Vehicle end connecting structure for aluminum alloy chassis

Abstract

The invention discloses a vehicle end connecting structure for an aluminum alloy chassis. The vehicle end connecting structure comprises an upper mounting base fixedly arranged on the upper surface of the end of a vehicle body chassis and a lower mounting base fixedly arranged on the lower surface of the end of the vehicle body chassis. The upper mounting seat covers two concave parts at the end part of the vehicle body chassis in a transverse span manner, and comprises an upper flat plate which is welded into a whole, two U-shaped seats which are symmetrically arranged below the upper flat plate and are matched with the concave parts at the end part of the vehicle body chassis in shape, and an upper vertical plate which is arranged at the rear ends of the U-shaped seats, and the upper flat plate is fixed with the upper surface of the end part of the vehicle body chassis; the U-shaped base is placed in the concave part, the bottom of the U-shaped base is fixed to the concave part, and a mounting block with a damping rod mounting hole is fixed to the front end of the upper vertical plate. Through the structural arrangement of the upper mounting base and the lower mounting base, stress generated by complex loads at the vehicle end is smoothly transmitted and transited to the center area of the chassis, and the strength and rigidity of the aluminum alloy structure at the vehicle end are enhanced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of rail transit car end connection, and particularly relates to a car end connection structure for an aluminum alloy underframe. BACKGROUND

[0002] The car end connection structure is required to be quickly separated and connected when two cars are uncoupled or coupled. Not only should the car end connection structure be able to guarantee stable and safe connection performance, but also should be able to adapt to complex motion conditions such as turning, jolting and tilting, and be able to smoothly pass through the most unfavorable conditions of the line (vertical curve, horizontal curve, maximum track error and various running speeds of the vehicle) without damage and stopping activities. Therefore, the car end connection structure becomes a key point in the design of the vehicle structure.

[0003] The mounting seat of the damping rod between the traditional rail vehicles only meets the transmission of the longitudinal force, and the mounting form is single-dimensional face-to-face contact. However, the force transmission between the vehicles is affected by road excitation, traction between the vehicles, braking and crosswind, leading to complex and random excitation. The single-dimensional contact type connection structure is difficult to adapt to the complex and variable conditions in multiple directions, and is easy to cause structural failure in the area with sudden change in stiffness.

[0004] Meanwhile, the aluminum alloy car body structure is widely used in the field of rail transit due to its excellent lightweight performance. Therefore, the car end equipment mounting seat often needs to be designed into a steel structure due to the high performance transmission requirement. The stiffness and strength matching of the steel-aluminum hybrid structure is a difficult problem in structural design, especially in the key stress area of the structure. If the stiffness and strength cannot be perfectly matched, stress concentration areas will easily occur, leading to the occurrence of cracks. As the key area frequently stressed during the operation of the whole vehicle, the car end connection should pay more attention to the matching degree design of the structural stiffness and strength.

[0005] The Chinese utility model patent CN203920747U discloses a 100% modern urban tram lower hinged mounting seat, which is used for the lower hinged device of the 100% low-floor tram. The device is riveted on the aluminum alloy underframe of the floating car, and plays the roles of enhancing the stiffness and strength of the end part of the underframe, connecting the car body, and hoisting the car body. The lower hinged mounting seat and the underframe are riveted into an integral whole, forming a stable bearing structure to ensure that the car body can bear various working condition loads. However, the scheme only rivets the end surface and the upper surface of the end part of the aluminum alloy underframe, and the lower surface of the end part of the aluminum alloy underframe cannot be structurally reinforced, which is not conducive to the transmission of the car end load. In addition, the design includes a complex structure of the end part, completely covers the upper surface and the end surface of the end part of the aluminum alloy underframe, and is redundant in structure, which does not meet the lightweight design and is easy to cause stress concentration in the part connection and the cross-section mutation area. SUMMARY

[0006] The purpose of the present invention is to overcome the problem in the prior art that the mounting seat of the damping rod between vehicles adopts a single-dimensional contact connection structure, which is difficult to adapt to multi-directional complex and changeable working conditions and easily leads to structural failure in the stiffness mutation area. A vehicle-end connection structure for an aluminum alloy chassis is provided. Through the structural setting of the upper and lower mounting seats, multi-dimensional contact installation is performed to ensure the stiffness matching between the steel and aluminum structures, reduce the stress concentration area, and smoothly transfer the vehicle-end load to the central area of ​​the chassis.

[0007] To achieve the above-mentioned objectives, the present invention provides the following technical solutions: A vehicle-end connection structure for an aluminum alloy underframe, characterized in that it comprises: an upper mounting seat fixedly arranged on the upper surface of the end portion of the vehicle body underframe and a lower mounting seat fixedly arranged on the lower surface of the end portion of the vehicle body underframe, the upper mounting seat having a transverse span covering two recessed portions at the end portion of the vehicle body underframe, comprising: an upper flat plate welded together, two U-shaped seats symmetrically arranged below the upper flat plate and adapted to the shape of the recessed portions at the end portion of the vehicle body underframe, and an upper vertical plate arranged at the rear end of the U-shaped seat, the upper flat plate being fixed to the upper surface of the end portion of the vehicle body underframe, the U-shaped seat being placed in the recessed portion and the bottom of the U-shaped seat being fixed to the recessed portion, and a mounting block with a damping rod mounting hole being fixed to the front end of the upper vertical plate.

[0008] This solution provides multi-dimensional structural reinforcement of the aluminum alloy underframe end by setting two upper and lower mounting seats at the upper and lower parts of the aluminum alloy profile end beam and the cross-section mutation area, which are frequently subjected to stress and have weaker strength. At the same time, the stress generated by the complex load on the vehicle end is smoothly transmitted to avoid stress concentration and permanent deformation, thereby improving the stiffness and strength of the aluminum alloy underframe end. The upper mounting seat has a horizontal span covering the two recessed parts at the end of the vehicle body underframe and is fixedly connected to the recessed parts with a U-shaped seat, which improves the vertical stiffness of the aluminum alloy underframe end and avoids the mounting seat completely wrapping the upper surface, without redundant design.

[0009] Furthermore, first welding grooves are symmetrically opened on both sides of the upper plate to accommodate the upper edge of the upper vertical plate for insertion and welding, the lower edge and both side edges of the upper vertical plate are welded to the U-shaped edge of the rear end of the U-shaped seat, and the upper edges on both sides of the U-shaped seat are welded to the second welding grooves opened at the corresponding positions of the upper plate.

[0010] Furthermore, a support protrusion is provided at the front end of the second welding groove of the upper plate to support the front ends of the upper edges of both sides of the U-shaped seat, disperse the force at the welding point and transfer part of the force transmitted to the U-shaped seat to the upper plate.

[0011] Furthermore, the damping rod mounting hole is subjected to secondary machining after the upper mounting seat is welded and formed to ensure the installation flatness requirement of the damping rod. A back vertical plate is provided on the back of the upper vertical plate. The damping rod mounting hole passes through the mounting block, the upper vertical plate and the back vertical plate. The damping rod and the damping rod mounting hole are fixedly connected by bolts, and the nut is located on one side of the back vertical plate.

[0012] Furthermore, the U-shaped seat is formed by bending a plate and has an arc transition in the sudden change area of ​​the cross section of the recessed portion to avoid stress concentration, and the two side surfaces of the U-shaped seat expand outward to form a trumpet shape.

[0013] Furthermore, the lower mounting seat includes a lower flat plate and a plurality of longitudinal lower vertical plates welded to the lower surface of the lower flat plate, and the upper surface of the lower flat plate is fixed to the lower surface of the end of the vehicle body chassis.

[0014] The beneficial effects of the present invention are: 1. This invention utilizes a multi-dimensional contact mounting system through the structural arrangement of upper and lower mounting brackets. This allows for smooth transfer of stress generated by complex vehicle-end loads, avoiding stress concentration and permanent deformation. This enhances the strength and rigidity of the aluminum alloy structure in the longitudinal, transverse, and vertical directions—six degrees of freedom—to adapt to complex and changing multi-directional operating conditions. The upper mounting bracket's transverse span covers two recessed sections at the vehicle underframe end and is secured with a U-shaped bracket, enhancing the vertical rigidity of the aluminum alloy underframe end while preventing the mounting bracket from completely enveloping the upper surface. This eliminates redundant design while meeting rigidity and fatigue requirements.

[0015] 2. This invention utilizes a plate welding process, which ensures structural strength while simplifying the overall design, reducing manufacturing costs and facilitating maintenance and replacement. The provision of first and second welding grooves enhances the structural strength of the welded portion. Furthermore, support bumps at the front end of the second welding grooves abut against the front ends of the upper edges of the U-shaped base, distributing forces at the weld and transferring some of the forces transferred from the U-shaped base to the upper plate.

[0016] 3. This invention performs secondary machining on the damping rod mounting hole, a key force-transmitting component, to ensure installation precision and avoid structural deformation caused by insufficient installation precision. The upper and rear uprights ensure a smooth force transmission path, that is, the smooth transmission of longitudinal force without permanent deformation. The two sides of the U-shaped seat are flared outward to form a trumpet shape, which facilitates force transmission and smoothly transfers the vehicle-end load to the center of the chassis. This ensures that the damping rod mounting seat can withstand a 25kN longitudinal load and the impact acceleration caused by all-directional movement without permanent deformation. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings of the embodiments are briefly introduced below.

[0018] The drawings described below only relate to some embodiments of the present invention, but are not intended to limit the present invention.

[0019] In the attached figure: Figure 1 It is a structural schematic diagram of a vehicle end connection structure for an aluminum alloy chassis of the present invention.

[0020] Figure 2 It is a structural schematic diagram of the upper mounting seat of the present invention.

[0021] Figure 3 It is a structural schematic diagram of the lower mounting seat of the present invention.

[0022] Figure 4 It is a schematic diagram of the installation position of the damping rod of the present invention.

[0023] The markings in the figure are as follows: 01. Upper mounting seat; 02. Lower mounting seat; 11. Upper flat plate; 12. Upper vertical plate; 13. U-shaped seat; 14. Mounting block; 15. Damping rod mounting hole; 16. Upper fastening mounting hole; 17. First welding groove; 18. Support protrusion; 19. Second welding groove; 20. Back vertical plate; 21. Lower flat plate; 22. Lower vertical plate; 26. Lower fastening mounting hole. DETAILED DESCRIPTION

[0024] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0025] like Figure 1As shown, in this embodiment, a vehicle-end connection structure for an aluminum alloy chassis includes an upper mounting seat 01 and a lower mounting seat 02. The upper mounting seat 01 and the lower mounting seat 02 are made of high-strength steel and have sufficient performance in terms of stiffness and strength to ensure that the mounting seat can withstand large longitudinal force loads and impact acceleration caused by directional movement without permanent deformation. The upper mounting seat 01 is fastened to the upper surface of the end of the aluminum alloy vehicle body chassis by rivets, and the lower mounting seat 02 is fastened to the lower surface of the end of the aluminum alloy vehicle body chassis by rivets. This embodiment uses the structural arrangement of the upper and lower mounting seats to perform multi-dimensional contact installation, which can smoothly transmit the stress generated by the complex load on the vehicle end, enhance the strength and stiffness of the vehicle-end aluminum alloy structure in the longitudinal, transverse, and vertical directions, and six degrees of freedom, and can adapt to multi-directional complex and changeable working conditions. In another embodiment, the upper and lower mounting seats can be connected into a single integral part.

[0026] like Figure 2 As shown, in this embodiment, the upper mounting seat 01 has a transverse span covering the two recessed parts at the end of the vehicle body chassis, and includes an upper flat plate 11, a U-shaped seat 13 and an upper vertical plate 12. The upper flat plate 11 is fixedly connected to the upper surface of the end of the vehicle body chassis, and the U-shaped seat 13 is symmetrically arranged below both sides of the upper flat plate 11 and adapted to the shape of the recessed part at the end of the vehicle body chassis. The upper vertical plate 12 is arranged at the rear end of the U-shaped seat 13. The U-shaped seat 13 and the upper vertical plate 12 are placed in the recessed part, and the bottom surface of the U-shaped seat 13 is fixedly connected to the bottom surface of the recessed part. The U-shaped seat 13 is formed by bending the plate and transitioning in an arc in the sudden change area of ​​the cross section of the recessed part to avoid stress concentration. The two sides of the U-shaped seat 13 expand outward to form a trumpet shape, which is conducive to the transmission of force. The upper flat plate 11, the U-shaped seat 13 and the upper vertical plate 12 are all plate materials and are welded into an integral part through a tailor-made welding process. The upper plate 11 has symmetrically defined first welding slots 17 on either side for inserting and welding the upper edge of the upper vertical plate 12. The lower and side edges of the upper vertical plate 12 are welded to the U-shaped edge at the rear end of the U-shaped seat 13. Second welding slots 19 are defined on the upper plate 11 at corresponding positions on the upper edges of the U-shaped seat 13. The upper edges of the U-shaped seat 13 are welded to these second welding slots 19. Supporting protrusions 18 are located at the front ends of the second welding slots 19 on the upper plate 11. These support protrusions 18 rest against the front ends of the upper edges of the U-shaped seat 13, distributing the forces at the welds and transferring some of the forces transferred to the U-shaped seat 13 to the upper plate 11. Multiple upper fastening holes 16 are symmetrically distributed on the surface of the upper plate 11 and the bottom surface of the U-shaped seat 13. These holes are securely connected to the end of the vehicle underframe via rivets. The shear capacity of the rivets is leveraged to smoothly transfer the stresses generated by complex vehicle-end loads, preventing stress concentration and permanent deformation. In this embodiment, the number of the upper fastening mounting holes 16 is 55. In another embodiment, the number and position of the upper fastening mounting holes 16 can be adjusted according to the stress conditions of the overall structure.

[0027] like Figure 2As shown, the front ends of the upper vertical panels 12 on either side are each provided with two mounting blocks 14 arranged vertically. The mounting blocks 14 are cast and welded integrally to the upper vertical panels 12. A back panel 20 is also provided on the back of the upper vertical panel 12. The mounting blocks 14 are provided with damping rod mounting holes 15, which extend through the mounting blocks 14, the upper vertical panels 12, and the back panel 20. The damping rods are fixed to the damping rod mounting holes 15 via bolts, with nuts located on one side of the back panel 20. After welding, the upper plate 11, U-shaped seat 13, upper vertical panel 12, and mounting blocks 14 are subjected to secondary machining to ensure the required flatness of the damping rods and avoid structural deformation due to insufficient installation precision. The upper vertical panel 12 is 8 mm thick to ensure smooth transmission of longitudinal forces. In this embodiment, a back vertical plate 20 is provided on the back side of the upper vertical plate 12 to serve as a support surface for the nut when installing the damping rod. During the process of being subjected to traction, the local force of the two mounting blocks 14 is converted into the surface force of the back vertical plate 20, thereby enhancing the structural strength of the damping rod installation position and making the force transmission process smoother.

[0028] like Figure 3 As shown, in this embodiment, the lower mounting seat 02 includes a lower flat plate 21 and a lower vertical plate 22. The surface of the lower flat plate 21 has a plurality of lower fastening mounting holes 26 symmetrically distributed, and is fixedly connected to the end of the vehicle body chassis by rivets. The shearing capacity of the rivets is used to smoothly transmit the stress generated by the complex load on the vehicle end. In this embodiment, the number of lower fastening mounting holes 26 is 40. In another embodiment, the number and position can be adjusted according to the stress conditions of the overall structure. The lower vertical plate 22 is longitudinally welded to the lower surface of the lower flat plate 21. Specifically, the end of the weld edge of the lower vertical plate 22 is processed with a smooth transition fillet to eliminate the stress peak caused by the right-angle mutation, avoid cracks or other defects in the welding area, and ensure the reliability of the structure. In this embodiment, the number of lower vertical plates 22 is 5, based on the principle of symmetrical distribution. In another embodiment, the number and position can be adjusted according to the stress conditions of the overall structure.

[0029] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A vehicle end connection structure for an aluminum alloy chassis, characterized in that: include: An upper mounting seat (01) is fixedly arranged on the upper surface of the end of the vehicle body chassis, and a lower mounting seat (02) is fixedly arranged on the lower surface of the end of the vehicle body chassis. The upper mounting seat (01) has a transverse span covering two recessed portions at the end of the vehicle body chassis, and comprises: an upper flat plate (11) welded together, two U-shaped seats (13) symmetrically arranged below the upper flat plate (11) and adapted to the shape of the recessed portions at the end of the vehicle body chassis, and an upper vertical plate (12) arranged at the rear end of the U-shaped seat (13). The upper flat plate (11) is fixed to the upper surface of the end of the vehicle body chassis, the U-shaped seat (13) is placed in the recessed portion, and the bottom of the U-shaped seat (13) is fixed to the recessed portion. The front end of the upper vertical plate (12) is fixed with a mounting block (14) with a damping rod mounting hole (15).

2. A vehicle end connection structure for an aluminum alloy chassis as claimed in claim 1, characterized in that: The traction force applied to the mounting block (14) is transmitted to the U-shaped seat (13) and the upper flat plate (11) through the upper vertical plate (12), and then transmitted to the end of the vehicle chassis.

3. A vehicle end connection structure for an aluminum alloy chassis as claimed in claim 1, characterized in that: The upper plate (11) has symmetrically formed first welding grooves (17) on both sides for accommodating the upper edge of the upper vertical plate (12) to be inserted and welded. The lower edge and both side edges of the upper vertical plate (12) are welded to the U-shaped edge at the rear end of the U-shaped seat (13). The upper edges on both sides of the U-shaped seat (13) are welded to second welding grooves (19) formed at corresponding positions on the upper plate (11).

4. A vehicle end connection structure for an aluminum alloy chassis as claimed in claim 3, characterized in that: The front end of the second welding groove (19) of the upper plate (11) is provided with a supporting protrusion (18) for supporting the front end of the upper edges of both sides of the U-shaped seat (13), dispersing the force at the welding point and transferring part of the force transferred to the U-shaped seat (13) to the upper plate (11).

5. A vehicle end connection structure for an aluminum alloy chassis as claimed in claim 2, characterized in that: A back upright plate (20) is provided on the back of the upper upright plate (12); the damping rod mounting hole (15) passes through the mounting block (14), the upper upright plate (12) and the back upright plate (20); the damping rod and the damping rod mounting hole (15) are fixedly connected by bolts, and a nut is located on one side of the back upright plate (20).

6. A vehicle end connection structure for an aluminum alloy chassis as claimed in claim 2, characterized in that: The U-shaped seat (13) is formed by bending a plate and has an arc transition in the cross-section mutation area of ​​the recessed portion to avoid stress concentration. The two side surfaces of the U-shaped seat (13) expand outward to form a trumpet shape.

7. A vehicle end connection structure for an aluminum alloy chassis as claimed in claim 1, characterized in that: The lower mounting seat (02) comprises a lower flat plate (21) and a plurality of longitudinal lower vertical plates (22) welded to the lower surface of the lower flat plate (21); the upper surface of the lower flat plate (21) is fixed to the lower surface of the end of the vehicle body chassis.

8. The vehicle end connection structure for an aluminum alloy chassis according to claim 1, characterized in that: The upper plate (11) and the U-shaped seat (13) are provided with a plurality of upper fastening mounting holes (16) and are connected to the end of the vehicle body chassis via rivets.

9. A vehicle end connection structure for an aluminum alloy chassis as claimed in claim 4, characterized in that: The lower flat plate (21) is provided with a plurality of lower fastening mounting holes (26) and is connected to the end of the vehicle body chassis via rivets.

10. The vehicle end connection structure for an aluminum alloy chassis according to claim 1, characterized in that: The upper mounting seat (01) and the lower mounting seat (02) are made of high-strength steel.

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