vehicle body transfer.

[0020] Optionally: the above-mentioned enclosure panel is equipped with a long stiffener plate, one end of which is vertically fixed to the outer side surface of the first side beam or the second side beam, and the long stiffener plate is a bent channel steel with an elongated hole.

[0021] With this configuration, the aforementioned stiffener plate has sufficient adjustment range to facilitate the installation of the entire pipeline module.

[0022] Optionally, a short stiffener is attached to one end of the long stiffener away from the first or second side beam, and a surrounding plate is fixedly connected to the side of the short stiffener away from the long stiffener.

[0023] With this configuration, the aforementioned enclosure panel and the aforementioned short stiffener form a module. The aforementioned short stiffener and the aforementioned long stiffener adopt an overlapping form, ensuring a certain amount of overlap adjustment. No matter how much bending deformation exists in the aforementioned first side beam or the aforementioned second side beam, the outer ends of the aforementioned short stiffener and the aforementioned long stiffener can be ensured to fit tightly against the aforementioned enclosure panel and the aforementioned first side beam or the aforementioned second side beam by adjusting the amount of overlap between the aforementioned short stiffener and the aforementioned long stiffener.

[0024] Optionally: a pipeline rack is detachably connected to the top surface of the aforementioned long stiffener plate, a pipeline module is fixedly installed inside the aforementioned pipeline rack, the top of the aforementioned enclosure plate is bent inward and parallel to the top of the aforementioned pipeline rack, a corridor floor is provided at the top of the aforementioned pipeline rack, and the aforementioned corridor floor is fixedly connected to the top of the aforementioned pipeline rack and the aforementioned enclosure plate.

[0025] With this configuration, the aforementioned pipeline modules are installed in the pipeline rack under the corridor floor, effectively protecting and concealing the pipeline modules while also facilitating personnel walking on the corridor floor.

[0026] Optionally: Both the first traction beam assembly and the second traction beam assembly have an upper top plate. The upper top plate is welded to the bottom surface of the vehicle body. The side of the upper top plate away from the vehicle body is provided with a first vertical plate and a second vertical plate that are parallel to each other and spaced apart. The first vertical plate and the second vertical plate are respectively fixedly connected to the side of the upper top plate away from the vehicle body along the longitudinal direction of the upper top plate.

[0027] The upper top plate has a web plate at its inner end, and the web plate is fixedly connected to the inner ends of the upper top plate, the first vertical plate, and the second vertical plate.

[0028] A support plate is fixedly connected to the end of the first upright plate and the second upright plate away from the top plate;

[0029] The top plate is provided with a first rear axle plate seat, a second rear axle plate seat, a first front axle plate seat, and a second front axle plate seat on the side away from the vehicle body. The first rear axle plate seat, the second rear axle plate seat, the first front axle plate seat, and the second front axle plate seat are symmetrically distributed between the first vertical plate and the second vertical plate and are fixedly connected to the support plate.

[0030] With this configuration, the first traction beam assembly and the second traction beam assembly are arranged as a separate module on the lower surface of the vehicle body, allowing for the installation of different couplers. On the one hand, one model of the first traction beam assembly or the second traction beam assembly can be adapted to multiple models of couplers. On the other hand, depending on the coupler model, the first traction beam assembly or the second traction beam assembly adapted to the coupler model can be welded to the lower surface of the vehicle body, so that the vehicle body can achieve module replacement with minimal modifications.

[0031] Optionally, the outer ends of the aforementioned end-assemblies are all fixedly connected with anti-climb devices.

[0032] With this design, the aforementioned anti-climb device effectively prevents personnel from climbing on the end of the vehicle body, avoids squeezing accidents during vehicle docking, and improves docking safety.

[0033] Optionally, side ladders are fixedly connected to both ends of the above-mentioned vehicle body.

[0034] This design makes it easier for people to get on and off the vehicle via the aforementioned side stairs.

[0035] In summary, the new energy external corridor locomotive frame disclosed in this invention has the advantages of high adaptability of traction beam assembly, ability to supply air to four traction motors simultaneously, simple car body structure, convenient overall lifting, reasonable pipeline layout, high degree of modularity of components, low manufacturing difficulty, and conformity with the modular manufacturing concept. Attached Figure Description

[0036] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0037] Figure 1 This is a top view of a new energy external corridor locomotive frame according to an embodiment of the present invention;

[0038] Figure 2 This is a front view of a new energy external corridor locomotive frame according to an embodiment of the present invention;

[0039] Figure 3 This is a side view of a new energy external corridor locomotive frame according to an embodiment of the present invention;

[0040] Figure 4 The figure shows a transverse sectional view of the position of the first center pin mounting seat or the second center pin mounting seat of the vehicle body in an embodiment of the present invention;

[0041] Figure 5 The figure shows a transverse sectional view of the assembly position of the vehicle body panels in an embodiment of the present invention;

[0042] Figure 6 This is a side view of the first traction beam assembly or the second traction beam assembly in an embodiment of the present invention;

[0043] Figure 7 This is a bottom view of the first traction beam assembly or the second traction beam assembly in an embodiment of the present invention;

[0044] Figure 8 This is a schematic diagram of the installation structure of the first traction beam assembly or the second traction beam assembly in an embodiment of the present invention.

[0045] Icons: 1-Car body, 2-First side beam, 3-Second side beam, 4-Intermediate air duct beam, 5-Air outlet, 6-Motor air duct, 7-Front panel assembly, 8-End assembly, 9-First center pin mounting seat, 10-Second center pin mounting seat, 11-First traction beam assembly, 12-Second traction beam assembly, 13-Outer side panel, 14-Inner side panel, 15-Upper cover plate, 16-Lower cover plate, 17-Firming plate, 18-Reinforcing structure, 19-Starting 20-Crane cylinder, 21-Long stiffener plate, 22-Short stiffener plate, 23-Enclosure plate, 24-Pipeline rack, 25-Pipeline module, 26-Corridor floor, 27-Top plate, 28-First upright plate, 29-Second upright plate, 30-Body plate, 31-Support plate, 32-First rear axle plate seat, 33-Second rear axle plate seat, 34-First front axle plate seat, 35-Second front axle plate seat, 36-Anti-climb device, 37-Side ladder, 38-Couple. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0047] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0048] Example

[0049] See Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 and Figure 8 This embodiment proposes a new energy external corridor locomotive frame, including a car body 1;

[0050] The vehicle body 1 has a first side beam 2 and a second side beam 3. The first side beam 2 and the second side beam 3 are parallel to each other and spaced apart. A middle air duct beam 4 is fixedly connected between the first side beam 2 and the second side beam 3. The two ends of the middle air duct beam 4 pass through the first side beam 2 and the second side beam 3 respectively.

[0051] Air outlets 5 are provided at the bottom of both ends of the first side beam 2 and the second side beam 3. The air outlets 5 are fixedly connected to the motor air duct 6. The end of the motor air duct 6 away from the first side beam 2 or the second side beam 3 is fixedly connected to the traction motor (not shown in the figure). The top of the middle air duct beam 4 is provided with an air inlet (not shown in the figure). The air inlet is connected to the air outlet 5 through the middle air duct beam 4, the first side beam 2 and the second side beam 3.

[0052] The outer sides of the first side beam 2 and the second side beam 3 are both fixedly connected with the surrounding plate assembly 7, and the two ends of the first side beam 2 and the second side beam 3 are both fixedly connected with the end assembly 8.

[0053] The bottom surfaces of the first side beam 2 and the second side beam 3 are fixedly connected to a first center pin mounting seat 9 and a second center pin mounting seat 10, which are distributed at intervals along the axial direction of the first side beam 2 and the second side beam 3.

[0054] The bottom ends of the vehicle body 1 are respectively provided with a first traction beam assembly 11 and a second traction beam assembly 12, which are fixedly connected to the bottom ends of the vehicle body 1.

[0055] During installation, firstly, the first side beam 2 and the second side beam 3 of the vehicle body 1 are installed together in parallel. The intermediate air duct beam 4 is installed between the first side beam 2 and the second side beam 3, and the intermediate air duct beam 4 is interconnected with the first side beam 2 and the second side beam 3. The side panel assembly 7 is fixedly connected to the outside of the first side beam 2 or the second side beam 3. The end assembly 8 is fixedly connected to the ends of the first side beam 2 and the second side beam 3. The first center pin mounting seat 9 and the second center pin mounting seat 10 are respectively installed at the positions of the front and rear bogies of the vehicle body 1. The first traction beam assembly 11 and the second traction beam assembly 12 are respectively fixedly connected to the bottom ends of the vehicle body 1 and can be replaced with different models as needed. Secondly, when air enters the intermediate air duct beam 4 from the air inlet, the air enters the first side beam 2 and the second side beam 3 respectively, and then flows into the motor air duct 6 from the air outlets 5 at both ends of the first side beam 2 and the second side beam 3. Finally, the air is delivered to the traction motor through the motor air duct 6.

[0056] The new energy external corridor locomotive frame disclosed in this implementation scheme utilizes the cavities inside the first side beam 2 and the second side beam 3 of the box-type side beam structure as ventilation ducts for the traction motors, achieving modularity and traction motor ventilation, greatly simplifying the structure of the car body 1. The lifting seat 19 and the crane cylinder 20 enable the overall lifting of the car body 1. The side panel assembly 7 facilitates modular assembly for the installation of the overall pipeline module 25 and the movable corridor floor 26. The first traction beam assembly 11 and the second traction beam assembly 12 are separate modules that can be designed individually according to the specific coupler. This minimizes the structural changes and shortens the modification time when the locomotive is fitted with different couplers. It is simple, convenient, and practical. As a result, the new energy external corridor locomotive frame has the beneficial effects of high adaptability of traction beam assembly, simultaneous air supply to four traction motors, simple car body structure, convenient overall lifting, reasonable pipeline layout, high degree of component modularity, low manufacturing difficulty, and conformity to the modular manufacturing concept.

[0057] See Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 and Figure 8 Both the first side beam 2 and the second side beam 3 are box beam structures. Both the first side beam 2 and the second side beam 3 have an outer side plate 13, an inner side plate 14, an upper cover plate 15, and a lower cover plate 16. The outer side plate 13 is parallel to the inner side plate 14. The upper cover plate 15 and the lower cover plate 16 are fixedly connected to the top and bottom of the outer side plate 13 and the inner side plate 14, respectively. The outer side plate 13, the inner side plate 14, the upper cover plate 15, and the lower cover plate 16 form the first side beam 2 or the second side beam 3 of the box beam structure, so that the first side beam 2 and the second side beam 3 have the function of guiding gas and facilitating ventilation.

[0058] The first side beam 2 and the second side beam 3 are provided with a number of stiffening plates 17 in the longitudinal direction. The stiffening plates 17 are evenly distributed inside the first side beam 2 or the second side beam 3 and are vertically fixed to the inner walls of the outer side plate 13, the inner side plate 14, the upper cover plate 15 and the lower cover plate 16. The stiffening plates 17 can enhance the overall structural strength of the first side beam 2 or the second side beam 3, thereby making the car body 1 have sufficient strength and rigidity to facilitate the transmission of longitudinal tensile and compressive forces of the locomotive.

[0059] The outer sides of the first side beam 2 and the second side beam 3 corresponding to the first center pin mounting seat 9 and the second center pin mounting seat 10 are fixedly connected to the reinforcing structure 18. The end of the reinforcing structure 18 away from the first side beam 2 or the second side beam 3 is provided with a lifting seat 19 and a crane barrel 20. The lifting seat 19 and the crane barrel 20 facilitate the lifting of the car body 1 by the staff, thereby improving the transfer efficiency of the car body 1.

[0060] See Figure 1, Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 and Figure 8 The enclosure assembly 7 has a long stiffener plate 21. One end of the long stiffener plate 21 is vertically fixed to the outer side surface of the first side beam 2 or the second side beam 3. The long stiffener plate 21 is a bent channel steel with an elongated hole. The long stiffener plate 21 has sufficient adjustment range to facilitate the installation of the overall pipeline module 25.

[0061] A short stiffener 22 is overlapped at the end of the long stiffener 21 away from the first side beam 2 or the second side beam 3. A surrounding plate 23 is fixedly connected to the side of the short stiffener 22 away from the long stiffener 21. The surrounding plate 23 and the short stiffener 22 form a module. The short stiffener 22 and the long stiffener 21 are overlapped to ensure a certain amount of overlap adjustment. No matter how much bending deformation there is in the first side beam 2 or the second side beam 3, the outer ends of the short stiffener 22 and the long stiffener 21 can be made to fit tightly against the surrounding plate 23 and the first side beam 2 or the second side beam 3 by adjusting the amount of overlap between the short stiffener 22 and the long stiffener 21.

[0062] The top surface of the long stiffener plate 21 is detachably connected to a pipeline rack 24. A pipeline module 25 is fixedly installed inside the pipeline rack 24. The top of the enclosure plate 23 is bent inward and parallel to the top of the pipeline rack 24. A corridor floor 26 is provided at the top of the pipeline rack 24. The corridor floor 26 is fixedly connected to the top of the pipeline rack 24 and the enclosure plate 23. The pipeline module 25 is installed in the pipeline rack 24 under the corridor floor 26, which effectively protects and hides the pipeline module 25, while also facilitating people to walk on the corridor floor 26.

[0063] See Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 and Figure 8Both the first traction beam assembly 11 and the second traction beam assembly 12 have an upper top plate 27, which is welded to the bottom surface of the vehicle body 1. On the side of the upper top plate 27 away from the vehicle body 1, there are parallel and spaced first vertical plates 28 and second vertical plates 29, which are respectively fixedly connected along the longitudinal direction of the upper top plate 27 on the side of the upper top plate 27 away from the vehicle body 1. The inner end of the upper top plate 27 has a web plate 30, which is fixedly connected to the inner ends of the upper top plate 27, the first vertical plate 28, and the second vertical plate 29. A support plate 31 is fixedly connected to the end of the first vertical plate 28 and the second vertical plate 29 away from the upper top plate 27. On the side of the upper top plate 27 away from the vehicle body 1, there are a first rear axle plate seat 32, a second rear axle plate seat 33, a first front axle plate seat 34, and... The second front axle plate seat 35, the first rear axle plate seat 32, the second rear axle plate seat 33, the first front axle plate seat 34, and the second front axle plate seat 35 are symmetrically distributed between the first vertical plate 28 and the second vertical plate 29 and are fixedly connected to the support plate 31. The first traction beam assembly 11 and the second traction beam assembly 12 are arranged as a separate module on the lower surface of the car body 1 and can be equipped with different couplers 38. On the one hand, a type of first traction beam assembly 11 or second traction beam assembly 12 can be adapted to multiple types of couplers 38. On the other hand, according to the coupler 38 model, the first traction beam assembly 11 or the second traction beam assembly 12 adapted to the coupler 38 model can be welded to the lower surface of the car body 1 so that the car body 1 can achieve module replacement with minimal modification.

[0064] The outer ends of the end assembly 8 are all fixedly connected with anti-climb devices 36. The anti-climb devices 36 effectively prevent personnel from climbing on the ends of the vehicle body 1, avoid squeezing accidents when the vehicle body 1 is docked, and improve docking safety.

[0065] Side ladders 37 are fixedly connected to both ends of the side of the vehicle body 1, which facilitates people getting on and off the vehicle body 1.

[0066] See Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 and Figure 8In this embodiment, to accommodate the installation of the pipeline module 25 and to accommodate the space required for wiring and piping of the upper modules of the car body 1, the first side beam 2 and the second side beam 3 are positioned close to the longitudinal center of the locomotive. Each module on the car rests directly on the first side beam 2 and the second side beam 3, with the bogie side support points located on the outer sides of the vertical plates of the first side beam 2 and the second side beam 3. The car body 1 structure, composed of the first side beam 2, the second side beam 3, and the intermediate air duct beam 4, possesses sufficient strength and rigidity to transmit the longitudinal tensile and compressive forces of the locomotive, avoiding the arrangement of crossbeams and longitudinal reinforcing beams similar to those in traditional car bodies 1, thus achieving a simplified design for the car body 1. This car body 1 has a simple structure, a high degree of modularity, and replacing any module has minimal impact on other modules.

[0067] See Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 and Figure 8 In this embodiment, the enclosure assembly 7 and the first side beam 2 or the second side beam 3 are U-shaped, and a long stiffener plate 21 and a short stiffener plate 22 are used to overlap the structure. The long stiffener plate 21 is a bent channel steel with an elongated hole, which facilitates the installation of the pipeline module 25. The enclosure 23 and the short stiffener plate 22 can form a modular assembly, which improves the assembly quality of the enclosure assembly 7 and increases the assembly efficiency.

[0068] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A new energy external corridor locomotive frame, characterized in that: Including the vehicle body (1); The vehicle body (1) has a first side beam (2) and a second side beam (3). The first side beam (2) and the second side beam (3) are parallel to each other and spaced apart. An intermediate air duct beam (4) is fixedly connected between the first side beam (2) and the second side beam (3). The two ends of the intermediate air duct beam (4) pass through the first side beam (2) and the second side beam (3) respectively. Air outlets (5) are provided at the bottom of both ends of the first side beam (2) and the second side beam (3). The air outlets (5) are fixedly connected to the motor air duct (6). The end of the motor air duct (6) away from the first side beam (2) or the second side beam (3) is fixedly connected to the traction motor. An air inlet is provided at the top of the middle air duct beam (4). The air inlet is connected to the air outlet (5) through the middle air duct beam (4), the first side beam (2) and the second side beam (3). The outer sides of the first side beam (2) and the second side beam (3) are fixedly connected with a surrounding plate assembly (7), and the two ends of the first side beam (2) and the second side beam (3) are fixedly connected with an end assembly (8); The bottom surfaces of the first side beam (2) and the second side beam (3) are fixedly connected with a first center pin mounting seat (9) and a second center pin mounting seat (10), and the first center pin mounting seat (9) and the second center pin mounting seat (10) are distributed at intervals along the axial direction of the first side beam (2) and the second side beam (3). The bottom ends of the vehicle body (1) are respectively provided with a first traction beam assembly (11) and a second traction beam assembly (12), and the first traction beam assembly (11) and the second traction beam assembly (12) are respectively fixedly connected to the bottom ends of the vehicle body (1). The enclosure assembly (7) has a long stiffener plate (21), one end of which is vertically fixed to the outer side surface of the first side beam (2) or the second side beam (3). The long stiffener plate (21) is a bent channel steel with an elongated hole. The long stiffener plate (21) has a short stiffener plate (22) overlapping the end away from the first side beam (2) or the second side beam (3), and a surrounding plate (23) is fixedly connected to the side of the short stiffener plate (22) away from the long stiffener plate (21).

2. The new energy external corridor locomotive frame according to claim 1, characterized in that: Both the first side beam (2) and the second side beam (3) are box beam structures. Both the first side beam (2) and the second side beam (3) have an outer side plate (13), an inner side plate (14), an upper cover plate (15) and a lower cover plate (16). The outer side plate (13) is parallel to the inner side plate (14). The upper cover plate (15) and the lower cover plate (16) are fixedly connected to the top and bottom of the outer side plate (13) and the inner side plate (14) respectively.

3. The new energy external corridor locomotive frame according to claim 2, characterized in that: Both the first side beam (2) and the second side beam (3) have a number of stiffening plates (17) arranged longitudinally inside. The stiffening plates (17) are evenly distributed inside the first side beam (2) or the second side beam (3) and are vertically fixed to the inner walls of the outer side plate (13), the inner side plate (14), the upper cover plate (15) and the lower cover plate (16).

4. The new energy external corridor locomotive frame according to claim 1, characterized in that: The first center pin mounting base (9) and the second center pin mounting base (10) are respectively fixedly connected to the outer side of the first side beam (2) and the second side beam (3). The reinforcing structure (18) is provided with a lifting seat (19) and a crane cylinder (20) at the end of the reinforcing structure (18) away from the first side beam (2) or the second side beam (3).

5. A new energy external corridor locomotive frame according to claim 1, characterized in that: The top surface of the long stiffener plate (21) is detachably connected to a pipeline rack (24), and a pipeline module (25) is fixedly installed inside the pipeline rack (24). The top of the enclosure plate (23) is bent inward and parallel to the top of the pipeline rack (24). The top of the pipeline rack (24) is provided with a corridor floor (26), and the corridor floor (26) is fixedly connected to the top of the pipeline rack (24) and the enclosure plate (23).

6. The new energy external corridor locomotive frame according to claim 1, characterized in that: Both the first traction beam assembly (11) and the second traction beam assembly (12) have an upper top plate (27), which is welded to the bottom surface of the vehicle body (1). The upper top plate (27) has a first vertical plate (28) and a second vertical plate (29) that are parallel to each other and spaced apart on the side away from the vehicle body (1). The first vertical plate (28) and the second vertical plate (29) are respectively fixedly connected along the longitudinal direction of the upper top plate (27) on the side away from the vehicle body (1). The upper top plate (27) has a web plate (30) at its inner end, and the web plate (30) is fixedly connected to the inner ends of the upper top plate (27), the first vertical plate (28) and the second vertical plate (29); The first upright plate (28) and the second upright plate (29) are fixedly connected to a support plate (31) at the end away from the upper top plate (27); The top plate (27) is provided with a first rear axle plate seat (32), a second rear axle plate seat (33), a first front axle plate seat (34), and a second front axle plate seat (35) on the side away from the vehicle body (1). The first rear axle plate seat (32), the second rear axle plate seat (33), the first front axle plate seat (34), and the second front axle plate seat (35) are symmetrically distributed between the first upright plate (28) and the second upright plate (29) and are fixedly connected to the support plate (31).

7. A new energy external corridor locomotive frame according to claim 1, characterized in that: The outer ends of the end assembly (8) are all fixedly connected with anti-climb devices (36).

8. A new energy external corridor locomotive frame according to claim 1, characterized in that: Side ladders (37) are fixedly connected to both ends of the side of the vehicle body (1).

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