Chassis for electronically guided vehicle

Abstract

The invention belongs to the field of railway vehicles, and discloses a chassis for an electronic guide vehicle. The chassis includes a first end chassis, a second end chassis, and a passenger compartment floor. The first end chassis comprises a main body frame and a first wheel bag, the first wheel bag is connected to the main body frame, and an integrated corner piece is adopted at a corner part of the first wheel bag. The second end underframe comprises a channel floor and a second wheel bag, and an integrated corner piece is adopted at the corner part of the second wheel bag. The two ends of the passenger room floor in the longitudinal direction of the vehicle are connected with the first end chassis and the second end chassis correspondingly, and the installation height is lower than that of the first end chassis and the second end chassis. According to the chassis for the electronic guide vehicle, loads are transmitted at the structural geometrical shape abrupt change part through the change of the shape of the base metal instead of a flat plate tailor-welding mode, and interaction force can be better borne and transmitted.

Description

Technical Field

[0001] The invention relates to the field of rail vehicles, and in particular to an underframe for an electronically guided vehicle. Background Art

[0002] The electronically guided rubber-tyred vehicle is an innovative urban rail transit system that uses active collaborative control technology to enable the vehicle to run on a virtual track line, getting rid of the dependence on traditional tracks. The electronically guided rubber-tyred vehicle uses an electronic guidance system to control the vehicle's driving trajectory. This system does not rely on traditional physical tracks, but instead achieves guidance and constraints through ground virtual tracks and the vehicle's own electronic control system. Specifically, the electronic guidance device installed on the vehicle chassis can read the magnetic nails or optical marking lines laid on the ground, and accurately control the vehicle's driving path through the on-board control system to achieve track following.

[0003] The chassis of an electronically guided rubber-tyred vehicle plays a vital role as a key component of the vehicle. The chassis is the basic structure of the electronically guided rubber-tyred vehicle, responsible for bearing the weight of the vehicle, including key components such as the body, power system, and electronic control system. It also provides a stable load-bearing platform for passengers and cargo to ensure safety and comfort during driving.

[0004] The main body of the aluminum alloy car body chassis of traditional urban rail transit vehicles is welded from large hollow extruded aluminum profiles, and is a straight structure with basically the same structural cross-section. A traction structure is provided on the back of the chassis to provide vertical and lateral support for the car body and bear the longitudinal load. However, the car body of traditional urban rail transit vehicles is adapted to the rail vehicle bogie, and cannot be adapted to the axle system of the electronically guided rubber-wheeled vehicle. Moreover, the vertical height of the interface of the underframe equipment of traditional vehicles is all below the passenger compartment floor surface, while the floor surface for passengers to stand on is usually more than 1.1m from the rail surface, and the matching platform surface is the same height as the car body floor surface, which does not meet the application scenario of electronically guided rubber-wheeled vehicles.

[0005] The front four-link integral axle system integrates the connecting rod in the driver's cab area of ​​the front chassis, which can save more space for the passenger compartment and improve space utilization. Compared with the bogie system commonly used in urban rail vehicles, the vertical height of the bogie-related interfaces of the front four-link integral axle system is relatively uniform, while the spatial layout of the axle system-related interfaces is more complex. In addition, the front four-link integral axle system places the connecting rod mechanism used to transmit traction and braking loads in front. Compared with the conventional rear connecting rod, the load originally transmitted to the main floor of the chassis is applied to the front end of the chassis, which greatly increases the strength requirements of the front chassis structure. Therefore, in the front four-link integral axle system, the chassis structure needs to provide sufficient activity space for the rubber wheels, while in the passenger compartment area, the chassis structure needs to provide a lower floor surface. On this basis, if the chassis structure can also provide complex installation interfaces in the three-way space, its practicality will be better improved.

[0006] Patent CN 117719447A discloses a front-end structure of a driver's cab of a rubber-wheeled train, which includes a front-end anti-collision beam, the rear side of which is connected to a middle traction beam, driver's cab side waist beams are arranged on both sides of the front-end anti-collision beam and the middle traction beam, and a driver's cab side waist plate is arranged on the rear side of the driver's cab side waist beam, and the front-end anti-collision beam includes an anti-collision wall, and the side of the anti-collision wall facing the front end of the vehicle body is arranged in parallel up and down with a front energy absorbing element and a dragging structure; the upper surface of the anti-collision wall and the middle traction beam is horizontal, and the lower surface is inclined upward toward the front of the vehicle body; a vertical support structure located behind the energy absorbing element and a transverse support structure located behind the dragging structure are arranged inside the anti-collision wall; the driver's cab side waist beam includes an upper side waist beam and a lower side waist beam, the upper side waist beam is arranged horizontally, and the lower side waist beam is inclined upward toward the front of the vehicle body. The main material of the chassis of this patent is welded with carbon steel profiles and plates, with horizontal and longitudinal beams as the supporting skeleton, and a large number of plates and their bending parts are combined to form a chassis structure. However, the carbon steel chassis is heavy and does not meet today’s lightweight design requirements. In addition, the carbon steel body requires a lot of welding and bending, resulting in high manpower and time costs for vehicle manufacturing.

[0007] Therefore, there is still a lot of room for improvement regarding the chassis structure of electronically guided vehicles. Summary of the invention

[0008] In view of the above problems, the present invention provides a chassis for an electronically guided vehicle.

[0009] According to one aspect of the present invention, there is provided an underframe for an electronically guided vehicle, comprising: A first end chassis, the first end chassis comprising a main frame and a first wheel bag, the first wheel bag being connected to the main frame, and an angled portion of the first wheel bag adopts an integrated angle piece; A second end chassis, the second end chassis comprising a channel floor and a second wheel bag, the angled portion of the second wheel bag adopts an integrated angle piece; A passenger compartment floor, wherein two ends of the passenger compartment floor along the longitudinal direction of the vehicle are respectively connected to the first end chassis and the second end chassis and the installation height is lower than the first end chassis and the second end chassis.

[0010] According to one embodiment of the present invention, the first wheel bag and the second wheel bag both include a wheel bag cover plate, a wheel bag longitudinal beam, a wheel bag front cross beam and a wheel bag rear cross beam, the wheel bag front cross beam and the wheel bag rear cross beam are respectively connected to the longitudinal ends of the wheel bag cover plate, the wheel bag longitudinal beam is connected to the lateral inner side of the wheel bag cover plate, and the wheel bag front cross beam and the wheel bag rear cross beam are provided with flanges at the connection places with the wheel bag cover plate and the wheel bag longitudinal beam.

[0011] According to one embodiment of the present invention, the wheel bag front cross beam and the wheel bag rear cross beam adopt a first angle piece, the first angle piece includes an integrally formed first vertical plate and a first horizontal plate, and a reinforcing rib plate is provided on the inner side of the angle formed by the first vertical plate and the first horizontal plate; the wheel bag longitudinal beam adopts a second angle piece, the second angle piece includes an integrally formed second vertical plate and a second horizontal plate, the outer side surface of the angle transition portion formed by the second vertical plate and the second horizontal plate is arc-shaped and a reinforcing rib plate is provided on the inner side of the angle transition portion.

[0012] According to one embodiment of the present invention, the main frame includes a first frame crossbeam, a second frame crossbeam and a frame longitudinal beam, the first frame crossbeam and the second frame crossbeam are arranged to be spaced apart front and rear along the longitudinal direction of the vehicle, the frame longitudinal beam is centrally connected to the top of the first frame crossbeam and the second frame crossbeam along the transverse direction of the vehicle, two first wheel bags are respectively connected to both sides of the frame longitudinal beam, and the wheel bag front crossbeam and the wheel bag rear crossbeam of each of the first wheel bags are respectively vertically aligned with the first frame crossbeam and the second frame crossbeam.

[0013] According to one embodiment of the present invention, a reinforcing plate is provided near the connection between the first frame cross beam and the frame longitudinal beam, and the bottom end of the second frame cross beam has a flange extending toward the rear of the vehicle, and the flange is connected to the passenger compartment floor.

[0014] According to one embodiment of the present invention, the first end chassis further comprises an equipment compartment, which is located at the front side of the first frame cross beam and connected to the frame longitudinal beam.

[0015] According to one embodiment of the present invention, the channel floor includes a transfer beam and a floor element, the front end of the transfer beam is connected to the passenger compartment floor and the rear end is connected to the floor element, the transfer beam has a plate-like top extending upwardly and obliquely from front to rear along the longitudinal direction of the vehicle and a reinforcement portion protruding downward from the middle section of the top, and the plate-like top is provided with flanges at both front and rear ends along the longitudinal direction of the vehicle.

[0016] According to one embodiment of the present invention, the plate-like top and the reinforcement portion are integrally formed, the rear side plate of the reinforcement portion continuously extends into the cavity of the plate-like top, and the thickness of the rear side plate is greater than the thickness of other plates of the transfer beam.

[0017] According to one embodiment of the present invention, the second end chassis includes two second wheel bags, and the two second wheel bags are distributed on both sides of the floor element, and each second wheel bag also includes a front connecting crossbeam, a rear connecting crossbeam and a wheel bag vertical plate that enable the second wheel bag to extend downward to the vehicle bottom end support structure, the front connecting crossbeam is connected to the front crossbeam of the wheel bag, the rear connecting crossbeam is connected to the rear crossbeam of the wheel bag, the wheel bag vertical plate is connected to the longitudinal beam of the wheel bag, and the longitudinal front end of the front connecting crossbeam is provided with a flange.

[0018] According to one embodiment of the present invention, the chassis further comprises a mounting kit, the mounting kit being made of a material having a higher structural strength than other structures of the chassis, the mounting kit comprising at least one of the following: a steering actuator mounting assembly disposed adjacent to the main frame and / or in the passenger compartment floor to provide an interface for a steering device; A connecting rod mechanism installation assembly, the connecting rod mechanism installation assembly is arranged in the main frame and / or in the second wheel bag to provide a mounting interface for the axle connecting rod mechanism; An anti-roll bar mounting assembly, the anti-roll bar mounting assembly being arranged in the main frame and / or under the channel floor to provide a mounting interface for the axle anti-roll bar; A trailer hook mounting assembly is arranged on the front side of the main frame to provide a mounting interface for the trailer hook.

[0019] Due to the adoption of the above technical solution, the underframe for electronically guided vehicles provided by the present invention has at least one of the following advantages compared with the prior art: (1) The present invention provides a chassis for an electronically guided vehicle, which adopts a modular design. Through a structural module with a higher degree of integration, the chassis can provide sufficient activity space for the rubber wheels and a floor surface lower than the ground, thereby providing convenience for passengers to get on and off the vehicle and for infrastructure such as platforms; (2) In the prior art, when designing and manufacturing a vehicle chassis with a complex shape such as a wheel hub, a plurality of flat plates are usually welded together. There are many welds at the geometric shape mutation sites of the wheel hub (such as corners). The geometric mutation sites on the force conduction path are usually regional stress concentration sites. Such sites rely on welds to bear the connection relationship, which is not conducive to structural strength and coping with the influence of long-term fatigue loads. The chassis for electronically guided vehicles provided by the present invention transmits loads by using a special design of the parent material shape at the structural geometric shape mutation site instead of the flat plate welding method, which can better bear and transmit the interaction force. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings: Figure 1 It is a schematic structural diagram of a chassis for an electronically guided vehicle according to an embodiment of the present invention, wherein FIG a is a side view, FIG b is a top view, and FIG c is an exploded view; Figure 2 Schematic diagram of the structure of the first end chassis according to an embodiment of the present invention, wherein FIG a is an assembled state diagram, FIG b is a side view, and FIG c is an exploded state diagram; Figure 3 A schematic diagram showing the structure of a main frame according to an embodiment of the present invention is shown; Figure 4 It shows a schematic diagram of the structure of the first round package according to an embodiment of the present invention; Figure 5 A schematic diagram of the structure of an equipment cabin according to an embodiment of the present invention is shown; Figure 6 A schematic structural diagram of a second end chassis according to an embodiment of the present invention is shown, wherein FIG a is an assembled state diagram, and FIG b is a disassembled state diagram; Figure 7 A schematic structural diagram of a passage floor according to an embodiment of the present invention is shown; Figure 8 shows an exploded view of a second wheel bag according to one embodiment of the present invention; Fig. 9 A schematic diagram showing the connection between the channel floor and the end cross beam according to an embodiment of the present invention is shown; Fig.10 Schematic diagrams of profile cross sections of different components according to some embodiments of the present invention are shown, FIG a is a cross section of a wheel package cross beam, FIG b is a cross section of a wheel package longitudinal beam, FIG c is a cross section of a connecting cross beam, and FIG d is a cross section of a transfer cross beam; Fig.11A schematic diagram of a steering actuator installation assembly according to some embodiments of the present invention is shown; Fig.12 Schematic diagrams of connecting rod mechanism installation assemblies according to some embodiments of the present invention are shown, FIG. a shows a front connecting rod connecting member, FIG. b shows a rear connecting rod first connecting member, and FIG. c shows a rear connecting rod second connecting member; Fig.13 Schematic diagrams of anti-roll bar mounting assemblies according to some embodiments of the present invention are shown, FIG. a shows a front anti-roll bar mounting piece, and FIG. b shows a rear anti-roll bar mounting piece; Fig.14 A schematic diagram of a trailer hook mounting assembly according to some embodiments of the present invention is shown; Fig.15 The cross-sectional views at different positions of the chassis for electronically guided vehicles according to some embodiments of the present invention are shown, wherein Figure a is a structural cross-section of the driving axle area, Figure b is a structural cross-section of the passenger compartment floor area, Figure c is a structural cross-section of the drag bridge area, Figure d is a longitudinal cross-section of the central channel area, and Figure e is a longitudinal cross-section of the passenger areas on both sides; Fig.16 The following are pictures showing the effect of installing the chassis and axle system for an electronically guided vehicle according to some embodiments of the present invention, wherein Figure a is a side view and Figure b is an oblique upward view.

[0021] List of reference numerals: 100, first end chassis; 110, main frame; 111, first frame crossbeam; 112, second frame crossbeam; 112a, flange; 112b, step structure; 113, frame longitudinal beam; 120, first wheel bag; 121, wheel bag cover plate; 122, wheel bag longitudinal beam; 122a, second vertical plate; 122b, second horizontal plate; 123, front crossbeam of wheel bag; 123a, first vertical plate; 123b, first horizontal plate; 123c, reinforcing rib plate; 124, rear crossbeam of wheel bag; 130, equipment compartment; 131, upper panel; 132, lower panel; 133, connecting beam column; 140, reinforcing rib plate; 200, passenger compartment floor; 300, second end chassis; 310, passage floor; 311, transfer beam; 312, 1a, plate-shaped top; 311b, reinforcement; 312, floor element; 320, second wheel bag; 321, wheel bag cover; 322, wheel bag longitudinal beam; 323, wheel bag front cross beam; 324, wheel bag rear cross beam; 325, front connecting cross beam; 326, rear connecting cross beam; 327, wheel bag vertical plate; 330, end cross beam; 400, installation kit; 410, steering actuator installation assembly; 411, front side member; 412, rear side member; 420, linkage mechanism installation assembly; 421, front connecting rod connecting member; 422, rear connecting rod first connecting member; 423, rear connecting rod second connecting member; 430, anti-roll bar installation assembly; 431, front anti-roll bar installation member; 432, rear anti-roll bar installation member; 440, trailer hook installation assembly. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with specific embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0023] The terms "including" and "having" and any variations thereof in the specification of the present invention and the above-mentioned drawings are intended to cover non-exclusive inclusions; the terms "first", "second", etc. in the specification of the present invention and the claims or the above-mentioned drawings are used to distinguish different objects rather than to describe a specific order. "Multiple" means two or more, unless otherwise clearly and specifically defined.

[0024] In the specification of the present invention and the above-mentioned drawings, when an element is referred to as being "fixed to" or "mounted on" or "disposed on" or "connected to" another element, it may be directly or indirectly located on the other element. For example, when an element is referred to as being "connected to" another element, it may be directly or indirectly connected to the other element.

[0025] In addition, reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present invention. The appearance of the phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0026] In the following description of the present invention, the term "longitudinal" refers to the direction connecting the front and rear of the vehicle, which can also be understood as the length direction of the vehicle. The term "lateral" refers to the width direction of the vehicle. The terms "front", "rear", "up", "down", "top" and "bottom" are all based on the state of the vehicle when it is traveling forward.

[0027] Figure 1 A schematic structural diagram of a chassis for an electronically guided vehicle according to an embodiment of the present invention is shown, wherein Figure a is a side view, Figure b is a top view, and Figure c is an exploded view.

[0028] As shown in the figure, the chassis for the electronically guided vehicle generally includes a first end chassis 100 , a passenger compartment floor 200 , and a second end chassis 300 .

[0029] The first end chassis 100 is the chassis of the driver's cab and drive axle area. While carrying the driver's cab, it provides movement space for the drive axle wheels and frames, and provides installation interfaces for equipment such as drive motors, steering gears, and power pumps. The first end chassis 100 may include a main frame 110 and a first wheel bag 120. The first wheel bag 120 is connected to the main frame 110. The corners of the first wheel bag 120 are made of an integrated angle piece (refer to Figure 2 ).

[0030] The passenger compartment floor 200 is disposed between the first end chassis 100 and the second end chassis 300 , and is a chassis of a passenger seating and standing area, and has an installation height lower than the first end chassis 100 and the second end chassis 300 .

[0031] The second end chassis 300 is the chassis of the area where some passengers stand and the drag bridge area. While carrying passengers, it provides movement space for the drag bridge wheels and frames. The second end chassis 300 includes a passage floor 310 and a second wheel bag 320. The corner part of the second wheel bag 320 adopts an integrated curved corner piece (refer to Figure 6 ).

[0032] In the prior art, when designing and manufacturing a vehicle chassis with a complex shape such as a wheel hub, multiple flat plates are usually welded together. There are many welds at the locations where the geometric shape of the wheel hub changes (such as corners), and the geometric mutation locations on the force conduction path are usually regional stress concentration locations. Such locations rely on welds to bear the connection relationship, which is not conducive to structural strength and coping with the influence of long-term fatigue loads. The chassis for electronically guided vehicles provided by the present invention transmits loads by using a special design of the parent material shape at the locations where the structural geometric shape changes instead of using flat plate welding, which can better bear and transmit interaction forces.

[0033] Furthermore, the chassis for the electronically guided vehicle in the present invention adopts a modular design, which is beneficial to improving production efficiency through a structural module with a higher degree of integration.

[0034] Each component is described in detail below.

[0035] Figure 2 The schematic diagram of the structure of the first end chassis 100 according to an embodiment of the present invention is shown, wherein FIG. a is an assembled state diagram, FIG. b is a side view, and FIG. c is an exploded state diagram. The first end chassis 100 may include a main frame 110, a first wheel bag 120, and an equipment compartment 130. The main frame 110 and the first wheel bag 120 may be welded from 6000 series age-hardened, large hollow extruded aluminum profiles. The main frame 110 provides sufficient overall strength and rigidity for the first end chassis 100, the first wheel bag 120 provides movement space for the rubber wheels of the drive axle, and the equipment compartment 130 is welded from small-section extruded aluminum profiles and aluminum plates, and the aluminum plates and profile beams may be provided with equipment installation interfaces such as steering gears, power pumps, and cooling units.

[0036] Figure 3 The schematic diagram of the structure of the main frame 110 according to one embodiment of the present invention is shown. The main frame 110 includes a first frame crossbeam 111, a second frame crossbeam 112 and a frame longitudinal beam 113. The first frame crossbeam 111 and the second frame crossbeam 112 are arranged spaced apart from each other in the longitudinal direction of the vehicle. The frame longitudinal beam 113 is centrally connected to the top of the first frame crossbeam 111 and the second frame crossbeam 112 in the transverse direction of the vehicle. Each of the first frame crossbeam 111, the second frame crossbeam 112 and the frame longitudinal beam 113 is in the shape of a continuously extending plate.

[0037] In some embodiments, the bottom end of the second frame beam 112 has a flange 112a extending toward the rear of the vehicle, and the second frame beam 112 is directly connected to the passenger compartment floor 200 through the flange of the profile section, without the need to set up a transfer beam.

[0038] Optionally, in some embodiments, if the height difference between the floor of the driver's cab and the floor 200 of the passenger compartment is too large, a protruding step structure 112b can be provided in the middle part of the second frame crossbeam 112. The step structure 112b is formed by a bottom wall and three side walls. The bottom wall protrudes horizontally from the vertical main body of the second frame crossbeam 112, and is located near the middle position of the overall height of the second frame crossbeam 112. Two opposite side walls are located at the lateral ends of the bottom wall and extend vertically upward from the bottom wall, the lower edge of the front side wall is connected to the bottom wall, the two side edges are connected to the two side walls, and the upper edge is connected to the rear end of the frame longitudinal beam 113. The second frame crossbeam 112 is an integrally formed extruded aluminum structure. With the step of this structure, the structure that was originally required to be set in the passenger compartment is set in the first end chassis main frame 110, saving 300mm of space for the passenger compartment and optimizing the space utilization rate in the vehicle.

[0039] Optionally, in some embodiments, in order to adapt to the front four-link integral axle system, the front end of the chassis needs to have a higher structural strength. Figure 2 As shown in the side view (i.e., Figure b), a reinforcing rib plate 140 can be set at the front end of the main frame 110.

[0040] Figure 4 FIG. 1 is a schematic diagram showing the structure of a first round package 120 according to an embodiment of the present invention. Figure 2 and Figure 4 The first wheel bag 120 may include a wheel bag cover plate 121, a wheel bag longitudinal beam 122, a wheel bag front cross beam 123 and a wheel bag rear cross beam 124. The wheel bag front cross beam 123 and the wheel bag rear cross beam 124 are respectively connected to the longitudinal ends of the wheel bag cover plate 121, and the wheel bag longitudinal beam 122 is connected to the lateral inner side of the wheel bag cover plate 121, thereby forming a cover-like structure that provides a movement space for the drive axle rubber wheel. The wheel bag front cross beam 123 and the wheel bag rear cross beam 124 are provided with flanges at the connection with the wheel bag cover plate 121 and the wheel bag longitudinal beam 122, such as Figure 4 As shown in the enlarged view in FIG, the flange allows the front cross beam 123 of the wheel package and the rear cross beam 124 of the wheel package to overlap on the butt joint structure, and then welded together, so as to better bear the vertical load. In this embodiment, the flange size is d, so that the edge with a length of d is overlapped above the butt joint.

[0041] In some embodiments, in order to improve the structural strength of the first wheel bag 100 at the geometric mutation site, the wheel bag front cross beam 123 and the wheel bag rear cross beam 124 use a first angle piece. The overall structure of the first angle piece used by the wheel bag front cross beam 123 and the wheel bag rear cross beam 124 is similar, but the bending direction is different. The wheel bag front cross beam 123 bends backward, while the wheel bag rear cross beam 124 bends forward. The first angle piece of the wheel bag front cross beam 123 is taken as an example to illustrate the angle piece structure. Figure 4 and Fig.10As shown in Figure a, the first angle piece includes an integrally formed first vertical plate 123a and a first horizontal plate 123b, and a reinforcing rib plate 123c is provided on the inner side of the angle formed by the two. The first angle piece is an integrally formed extruded aluminum profile, and the profile cross section can be referred to Fig.10 The structure shown in Figure a.

[0042] The wheel rail 122 may be a second angled member, which may include an integrally formed second vertical plate 122a and a second horizontal plate 122b. Since the wheel rail 122 is installed near the central channel, in order to avoid collisions with passengers, the outer side surface of the angled transition portion formed by the second vertical plate 122a and the second horizontal plate 122b may be designed to be arc-shaped, and a reinforcing rib plate may be provided on the inner side of the angled transition portion to improve the strength of this position. The cross section of the profile may refer to Fig.10 The structure shown in Figure b.

[0043] like Figure 2 As shown, the first end chassis 100 may include two first wheel bags 120, which are respectively connected to both sides of the frame longitudinal beam 113 and protrude to a position higher than a predetermined height from the top surface of the frame longitudinal beam 113, and a wheel bag front cross beam 123 and a wheel bag rear cross beam 124 of each first wheel bag 120 are respectively vertically aligned with the first frame cross beam 111 and the second frame cross beam 112 to improve the bearing capacity of the structure.

[0044] Figure 5 FIG. 1 is a schematic diagram showing the structure of an equipment cabin 130 according to an embodiment of the present invention. The equipment cabin 130 is mainly formed by welding an upper panel 131, a lower panel 132 and a connecting beam column 133. Figure 2 As shown, the first end chassis 100 may include two equipment compartments 130 , which are respectively connected to both sides of the frame longitudinal beam 113 and located in front of the first frame cross beam 111 , and the top surfaces of the two equipment compartments 130 are substantially flush with the top surfaces of the frame longitudinal beam 113 .

[0045] like Figure 1 As shown, the passenger compartment floor 200 generally includes a flat plate body and frames on both sides, the frames on both sides are fixedly connected to the flat plate body, the front end of the flat plate body is butted with the rear flange 112a of the second frame crossbeam 112, and the rear end is connected with the butt joint structure of the second end chassis 300. There is a certain height difference between the flat plate body and the upper surface of the first end chassis 100.

[0046] Figure 6 A schematic structural diagram of a second end chassis 300 according to an embodiment of the present invention is shown, wherein FIG a is an assembled state diagram, and FIG b is a disassembled state diagram.

[0047] The second end chassis 300 generally includes a passage floor 310 and a second wheel package 320. Optionally, in some embodiments, the second end chassis 300 may also include an end cross beam 330. The passage floor 310, the second wheel package 320 and the end cross beam 330 are all welded from 6000 series age-hardened, large hollow extruded aluminum profiles.

[0048] The passage floor 310 provides space for passengers to pass and stand. Figure 7 As shown, it may include a transfer beam 311 and a floor element 312. The floor element 312 is in the shape of a flat plate, which is used to provide support for passengers to stand. The front end of the transfer beam 311 is connected to the passenger compartment floor 200, and the rear end of the transfer beam 311 is connected to the floor element 312. In order to provide sufficient movement space for the rubber wheels of the traction bridge, the installation height of the floor element 312 is higher than the passenger compartment floor 200. Therefore, there is a certain height difference between the floor element 312 and the passenger compartment floor 200. In order to enable the connection to better bear and transfer the load, the present invention has specially designed the cross section of the transfer beam 311. As shown Figure 7 as well as Fig.10 As shown in the middle figure d, the transfer crossbeam 311 has a plate-like top 311a and a reinforcement part 311b. The cross section of the plate-like top 311a extends upward from the front to the rear along the longitudinal direction of the vehicle. Flanges are provided at both the front and rear ends along the longitudinal direction of the vehicle. The flange at the front end overlaps with the passenger compartment floor 200, and the flange at the rear end overlaps with the floor element 312, and then welded together. The combination of overlap and welding can optimize the transmission of vertical loads. The reinforcement part 311b is located below the plate-like top 311a and protrudes downward from the middle part of the plate-like top 311a. The plate-like top 311a and the reinforcement part 311b are integrally formed structures, and the reinforcement part 311b can enhance the support for the plate-like top 311a. The rear side plate of the reinforcement part 311b extends continuously into the cavity of the plate-like top 311a. The thickness of the rear side plate is greater than the thickness of other plates of the transfer crossbeam 311 to improve the force transmission effect. An escape space is formed between the front and rear sides of the reinforcing portion 311 b and the plate-shaped top portion 311 a to facilitate the installation of components such as axles.

[0049] The second end underframe 300 may include two second wheel bags 320 , which provide a movement space for the rubber wheels of the drag bridge and support the air springs of the drag bridge. The two second wheel bags 320 are distributed on both sides of the floor element 312 .

[0050] Figure 8The exploded view of the second wheel bag 320 according to one embodiment of the present invention is shown. As shown in the figure, each second wheel bag 320 includes a wheel bag cover plate 321, a wheel bag longitudinal beam 322, a wheel bag front cross beam 323 and a wheel bag rear cross beam 324. The wheel bag front cross beam 323 and the wheel bag rear cross beam 324 are respectively connected to the longitudinal ends of the wheel bag cover plate 321. The wheel bag longitudinal beam 322 is connected to the lateral inner side of the wheel bag cover plate 321. The wheel bag front cross beam 323 and the wheel bag rear cross beam 324 are provided with flanges at the places where they are connected to the wheel bag cover plate 321 and the wheel bag longitudinal beam 322. The cross sections of the wheel bag cover plate 321, the wheel bag longitudinal beam 322, the wheel bag front cross beam 323 and the wheel bag rear cross beam 324 of the second wheel bag 320 are similar to the cross sections of the corresponding parts of the first wheel bag 120.

[0051] In addition to the above structure, the second wheel bag 320 may also include a front connecting crossbeam 325, a rear connecting crossbeam 326 and a wheel bag vertical plate 327, which enables it to extend to the vehicle bottom support structure. The front connecting crossbeam 325 is connected to the wheel bag front crossbeam 323, the rear connecting crossbeam 326 is connected to the wheel bag rear crossbeam 324, and the wheel bag vertical plate 327 is connected to the wheel bag longitudinal beam 322, so that the second wheel bag 320 can be directly extended to the end of the vehicle, and there is no aluminum floor structure under the second wheel bag 320, which reduces the structural geometric mutation area and makes the overall rigidity of the chassis structure better. Figure 8 As shown, the longitudinal front end of the front connecting beam 325 is provided with a flange, and the flange overlaps with the front passenger compartment floor 200. Fig.10 As shown in Figure c.

[0052] The end cross beam 330 provides good strength and rigidity to the end structure and is used to install the hinge device and transmit the interaction force between the carriages. Fig. 9 A schematic diagram of the connection between the channel floor 310 and the end cross beam 330 according to an embodiment of the present invention is shown. The profile cross section of the end cross beam 330 is provided with a flange structure. The channel floor 310 and the end cross beam 330 are overlapped and then welded to better bear and transfer vertical loads.

[0053] In order to adapt to the complex and continuously changing structural sections and the traction and braking loads of the vehicle, the aluminum alloy chassis structure in the present invention adopts a profile section different from that of conventional products, mainly used in the wheel bag structure and the vertical height change of the channel. Fig.10Schematic cross-sectional views of profiles of different components according to some embodiments of the present invention are shown. FIG. a is a cross-sectional view of a wheel package crossbeam, and the structures involved include the front crossbeams 123, 323 and the rear crossbeams 124, 324 of the first wheel package 120 and the second wheel package 320. FIG. b is a cross-sectional view of a wheel package longitudinal beam, and the structures involved include the wheel package longitudinal beams 122 and 322 of the first wheel package 120 and the second wheel package 320. FIG. c is a cross-sectional view of a connecting crossbeam, and the structures involved include the front connecting crossbeam 325 and the rear connecting crossbeam 326 of the second wheel package 320. FIG. d is a cross-sectional view of a transfer crossbeam 311. These cross-sectional structures include: ribs extending obliquely relative to the plate surface, adjacent ribs forming a triangular structure, which is used to enhance the stability of the profile; ribs extending vertically relative to the plate surface, which are mainly used for sealing the cavity. When a part of the profile needs to be cut off, there is no need to perform cavity sealing because the cavity sealing plate is preset inside the profile; reinforcing ribs located on the inner side of the intersection of the plates in two different directions, which are used to enhance the strength of the geometric mutation part; the flange structure located at the end of the plate, which is used to overlap with the butt joint to optimize the load transfer effect. The present invention avoids welding at the geometric mutation part of the structure by specially designing the cross section of the profile, and instead transfers the load by optimizing the shape of the parent material instead of the weld, so that the structural strength is more reliable and the force transfer effect is optimized at the same time.

[0054] Changing the step structure originally protruding toward the passenger compartment to be recessed toward the main frame 110 and changing the four-link integral axle system from rear to front can provide more space for the passenger compartment. However, the front-mounted four-link integral axle system requires the vertical height of the bogie-related interfaces to be relatively uniform, so there is also a lot of room for improvement in the spatial arrangement of the interfaces related to the axle system.

[0055] To this end, in some embodiments of the present invention, the chassis for an electronically guided vehicle according to the present invention further includes a mounting kit 400 (see Figure 1 ), the installation kit 400, on the one hand, provides an interface for other components and equipment of the vehicle, and on the other hand, reinforces the structure at the location where the geometric mutation of the cross-section of the chassis structure occurs, which plays a key role in ensuring the local structural strength.

[0056] The mounting kit 400 may include at least one of the following: a steering actuator mounting assembly 410 (see Fig.11 )、Linkage mounting assembly 420 (reference Fig.12 )、Anti-roll bar mounting assembly 430 (reference Fig.13 )、Trailer hook mounting assembly 440 (reference Fig.14 The mounting kits 400 are all made of materials with higher strength than the chassis body. For example, the steering actuator mounting assembly can be made of welded steel plates, and the rest can be made of cast steel parts.

[0057] The steering actuator mounting assembly 410 can be welded from Q345NQR2 plates, and provides mounting interfaces for the angle steering gear, steering gear, and power steering pump. Fig.11 As shown, the steering actuator mounting assembly 410 may include a front side member 411 and a rear side member 412. The front side member 411 is connected between the front edges of the lower panels 132 of the two equipment compartments 130, and is used to provide a mounting interface for the angle steering gear, the steering gear, and the power steering pump. The rear side member 412 is embedded in the main body of the passenger compartment floor 200, and is used to provide a mounting interface for the steering mechanism of the towing bridge.

[0058] The connecting rod mechanism mounting assembly 420 is cast from B+ grade steel and provides a mounting interface for the axle connecting rod mechanism. Fig.12 As shown, the linkage mechanism mounting assembly 420 may include a front linkage connecting member 421 , a rear linkage first connecting member 422 , and a rear linkage second connecting member 423 .

[0059] like Fig.12 As shown in the middle figure a, the front connecting rod connecting member 421 is bent, and has a bottom longitudinal extension section, a middle vertical extension section and a top longitudinal extension section, wherein the bottom longitudinal extension section and the top longitudinal extension section extend in divergent directions. An avoidance gap is provided in the middle of the bottom longitudinal extension section and the vertical extension section to facilitate the installation of other components. Figure 2 In the middle figure b, the bottom longitudinal extension section can be fixed to the bottom of the first frame cross beam 111 of the main frame 110 by rivets, the middle vertical extension section can be fixed to the rear side wall of the first frame cross beam 111 of the main frame 110 below the frame longitudinal beam 113 by rivets, and the top longitudinal extension section can be fixed to the bottom wall of the frame longitudinal beam 113 of the main frame 110 by rivets, so as to reinforce the joint. The middle vertical extension section can be provided with a connecting rod connection component.

[0060] like Fig.12 As shown in the middle figure b, the first rear connecting rod connecting member 422 is generally flat, and a connecting rod mounting component is provided on its rear surface. The first rear connecting rod connecting member 422 is fixed to the rear surface of the front connecting beam 325 of the second wheel bag 320 by rivets.

[0061] like Fig.12 As shown in the middle figure c, the rear link second connecting member 423 is generally bent, and has a vertical plate and a longitudinal plate extending forward from the bottom end of the vertical plate. A connecting rod mounting component is provided on the rear surface of the vertical plate. The angle formed by the vertical plate and the longitudinal plate matches the angle shape of the bottom of the rear end of the reinforcement part 311b, so that the rear link second connecting member 423 is fixed to the rear end of the reinforcement part 311b, thereby reinforcing the part of the reinforcement part 311b that is subjected to the axle load.

[0062] The anti-roll bar mounting assembly 430 is cast from E-grade steel and provides a mounting interface for the axle anti-roll bar. Fig.13 As shown, the anti-roll bar mounting assembly 430 mainly includes a front anti-roll bar mounting component 431 and a rear anti-roll bar mounting component 432 .

[0063] like Fig.13 As shown in the middle figure a, the front anti-roll bar mounting member 431 is bent, and includes a longitudinal section and a vertical section. The longitudinal section is provided with a component connected to the front anti-roll bar, which is fixed to the bottom wall of the step structure 112b. The vertical section is fixed to the front wall of the second frame crossbeam 112, thereby providing reinforcement support for the sudden change of the structure.

[0064] like Fig.13 As shown in the middle figure b, the rear anti-roll bar mounting member 432 has a plate-shaped body and an upwardly protruding lug. The lower surface of the plate-shaped body is provided with a rear anti-roll bar mounting portion. The rear anti-roll bar mounting member 432 is arranged on both lateral sides of the rear end of the floor element 312.

[0065] The trailer hook mounting assembly 440 is cast from B+ grade steel and provides a mounting interface for the trailer hook. Fig.14 As shown, the trailer hook mounting assembly 440 is generally in the shape of a flat plate, and a trailer hook mounting portion is provided on the front side, which is fixedly mounted on the frontmost side of the frame longitudinal beam 113 of the main frame 110.

[0066] The installation kit 400 is connected to the aluminum structure of the vehicle body by rivets, which not only provides a reliable interface but also reinforces the structure at the location where the geometric mutation of the cross-section of the aluminum structure of the chassis occurs, playing a key role in ensuring the local structural strength.

[0067] Except for the threaded interface, the rest of the installation kit 400 is sprayed with primer to avoid direct contact between dissimilar metals and prevent corrosion. In order to further reduce the impact of harsh factors such as environmental and road water and mud, except for the fastener contact surface and the contact surface with the chassis body, the rest of the installation kit 400 is further sprayed with topcoat.

[0068] Fig.15 Cross-sectional views at different positions of the chassis for electronically guided vehicles according to some embodiments of the present invention are shown, wherein Figure a is a structural cross-section of the drive axle area, Figure b is a structural cross-section of the passenger compartment floor area, Figure c is a structural cross-section of the drag bridge area, Figure d is a longitudinal cross-section of the center channel area, and Figure e is a longitudinal cross-section of the passenger areas on both sides.

[0069] The cross section of the drive axle area structure shows that the area where the wheel bags on both sides of the drive axle area are located is protruding, and the middle channel is sunken, providing movement space for the rubber wheels of the drive axle. The passenger compartment floor area is a plane structure as a whole. The area where the wheel bags on both sides of the drag axle area are located is protruding, and the middle channel is sunken with a large amplitude, which provides movement space for the rubber wheels of the drag axle while increasing the passenger compartment space. The above three cross sections are combined to form two longitudinal sections: the longitudinal section of the central channel area and the longitudinal section of the passenger area on both sides. It can be seen from the above longitudinal sections that when the chassis is synthesized, the first end chassis 100, the second end chassis 300 and the middle passenger compartment floor 200 are also welded after overlapping, and the profile section is provided with a flange structure. After welding, the load is transferred through the parent material instead of the weld, so as to better bear and transfer the interaction force. The horizontal and longitudinal sections of the chassis adopt a multi-layer, multi-level, and vertically differentiated section design, rather than a conventional straight structure. The chassis can provide a complex installation interface in the three-way space, while providing sufficient activity space for the rubber wheels, and in the passenger compartment area, the chassis structure provides a lower floor surface.

[0070] Fig.16 The effect diagram of the underframe and axle system after installation for an electronically guided vehicle according to some embodiments of the present invention is shown, wherein Figure a is a side view and Figure b is an oblique upward view, which shows the positional relationship between the frame and its installation kit and the axle after installation.

[0071] The above-mentioned embodiments only express the implementation methods of the present invention, and the description thereof is relatively specific and detailed, but it cannot be understood as limiting the scope of the present invention. It should be pointed out that for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention.

Claims

1. A chassis for an electronically guided vehicle, characterized in that: include: A first end chassis, the first end chassis comprising a main frame and a first wheel bag, the first wheel bag being connected to the main frame, and an angled portion of the first wheel bag adopts an integrated angle piece; A second end chassis, the second end chassis comprising a channel floor and a second wheel bag, the angled portion of the second wheel bag adopts an integrated angle piece; A passenger compartment floor, wherein two ends of the passenger compartment floor along the longitudinal direction of the vehicle are respectively connected to the first end chassis and the second end chassis and the installation height is lower than the first end chassis and the second end chassis.

2. The underframe for an electronically guided vehicle according to claim 1, characterized in that: The first wheel bag and the second wheel bag both include a wheel bag cover plate, a wheel bag longitudinal beam, a wheel bag front cross beam and a wheel bag rear cross beam, the wheel bag front cross beam and the wheel bag rear cross beam are respectively connected to the longitudinal ends of the wheel bag cover plate, the wheel bag longitudinal beam is connected to the lateral inner side of the wheel bag cover plate, and the wheel bag front cross beam and the wheel bag rear cross beam are provided with flanges at the connection places with the wheel bag cover plate and the wheel bag longitudinal beam.

3. The underframe for an electronically guided vehicle according to claim 2, characterized in that: The front cross beam of the wheel bag and the rear cross beam of the wheel bag adopt a first angle piece, the first angle piece includes an integrally formed first vertical plate and a first horizontal plate, and a reinforcing rib plate is provided on the inner side of the angle formed by the first vertical plate and the first horizontal plate; the longitudinal beam of the wheel bag adopts a second angle piece, the second angle piece includes an integrally formed second vertical plate and a second horizontal plate, the outer side surface of the angle transition portion formed by the second vertical plate and the second horizontal plate is arc-shaped, and a reinforcing rib plate is provided on the inner side of the angle transition portion.

4. The underframe for an electronically guided vehicle according to claim 2, characterized in that: The main frame includes a first frame crossbeam, a second frame crossbeam and a frame longitudinal beam. The first frame crossbeam and the second frame crossbeam are arranged to be spaced apart front and rear along the longitudinal direction of the vehicle. The frame longitudinal beam is centrally connected to the top of the first frame crossbeam and the second frame crossbeam along the transverse direction of the vehicle. Two first wheel bags are respectively connected to both sides of the frame longitudinal beam. The wheel bag front crossbeam and the wheel bag rear crossbeam of each first wheel bag are respectively vertically aligned with the first frame crossbeam and the second frame crossbeam.

5. The undercarriage for an electronically guided vehicle according to claim 4, characterized in that: A reinforcing plate is provided near the connection between the first frame cross beam and the frame longitudinal beam, and the bottom end of the second frame cross beam has a flange extending toward the rear of the vehicle, and the flange is connected to the passenger compartment floor.

6. The undercarriage for an electronically guided vehicle according to claim 4, characterized in that: The first end chassis also includes an equipment compartment located on a front side of the first frame cross beam and connected to the frame longitudinal beam.

7. The underframe for an electronically guided vehicle according to claim 2, characterized in that: The channel floor includes a transfer beam and a floor element, the front end of the transfer beam is connected to the passenger compartment floor and the rear end is connected to the floor element, the transfer beam has a plate-like top extending upward from front to rear along the longitudinal direction of the vehicle and a reinforcement portion protruding downward from the middle section of the top, and flanges are provided at both front and rear ends of the plate-like top along the longitudinal direction of the vehicle.

8. The undercarriage for an electronically guided vehicle according to claim 7, characterized in that: The plate-like top and the reinforcement part are integrally formed, the rear side plate of the reinforcement part continuously extends into the cavity of the plate-like top, and the thickness of the rear side plate is greater than the thickness of other plates of the transfer beam.

9. The undercarriage for an electronically guided vehicle according to claim 7, characterized in that: The second end chassis includes two second wheel bags, which are distributed on both sides of the floor element, and each of the second wheel bags also includes a front connecting crossbeam, a rear connecting crossbeam and a wheel bag vertical plate that enable the second wheel bag to extend downward to the vehicle bottom end support structure, the front connecting crossbeam is connected to the wheel bag front crossbeam, the rear connecting crossbeam is connected to the wheel bag rear crossbeam, the wheel bag vertical plate is connected to the wheel bag longitudinal beam, and the longitudinal front end of the front connecting crossbeam is provided with a flange.

10. The undercarriage for an electronically guided vehicle according to claim 1, characterized in that: Also included is a mounting kit, the mounting kit being made of a material having a higher structural strength than other structures of the chassis, the mounting kit comprising at least one of the following: a steering actuator mounting assembly disposed adjacent to the main frame and / or in the passenger compartment floor to provide an interface for a steering device; A connecting rod mechanism installation assembly, the connecting rod mechanism installation assembly is arranged in the main frame and / or in the second wheel bag to provide a mounting interface for the axle connecting rod mechanism; An anti-roll bar mounting assembly, the anti-roll bar mounting assembly being arranged in the main frame and / or under the channel floor to provide a mounting interface for the axle anti-roll bar; A trailer hook mounting assembly is arranged on the front side of the main frame to provide a mounting interface for the trailer hook.

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