Modularized frame of new energy locomotive

Abstract

The invention relates to the field of locomotives, in particular to a modularized frame of a new energy locomotive. The car frame comprises a car frame middle beam, a car frame end module, a car coupler frame box module, a traction pin beam module and a car frame auxiliary supporting beam. The vehicle frame is characterized in that the vehicle frame middle beam serves as a main bearing beam of the vehicle frame and is arranged in the longitudinal direction of the vehicle frame, the interior of the vehicle frame middle beam is of a box-shaped cavity structure, and the cavity is divided into an independent traction motor cooling air channel, an independent locomotive balance weight cavity and an independent traction converter cabinet cooling air channel through partition plates; the frame end modules are installed at the front end and the rear end of the frame middle beam. The traction motor cooling air duct, the locomotive counterweight chamber and the traction converter cabinet cooling air duct are integrated in the inner cavity of the frame middle beam, so that high function integration is realized, and the layout of equipment on the locomotive is optimized. The frame is divided into the frame middle beam, the frame end modules, the car coupler frame box modules, the traction pin beam modules and the frame auxiliary supporting beams, so that the modularization level is improved, and production, manufacturing and maintenance are facilitated.

Description

Technical Field

[0001] This invention relates to the field of locomotives, and in particular to modular frames for new energy locomotives. Background Technology

[0002] With increasing environmental protection requirements and technological advancements, the application of new energy locomotives in railway transportation is becoming increasingly widespread. Compared to traditional diesel locomotives, new energy locomotives (such as pure electric and hybrid locomotives) incorporate larger components such as batteries, traction converter cabinets, and high-power traction motors. These components need to be mounted on the frame, placing new demands on the frame's load-bearing capacity, structural layout, and auxiliary functions. Existing locomotive frames mostly adopt traditional side-beam or center-beam structures, with relatively simple functions, primarily meeting the requirements for bearing and transmitting traction / braking forces. For new energy locomotives, the existing frame structure has the following significant shortcomings:

[0003] Low space utilization and poor functional integration: The installation of equipment such as batteries and converter cabinets, as well as the cooling systems of motors and converter cabinets, usually require additional independent support structures and air ducts. These structures are separated from the main frame, which not only occupies valuable under-vehicle space, resulting in a crowded layout, but also increases the overall weight and structural complexity.

[0004] Low modularity, inconvenient production and maintenance: Traditional chassis are mostly integral welded structures, and the positioning and installation of various components are mutually constrained, resulting in poor flexibility during manufacturing and difficulty in adjustment. When it is necessary to replace or repair specific components, the operating space is often narrow, making the operation inconvenient and increasing maintenance costs and time.

[0005] Contradiction between structural redundancy and lightweighting: In order to meet the load-bearing and installation strength requirements of new equipment, local reinforcement is often adopted, which can easily lead to material waste and increased frame weight, which contradicts the pursuit of lightweighting in new energy locomotives.

[0006] Therefore, there is an urgent need in this field for a new energy locomotive frame that can solve the above problems, integrate multiple functions such as load-bearing, equipment installation, and cooling air ducts, and has the characteristics of high modularity and high integration. Summary of the Invention

[0007] To overcome the shortcomings of existing locomotives with low integration, this invention provides a modular chassis for new energy locomotives.

[0008] The technical solution adopted by this invention to solve its technical problem is: a modular frame for a new energy locomotive, including a frame center beam, frame end modules, coupler frame box modules, traction pin beam modules, and frame auxiliary support beams; characterized in that: the frame center beam, as the main load-bearing beam of the frame, is arranged longitudinally along the frame, and its interior is a box-shaped cavity structure, which is divided by partitions to form independent cooling air ducts for the traction motor, locomotive counterweight chamber, and traction converter cabinet; the frame end modules are installed at the front and rear ends of the frame center beam; the coupler frame box modules are welded to the bottom of the frame center beam and located at the frame end modules; the traction pin beam modules are disposed at the bottom of the frame center beam and are connected to the bogies; the frame auxiliary support beams are disposed on both sides of the frame center beam.

[0009] According to another embodiment of the present invention, the frame end module further includes an end plate, a coupler boom seat, an anti-climb device, a rescue decorative plate, a reinforcing plate, and a rescue lifting hole. Both ends of the end plate are provided with rescue lifting holes. A rescue decorative plate is provided on the outer side of the rescue lifting hole, and a reinforcing plate is provided on the inner side of the rescue lifting hole. A coupler boom seat and an anti-climb device are provided on the outer side of the end plate.

[0010] According to another embodiment of the present invention, the coupler frame box module further includes a slave plate base, a rear end plate, an upright plate, a buffer support plate, a reinforcing rib, and a reinforcing plate; both upright plates are fixed on the rear end plate, and several reinforcing plates and a buffer support plate are sequentially fixed between the outer side of the upright plate and the rear end plate, the buffer support plate is located at the bottom end of the rear end plate, both upright plates are fixed on the top of the reinforcing rib, and the reinforcing rib and the upright plate are fixed to the bottom of the frame beam, and two slave plate bases are fixed at the front and rear ends of the inner sidewall of the upright plate, respectively.

[0011] According to another embodiment of the present invention, the frame beam further includes a lower cover plate, an upper cover plate, an outer upright plate, an inner upright plate, an elongated hole partition plate, and a U-shaped hole partition plate; the outer upright plate and the inner upright plate are fixed between the lower cover plate and the upper cover plate, the two inner upright plates are located between the two outer upright plates, an elongated hole partition plate is fixed between the outer upright plate and the inner upright plate on one side, and a U-shaped hole partition plate is fixed between the outer upright plate and the inner upright plate on the other side, the elongated hole partition plate is provided with an elongated hole, and the U-shaped hole partition plate is provided with a U-shaped hole.

[0012] According to another embodiment of the present invention, the lower cover plate of the frame beam is provided with a U-shaped hole, a shock absorber seat is embedded in the U-shaped hole, and protrusions are provided on both sides of the lower cover plate. A side bearing seat is fixed on the upper end face of the protrusion, and a vehicle lifting seat is fixed on the lower end face of the protrusion. Each side bearing seat is provided with a side bearing top plate with a round hole.

[0013] According to another embodiment of the present invention, the traction motor cooling duct further includes a duct inlet and six duct outlets; a reinforcing plate and an arc-shaped guide plate are provided at the duct inlet; an elongated perforated baffle is fixed between the three duct outlets near the duct inlet, and a U-shaped perforated baffle is fixed to one of the other three duct outlets.

[0014] According to another embodiment of the present invention, a rectangular air duct is further provided on the U-shaped perforated partition.

[0015] According to another embodiment of the present invention, the lower cover plate of the frame beam is widened at the side bearing position and welded to the side bearing to form a box-shaped structure, and a reinforcing rib is provided between the upper cover plate of the side bearing and the upper cover plate of the frame beam.

[0016] According to another embodiment of the present invention, the auxiliary support beam of the frame is further comprising a plurality of rectangular beams welded together with the outermost side panel of the frame; the plurality of rectangular beams are arranged at intervals along the length of the frame, and their ends are respectively welded and fixed to the side panels on both sides, together forming a rigid platform for supporting the upper locomotive cable frame.

[0017] The beneficial effects of this invention are that it integrates the traction motor cooling duct, the locomotive counterweight chamber, and the traction converter cabinet cooling duct into the internal cavity of the frame's central beam, achieving a high degree of functional integration, optimizing the layout of onboard equipment, and standardizing the installation method of onboard equipment. This allows the frame to simultaneously meet the load-bearing requirements of different power units on the locomotive, achieving a high degree of modularity and platformization. By dividing the frame into the central beam, end modules, coupler frame modules, traction pin beam modules, and auxiliary support beams, the level of modularity is improved, facilitating manufacturing and maintenance. Attached Figure Description

[0018] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0019] Figure 1 This is a top view of the present invention;

[0020] Figure 2 This is a bottom view of the present invention;

[0021] Figure 3 This is a structural schematic diagram of the end module of the vehicle frame of the present invention;

[0022] Figure 4 This is a front view of the coupler frame box module of the present invention;

[0023] Figure 5 This is a top view of the coupler frame box module of the present invention;

[0024] Figure 6This is a top view of the frame beam of the present invention;

[0025] Figure 7 This is a bottom view of the frame beam of the present invention;

[0026] Figure 8 This is a front view of the frame beam of the present invention;

[0027] In the diagram: 1. End module of the frame; 2. Middle beam of the frame; 3. Auxiliary support beam of the frame; 4. Coupler box module; 5. Traction pin beam module; 6. Traction motor cooling duct; 7. Locomotive counterweight chamber; 8. Traction converter cabinet cooling duct; 11. End plate; 12. Coupler boom seat; 13. Anti-climb device; 14. Rescue decorative panel; 20. Rectangular air duct; 21. Lower cover plate; 22. Upper cover plate; 23. Outer vertical plate; 24. Inner vertical plate; 25. Oblong hole partition plate; 26. U-shaped hole partition plate; 27. Side bearing seat; 28. Shock absorber seat; 29. ​​Vehicle lifting seat; 41. Follower plate seat; 42. Rear end plate; 43. Vertical plate; 44. Buffer support plate; 45. Reinforcing rib; 46. Reinforcing plate. Detailed Implementation

[0028] Figure 1 This is a top view of the present invention; Figure 2 This is a bottom view of the present invention; Figure 3 This is a structural schematic diagram of the end module of the vehicle frame of the present invention; Figure 4 This is a front view of the coupler frame box module of the present invention; Figure 5 This is a top view of the coupler frame box module of the present invention; Figure 6 This is a top view of the frame beam of the present invention; Figure 7 This is a bottom view of the frame beam of the present invention; Figure 8 This is a front view of the frame beam of the present invention.

[0029] Combined with appendix Figure 1 and attached Figure 2 As shown, a modular frame for a new energy locomotive includes a frame center beam 2, frame end modules 1, coupler frame box modules 4, traction pin beam modules 5, and frame auxiliary support beams 3. The frame center beam 2 serves as the main load-bearing beam of the frame and is arranged longitudinally along the frame. Its interior is a box-shaped cavity structure, which is divided by partitions to form independent cooling air ducts for the traction motor 6, the locomotive counterweight chamber 7, and the traction converter cabinet duct 8. The frame end modules 1 are installed at the front and rear ends of the frame center beam 2. The coupler frame box modules 4 are welded to the bottom of the frame center beam 2 and located at the frame end modules 1. The traction pin beam modules 5 are located at the bottom of the frame center beam 2 and connect to the bogie. The frame auxiliary support beams 3 are located on both sides of the frame center beam 2.

[0030] The main structure of the frame's center beam 2 is a box girder. Center beam 2 serves as the main load-bearing beam of the entire frame, as well as the ventilation duct for the traction motor; it also carries the locomotive's counterweight and must meet the cooling and ventilation requirements of the converter cabinet. This frame's center beam 2 achieves "one beam, multiple uses." The various modules are connected by welding or bolts, forming independently designable and quickly replaceable units.

[0031] As attached Figure 3 As shown, the end module 1 of the frame includes an end plate 11, a coupler boom seat 12, an anti-climb device 13, a rescue decorative panel 14, a reinforcing plate, and a rescue lifting hole. Both ends of the end plate 11 have rescue lifting holes. The outer side of the rescue lifting hole is provided with the rescue decorative panel 14, and the inner side of the rescue lifting hole is provided with the reinforcing plate. The coupler boom seat 12 and the anti-climb device 13 are located on the outer side of the end plate 11. The reinforcing plate 14 enhances the longitudinal compressive strength. The coupler boom seat 12 and the anti-climb device 13 are installed on the outer side of the end plate 11 to meet the installation requirements of the coupler buffer, providing obstacle removal, anti-collision, and reinforcement functions. The rescue lifting hole has a simple structure, eliminating the need for traditional diesel locomotive lifting fixtures during rescue operations, facilitating on-site field work. When using the rescue lifting hole, the rescue decorative panel 14 can be removed.

[0032] Combined with appendix Figure 4 and attached Figure 5 As shown, the coupler frame box module 4 includes a base plate 41, a rear end plate 42, an upright plate 43, a buffer support plate 44, a reinforcing rib 45, and a reinforcing plate 46. Both upright plates 43 are fixed on the rear end plate 42. Several reinforcing plates 46 and a buffer support plate 44 are fixed sequentially between the outer side of the upright plate 43 and the rear end plate 42. The buffer support plate 44 is located at the bottom of the rear end plate 42. Both upright plates 43 are fixed on the top of the reinforcing rib 45. The reinforcing rib 45 and the upright plate 43 are fixed to the bottom of the frame beam 2. Two base plate seats 41 are fixed at the front and rear ends of the inner sidewall of the upright plate 43, respectively.

[0033] The buffer support plate 44 is used to support the buffer. The coupler box module 4 is used to transmit the coupler force.

[0034] Combined with appendix Figure 6 Appendix Figure 7 and attached Figure 8 As shown, the frame beam 2 includes a lower cover plate 21, an upper cover plate 22, an outer vertical plate 23, an inner vertical plate 24, an oblong hole partition 25, and a U-shaped hole partition 26. The outer vertical plate 23 and the inner vertical plate 24 are fixed between the lower cover plate 21 and the upper cover plate 22. The two inner vertical plates 24 are located between the two outer vertical plates 23. An oblong hole partition 25 is fixed between the outer vertical plate 23 and the inner vertical plate 24 on one side, and a U-shaped hole partition 26 is fixed between the outer vertical plate 23 and the inner vertical plate 24 on the other side. The oblong hole partition 25 has an oblong hole, and the U-shaped hole partition 26 has a U-shaped hole.

[0035] According to another embodiment of the present invention, the lower cover plate 21 of the frame beam 2 is provided with a U-shaped hole, and a shock absorber seat 28 is embedded inside the U-shaped hole. The lower cover plate 21 has protrusions on both sides. A side bearing seat 27 is fixed to the upper end face of the protrusion, and a vehicle lifting seat 29 is fixed to the lower end face of the protrusion. Each side bearing seat 27 is provided with a side bearing top plate with a circular hole. The side bearing top plate has a circular hole, and a side bearing pin is provided at the corresponding bogie location. This pin is used to position the car body and bogie when the locomotive is lowered, and also to prevent slippage at the connection between the car body and the bogie side bearing during locomotive operation, which could cause friction between the bogie side bearing rubber stack and the car body when the locomotive is going through a curve.

[0036] The U-shaped hole on the lower cover plate 21 is transitioned with a large arc to ensure the space required for the vibration damper to move, while avoiding stress concentration at the side bearing after the hole is opened.

[0037] The traction motor cooling air duct 6 includes one air duct inlet and six air duct outlets; a reinforcing plate and an arc-shaped guide plate are provided at the air duct inlet; an elongated hole baffle 25 is fixed between the three air duct outlets near the air duct inlet, and a U-shaped hole baffle 26 is fixed to one of the other three air duct outlets.

[0038] A rectangular air duct 20 is provided on the U-shaped perforated partition 26. The design of the rectangular air duct 20 not only greatly reduces the wind resistance requirements of the traction air duct, but also, together with the U-shaped perforated partition 26, reinforces the load-bearing capacity of the frame's center beam 2.

[0039] The traction motor cooling duct 6 consists of one inlet and six outlets, forming a one-to-six structure. The outlets are located on both sides of the frame beam 2, with one outlet being very far from the inlet, resulting in significant airflow resistance. Due to the constraints of the locomotive counterweight chamber 7 and the converter cabinet cooling duct 8, the cavity of the traction motor cooling duct 6 cannot be completely open, failing to form a nearly continuous elongated oval shape, thus leading to very high airflow resistance and failing to meet the ventilation requirements of the traction motor. To solve this problem, the duct was designed as follows:

[0040] A reinforcing plate is installed at the air duct inlet, located directly above the rear end plate of the coupler box module 4, to reinforce the coupler box module 4. At the same time, the air duct inlet is divided into two parts, and four arc-shaped guide plates are installed at the air duct inlet to reduce the air resistance at the inlet.

[0041] A larger elongated oval hole is made in the middle of the elongated oval hole baffle 25 in the air cavity between the three air duct outlets closest to the air duct inlet. Because it is close to the inlet, the air resistance is small after the hole is made. However, when the same elongated oval hole is made in the baffle at the air duct outlet further away, the air duct resistance increases with each baffle due to the long distance. To solve this problem, U-shaped holes are made in all the U-shaped hole baffles 26 at the first outlet position of the three farthest air duct outlets, and a rectangular air duct 20 is placed on the U-shaped hole baffle 26, so that the air passes directly through the rectangular air duct 20, avoiding the increase in air resistance when the air crosses multiple baffles.

[0042] The lower cover plate of the frame beam 2 is widened at the position of the side bearing seat 21 and welded with the side bearing seat to form a box-shaped structure. A reinforcing rib is provided between the upper cover plate of the side bearing seat 21 and the upper cover plate of the frame beam 2 to ensure the strength requirements of the side bearing of the beam.

[0043] The auxiliary support beam 3 of the frame is formed by welding multiple rectangular beams to the outermost side plate of the frame; the multiple rectangular beams are arranged at intervals along the length of the frame, and their two ends are welded and fixed to the side plates on both sides, together forming a rigid platform for supporting the upper locomotive cable frame.

Claims

1. A modular frame for a new energy locomotive, comprising a frame center beam (2), frame end modules (1), a coupler frame box module (4), a traction pin beam module (5), and a frame auxiliary support beam (3); characterized in that: The frame beam (2) serves as the main load-bearing beam of the frame and is arranged longitudinally along the frame. Its interior is a box-shaped cavity structure. The cavity is divided by partitions to form independent traction motor cooling air ducts (6), locomotive counterweight chambers (7), and traction converter cabinet cooling air ducts (8). The frame end modules (1) are installed at the front and rear ends of the frame beam (2). The coupler frame box module (4) is welded to the bottom of the frame beam (2) and located at the frame end module (1). The traction pin beam module (5) is located at the bottom of the frame beam (2) and is connected to the bogie. The frame auxiliary support beams (3) are located on both sides of the frame beam (2).

2. The modular frame for new energy locomotives according to claim 1, characterized in that, The end module (1) of the frame includes an end plate (11), a coupler boom seat (12), an anti-climb device (13), a rescue decorative plate (14), a reinforcing plate, and a rescue lifting hole. Both ends of the end plate (11) are provided with rescue lifting holes. The outer side of the rescue lifting hole is provided with a rescue decorative plate (14), and the inner side of the rescue lifting hole is provided with a reinforcing plate. The outer side of the end plate (11) is provided with a coupler boom seat (12) and an anti-climb device (13).

3. The modular frame for new energy locomotives according to claim 1, characterized in that, The coupler frame box module (4) includes a base plate (41), a rear end plate (42), a vertical plate (43), a buffer support plate (44), a reinforcing rib (45), and a reinforcing plate (46). The two vertical plates (43) are fixed on the rear end plate (42). Several reinforcing plates (46) and a buffer support plate (44) are fixed between the outer side of the vertical plate (43) and the rear end plate (42). The buffer support plate (44) is located at the bottom of the rear end plate (42). The two vertical plates (43) are fixed on the top of the reinforcing rib (45). The reinforcing rib (45) and the vertical plate (43) are fixed at the bottom of the frame beam (2). Two base plate seats (41) are fixed at the front and rear ends of the inner sidewall of the vertical plate (43).

4. The modular frame for new energy locomotives according to claim 1, characterized in that, The frame beam (2) includes a lower cover plate (21), an upper cover plate (22), an outer upright plate (23), an inner upright plate (24), an elongated hole partition plate (25), and a U-shaped hole partition plate (26). An outer upright plate (23) and an inner upright plate (24) are fixed between the lower cover plate (21) and the upper cover plate (22). Two inner upright plates (24) are located between two outer upright plates (23). An elongated hole partition plate (25) is fixed between the outer upright plate (23) and the inner upright plate (24) on one side, and a U-shaped hole partition plate (26) is fixed between the outer upright plate (23) and the inner upright plate (24) on the other side. The elongated hole partition plate (25) has an elongated hole, and the U-shaped hole partition plate (26) has a U-shaped hole.

5. The modular frame for new energy locomotives according to claim 4, characterized in that, The lower cover plate (21) of the frame beam (2) is provided with a U-shaped hole, and a shock absorber seat (28) is embedded inside the U-shaped hole. The lower cover plate (21) is provided with protrusions on both sides. A side bearing seat (27) is fixed on the upper end face of the protrusion, and a whole vehicle lifting seat (29) is fixed on the lower end face of the protrusion. Each side bearing seat (27) is provided with a side bearing top plate with a round hole.

6. The modular frame for new energy locomotives according to claim 1, characterized in that, The traction motor cooling air duct (6) includes one air duct inlet and six air duct outlets; a reinforcing plate and an arc-shaped guide plate are provided at the air duct inlet; an elongated hole baffle (25) is fixed between the three air duct outlets near the air duct inlet, and a U-shaped hole baffle (26) is fixed to one of the other three air duct outlets.

7. The modular frame for new energy locomotives according to claim 6, characterized in that, A rectangular air duct (20) is provided on the U-shaped perforated partition (26).

8. The modular frame for new energy locomotives according to claim 4, characterized in that, The lower cover plate of the frame beam (2) is widened at the position of the side bearing seat (21) and welded with the side bearing seat to form a box-shaped structure. A reinforcing rib is provided between the upper cover plate of the side bearing seat (21) and the upper cover plate of the frame beam (2).

9. The modular frame for new energy locomotives according to claim 1, characterized in that, The auxiliary support beam (3) of the frame is formed by welding multiple rectangular beams to the outermost side panel of the frame; the multiple rectangular beams are arranged at intervals along the length of the frame, and their two ends are welded and fixed to the side panels on both sides, together forming a rigid platform for supporting the upper locomotive pipeline frame.

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