New energy locomotive frame traction beam structure adaptive to small turning radius

Abstract

The application discloses a new energy locomotive frame traction beam structure suitable for small turning radius. The traction beam assembly comprises two side plates, the two side plates are symmetrically arranged, the front ends of the two side plates are respectively bent and extended to the outside, and an expanded working cavity in the shape of a bell mouth is formed between the two side plates; a front from plate and a rear from plate are transversely welded between the two side plates; a front from plate inner side support plate large and a front from plate inner side support plate small are combined and welded at the inner side front end opening of the side plate, the size of the front from plate inner side support plate small is smaller than that of the front from plate inner side support plate large; and a front from plate outer side support plate is welded at the outer side of the side plate and the outer side extension section of the front from plate and is used for compensating the loss of anti-deformation rigidity caused by the bending of the side plate. The application can solve the problem that the large angle swing of a coupler is limited by the internal space of the traction beam in the prior art, and the problem that the expansion of the space easily leads to insufficient structural strength.

Description

Technical Field

[0001] This invention relates to the field of rail transit locomotive technology, specifically to a traction beam structure for a new energy locomotive frame that is adapted to small turning radii. Background Technology

[0002] The main operating conditions for factory-owned locomotives are shunting, branch lines, or short-distance operations within the factory area. These operations often involve complex routes with numerous sections having extremely small turning radii. New energy locomotives, due to their environmental friendliness, low noise, and low maintenance costs, are particularly well-suited for these conditions. With the development of locomotive technology, customers are demanding that vehicles possess even smaller curve radii for maneuverability.

[0003] As the core load-bearing frame of the locomotive underframe that transmits longitudinal traction and braking forces, the traction beam requires the installation of couplers and buffer devices. Conventional rail traction beams are limited by traditional straight or slightly variable cross-section designs, resulting in narrow internal lateral space. When the vehicle passes through a very small turning radius, the required horizontal swing angle of the coupler increases dramatically, making it highly susceptible to mechanical interference with the inner wall or internal reinforcement structure of the traction beam.

[0004] Blindly increasing the opening size of the traction beam or directly reducing the internal load-bearing ribs to solve the interference problem will lead to a significant decrease in the overall stiffness and tensile and compressive strength of the traction beam. This will not only fail to meet the stringent structural strength standards for the vehicle body, but will also make it highly susceptible to buckling deformation or even fracture under high-frequency traction loads. Therefore, a traction beam structure that can provide a large-angle swing space for the coupler without reducing structural strength is needed.

[0005] It should be noted that the above statements are only used to provide background information related to the present invention and do not necessarily constitute prior art. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention discloses a traction beam structure for new energy locomotive frames that adapts to small turning radii. This structure solves the problem in existing technologies where the internal space of the traction beam restricts the coupler's large-angle swing, while expanding the space can easily lead to insufficient structural strength.

[0007] To achieve the above objectives, the present invention provides the following technical solution: A traction beam structure for a new energy locomotive frame adapted to small turning radii includes: a traction beam assembly, a diagonal brace assembly, a base frame side beam, a bolster beam, a base frame intermediate longitudinal beam, and a base frame end plate. The front end of the traction beam assembly is connected to the base frame end plate, and the rear end of the traction beam assembly is connected to the bolster beam and the base frame intermediate longitudinal beam. The diagonal brace assembly connects the two sides of the traction beam assembly to the base frame side beam. The traction beam assembly includes: two side baffles symmetrically arranged, with the front ends of the two side baffles bent and extended outwards, forming a flared, expanded working cavity between the two side baffles; a front follower plate and a rear follower plate. The front axle plate and the rear axle plate are laterally welded between the two side baffles; the large inner support plate and the small inner support plate of the front axle plate are welded together and arranged at the inner front end opening of the side baffle, the size of the small inner support plate of the front axle plate is smaller than the size of the large inner support plate of the front axle plate; the outer support plate of the front axle plate is welded to the outer side of the side baffle and the outer extension of the front axle plate, and is used to compensate for the loss of deformation stiffness caused by the bending of the side baffle; wherein, the large inner support plate of the front axle plate is located in the non-interference area of ​​the coupler swing, and the small inner support plate of the front axle plate is located in the interference area of ​​the coupler swing and is configured to avoid the coupler when the coupler reaches the maximum swing angle.

[0008] According to some embodiments of the present invention, the bending angle at the front end of the side baffle is greater than 26°.

[0009] According to some embodiments of the present invention, the unilateral avoidance angle of the expanded working cavity is greater than or equal to 40.5°.

[0010] According to some embodiments of the present invention, the traction beam assembly further includes a lower cover plate, which is welded to the bottom of the traction beam assembly to form a closed torsion-resistant box structure.

[0011] According to some embodiments of the present invention, the traction beam assembly further includes a rear trailing plate support plate and a rear end plate, the rear trailing plate support plate and the rear end plate being disposed behind the rear trailing plate, the rear trailing plate support plate, the rear end plate and the lower cover plate being configured together to transfer the longitudinal load to the sleeper beam and the intermediate longitudinal beam of the underframe.

[0012] According to some embodiments of the present invention, a coupler elevation mounting seat is provided on the underframe end plate, and the coupler elevation mounting seat cooperates with the expanded working cavity to provide vertical support and height positioning for the coupler.

[0013] According to some embodiments of the present invention, the outer support plate of the front slave plate has a multi-layer distribution structure, and the multi-layer outer support plate of the front slave plate is distributed at intervals along the longitudinal direction of the side baffle.

[0014] According to some embodiments of the present invention, the inner support plate of the front axle plate is reduced in height and width in the interference region according to the envelope trajectory of the coupler assembly at the extreme swing angle, forming an avoidance zone.

[0015] This invention discloses a traction beam structure for a new energy locomotive frame that is adapted to small turning radii, and has the following advantages: The design employs a large-angle outward bending of the side baffles to form a flared, expanded working cavity. This, combined with the differentiated arrangement of the large and small inner support plates of the front axle plate in the non-interference and interference areas, and the compensation for bending stiffness loss by the outer support plate of the front axle plate, works synergistically to directly expand the swing space of the coupler geometrically while ensuring the overall structural strength of the traction beam. This fundamentally eliminates the risk of physical interference during small curve operation, achieving a swing angle avoidance of over 40.5° and greatly improving the passability of small curve radii.

[0016] By significantly reinforcing the outer and inner sides of the front traction beam with stiffeners, combined with a small local reduction in the inner side of the front traction beam in the interference zone, the material was distributed as needed. This ensured that the strength of the front traction beam passed rigorous simulation verification without adding unnecessary structural redundancy, resulting in significant weight reduction.

[0017] The rear of the traction beam is securely connected to the sleeper beam and the intermediate longitudinal beam of the underframe via the rear trailing plate, rear trailing plate support plate, rear end plate, and lower cover plate. Diagonal bracing components are installed on both sides and securely connected to the side beams of the underframe, effectively distributing the huge traction / impact load at the end evenly to the entire underframe network.

[0018] All components of the traction beam are welded from carbon steel plates. Compared to a complex integral casting structure, this eliminates the need for newly made large casting molds, reducing manufacturing costs and shortening the manufacturing cycle.

[0019] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention, specific embodiments of the present invention are described below. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0021] Figure 1 This is a schematic diagram of the structure of the locomotive traction beam underframe provided in an embodiment of the present invention.

[0022] Figure 2 This is a schematic diagram of the traction beam assembly provided in an embodiment of the present invention.

[0023] Figure 3 This is a schematic diagram of the structure of the base plate provided in an embodiment of the present invention. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below.

[0025] Example 1 This embodiment provides a traction beam structure for a new energy locomotive frame that adapts to small turning radii, including a traction beam assembly 1, a diagonal brace assembly 2, a base frame side beam 3, a sleeper beam 4, a base frame intermediate longitudinal beam 5, and a base frame end plate 6. The front end of the traction beam assembly 1 is connected to the base frame end plate 6, and the rear end of the traction beam assembly 1 is connected to the sleeper beam 4 and the base frame intermediate longitudinal beam 5. The two ends of the diagonal brace assembly 2 are connected to the two sides of the traction beam assembly 1 and the base frame side beam 3, respectively. The above components together form a high-strength force network at the end of the base frame, wherein the diagonal brace assembly 2, the traction beam assembly 1, and the base frame side beam 3 form a triangular force transmission path, distributing the end load to both sides.

[0026] Traditional rail traction vehicles employ a side-plate design with straight or slightly variable cross-sections. The internal lateral space is limited by two parallel side plates, and the coupler's swing angle is constrained by the fixed spacing between the side plates. Under normal track conditions, the internal space provided by the straight side plates is sufficient to meet the coupler's swing requirements. However, when the locomotive traverses sections with extremely small curve radii, the coupler needs to swing at a large angle in the horizontal direction to adapt to the track curvature. At this time, the limited space provided by the straight side plates cannot meet the swing angle requirements, leading to mechanical interference between the coupler and the inner wall of the side plates or internal reinforcing ribs. In severe cases, this can cause the coupler to jam or even be damaged, preventing the locomotive from safely traversing the curve. The conventional approach to solving the interference problem in existing technologies is to increase the spacing between the side plates or reduce the internal ribs to increase the swing space. However, this method will significantly reduce the overall stiffness and tensile / compressive strength of the traction beam. As the core load-bearing frame of the locomotive underframe that transmits longitudinal traction and braking forces, the traction beam must withstand frequent alternating longitudinal compressive and tensile loads during operation. A traction beam with weakened stiffness is highly susceptible to buckling deformation under high-frequency traction loads, and may even develop fatigue cracks in the welded area between the front axle and side guards, seriously threatening operational safety. Therefore, simply expanding the space or reducing the strength cannot meet the dual requirements of passing through extremely small curve radii and structural strength standards.

[0027] This invention resolves the aforementioned contradictions through an innovative flared box-shaped cavity structure. The core traction beam assembly 1 mainly includes the following components: Side baffles 1-2: Symmetrically positioned on the left and right sides of the traction beam assembly 1, these are the main load-bearing wall panels of the traction beam assembly 1. Unlike the traditional straight design, the front ends of side baffles 1-2 extend outward at a large angle, greater than 26°. After bending, the distance between the front ends of the two side baffles 1-2 is significantly greater than the distance between their rear ends, thus forming a funnel-shaped expanded working cavity between the two side baffles 1-2. This expanded working cavity provides the coupler with a swing space far exceeding that of a traditional straight traction beam, with a single-sided avoidance angle of over 40.5°. The rear section of side baffles 1-2 remains straight, connecting with the bolster beam 4 and the intermediate longitudinal beam 5 of the underframe to ensure the continuity and stability of rear force transmission. The bent and straight sections of side baffles 1-2 are connected by an arc transition, with the radius of the transition arc not less than three times the plate thickness, to avoid stress concentration caused by abrupt changes in curvature at the bend. While the bend at the front end of the side baffle 1-2 achieves large-angle avoidance, it also brings adverse effects: the bend area changes the original straight force transmission path of the side baffle 1-2, causing the longitudinal force flow to deflect at the bend, making the bend a weak point in rigidity, and it is prone to local deformation when bearing longitudinal loads.

[0028] Front actuating plate 1-1 and rear actuating plate 1-3: These are laterally welded between the two side baffles 1-2, defining the installation space of the buffer and bearing and transmitting the longitudinal push and pull load of the coupler. The front actuating plate 1-1 is located at the rear edge of the expanded working chamber and is the primary force-bearing node for the longitudinal load of the coupler to be transmitted to the traction beam assembly 1. The coupler transmits traction and braking forces to the front actuating plate 1-1 through the buffer. The rear actuating plate 1-3 is located in the middle and rear section of the traction beam assembly 1 and, together with the front actuating plate 1-1, defines the compression stroke of the buffer. Together with the side baffles 1-2, they form the basic force transmission frame of the traction beam assembly 1.

[0029] Front auxiliary plate outer support plate 1-9: Multiple layers are distributed and welded to the outer side of side baffle 1-2 and the outer extension of front auxiliary plate 1-1. Since the stiffness of the side baffle 1-2 decreases after bending at the front end, the front auxiliary plate outer support plate 1-9 provides additional bending and compressive strength in the bending area through multiple layers of reinforcement, effectively compensating for the stiffness loss caused by the bending of the side baffle 1-2 and preventing local buckling of the side baffle 1-2 under longitudinal loads. The multiple layers of front auxiliary plate outer support plate 1-9 are distributed longitudinally and at intervals along the side baffle 1-2, ensuring that stiffness compensation covers the entire bending influence area.

[0030] The large inner support plate 1-7 and the small inner support plate 1-8 of the front axle plate are welded together and arranged at the inner front opening of the side baffle 1-2, forming a buckling-resistant support for the inner side of the side baffle 1-2. The key difference between the two is that the large inner support plate 1-7 of the front axle plate is located in the non-interference area of ​​the coupler swing, maintaining the complete support size to maintain the support strength of the side baffle 1-2 and ensuring the maximum structural strength of the non-interference area; the small inner support plate 1-8 of the front axle plate is located in the interference area of ​​the coupler swing, and its height and width are reduced compared to the large inner support plate 1-7 of the front axle plate, forming a clearance area, so that the coupler can pass over the edge of the support plate without mechanical interference when it reaches the maximum swing angle, while still retaining the buckling-resistant support function for the side baffle 1-2. The large inner support plate 1-7 and the small inner support plate 1-8 of the front axle plate form a staggered combination support pattern on the inner side of the side baffle 1-2, realizing the coexistence of anti-bending reinforcement and large-angle movement space of the coupler.

[0031] Rear follower plate support 1-4 and rear end plate 1-6: Located behind the rear follower plate 1-3. The rear follower plate support 1-4 is welded between the rear follower plate 1-3 and the rear end plate 1-6, providing auxiliary support for the rear follower plate 1-3 and preventing out-of-plane deformation of the rear follower plate 1-3 under load. The rear end plate 1-6 connects with the bolster beam 4 and the intermediate longitudinal beam 5 of the base frame, smoothly transferring the traction force rearward and avoiding stress concentration at the rear end of the traction beam assembly 1.

[0032] Lower cover plate 1-5: Welded to the bottom of the traction beam assembly 1, forming a closed torsional box structure. Without the lower cover plate 1-5, the traction beam assembly 1 has an open slot-shaped cross-section with low torsional stiffness; after welding the lower cover plate 1-5, the cross-section transforms into a closed box shape, significantly improving torsional stiffness. The lower cover plate 1-5 is also welded to the rear support plate 1-4 and the rear end plate 1-6, extending the longitudinal load transmission path from the sidewalls to the bottom, enhancing overall torsional stiffness and longitudinal force transmission capacity.

[0033] Diagonal bracing assembly 2: Connecting the two sides of the traction beam assembly 1 and the underframe side beams 3, it forms an oblique force transmission channel that distributes the load from the traction beam assembly 1 to both sides of the underframe. The diagonal bracing assembly 2, traction beam assembly 1, and underframe side beams 3 form a stable triangular structure, providing an effective force transmission path under both longitudinal and lateral loads, significantly enhancing the overall stiffness and impact resistance of the underframe ends. The diagonal bracing assembly 2 ensures that the concentrated end load borne by the traction beam assembly 1 is no longer transmitted solely through the longitudinal path, but is instead diverted to the underframe side beams 3 on both sides via an oblique path, effectively reducing the stress level in the connection area between the bolster beam 4 and the intermediate longitudinal beam 5 of the underframe.

[0034] A coupler elevation mounting seat 2-2 is provided on the underframe end plate 6, i.e., end plate 2-1. This coupler elevation mounting seat 2-2 cooperates with the expanded working cavity to provide stable vertical support and height positioning for the coupler. The installation height of the coupler elevation mounting seat 2-2 is determined according to the vertical dimension of the expanded working cavity, ensuring that the centerline of the coupler is consistent with the center height of the expanded working cavity. This ensures that the coupler remains within the effective space of the expanded working cavity when the coupler swings at a large angle, preventing the coupler from contacting or interfering with the upper wall or lower cover plate 1-5 of the traction beam assembly 1 in the vertical direction.

[0035] The working principle of this embodiment is as follows: When new energy locomotives pass through sections of track with extremely small curve radii, the coupler needs to swing at a large angle in the horizontal direction to adapt to the track curvature. This invention solves the space-strength contradiction of traditional traction beams through a three-layer collaborative mechanism: The first layer features a large-angle (>26°) bend at the front end of the side baffles 1-2, forming a flared, expanded working cavity. This geometrically expands the swing space of the coupler, allowing for a single-side avoidance angle of over 40.5°, fundamentally breaking through the spatial limitations of straight side baffles.

[0036] In the second layer, the inner support plates 1-8 of the front axle plate reduce their size in the interference area to form a clearance zone, ensuring that the coupler will not mechanically interfere with the internal support plates when it reaches its maximum swing angle; the inner support plates 1-7 of the front axle plate maintain their complete support size in the non-interference area, ensuring that the structural strength of the side baffles 1-2 is not affected in the non-interference area. The staggered combination of the two layers allows buckling resistance reinforcement and large-angle movement space of the coupler to coexist.

[0037] The third layer, the multi-layer welded structure of the outer support plates 1-9 of the front plate, effectively compensates for the stiffness loss caused by the bending of the side baffles 1-2, prevents local buckling in the bending area when subjected to longitudinal loads, and ensures the overall strength of the traction beam.

[0038] In terms of load transfer, the longitudinal traction and braking forces of the coupler are sequentially transferred through the front trailing plate 1-1, side baffle 1-2, and rear trailing plate 1-3 to the rear trailing plate support plate 1-4 and the rear end plate 1-6. From there, they are distributed to the bolster beam 4 and the intermediate longitudinal beam 5 of the underframe via the rear end plate 1-6 and the lower cover plate 1-5, forming the main longitudinal force transmission path. Simultaneously, the diagonal bracing components 2 on both sides of the traction beam assembly 1 connect to the underframe side beam 3, forming a triangular force transmission path that transfers some of the longitudinal and lateral loads to the underframe side beam 3, effectively distributing the large traction / impact load at the end evenly throughout the entire underframe network. The combination of the main longitudinal force transmission path and the triangular force transmission path of the diagonal bracing results in a more balanced load distribution at the underframe end, avoiding excessive load concentration on a single force transmission path and significantly improving the overall structural safety and fatigue life of the underframe.

[0039] Compared with the traditional straight traction beam, this embodiment reduces the maximum equivalent stress of the traction beam assembly 1 by about 15% and increases the maximum allowable swing angle of the coupler by more than 60% under the same longitudinal load conditions, fully demonstrating the technical advantages of the flared box-shaped cavity structure in solving the space-strength contradiction.

[0040] Example 2 This embodiment further explains the key structural parameters and manufacturing process based on Embodiment 1.

[0041] The bending angle of the front end of side baffles 1-2 is determined based on the minimum curve radius of the locomotive. For factory-owned locomotives that need to pass curve radii of less than 50m, the bending angle is set to 28°-35°, and the corresponding single-side avoidance angle of the expanded working chamber can reach 40.5°-48°, which can fully meet the swing requirements of the coupler under extremely small curve radii. For branch line railways that only need to pass curve radii of 80m-100m, the bending angle can be appropriately reduced to 26°-28°, reducing material usage and optimizing the lightweight effect while ensuring sufficient swing angle avoidance.

[0042] The dimensional ratio between the inner support plates of the front axle plate (large 1-7) and the inner support plates of the front axle plate (small 1-8) is determined based on the specific model and envelope trajectory of the coupler assembly. The height of the inner support plate of the front axle plate (small 1-8) is 50%-70% of the height of the inner support plate of the front axle plate (large 1-7), and the width is 40%-60% of the width of the inner support plate of the front axle plate (large 1-7), to maximize clearance space while ensuring anti-buckling support area. The specific outline of the inner support plate of the front axle plate (small 1-8) is determined based on the three-dimensional envelope trajectory of the coupler assembly at the extreme swing angle. The height and width are reduced where the envelope trajectory passes through, and the dimensions are kept consistent with those of the inner support plate of the front axle plate (large 1-7) outside the envelope trajectory, achieving precise clearance.

[0043] The number of layers of the outer support plates 1-9 of the front supporting plate is determined according to the stiffness compensation requirements of the bending area of ​​the side baffle 1-2, and is usually set to 2-4 layers. In areas with a large bending angle >30°, the number of layers is increased to 3-4 layers, and in areas with a small bending angle of 26°-30°, 2 layers are set to achieve the distribution of stiffness as needed. The multi-layer outer support plates 1-9 of the front supporting plate are distributed longitudinally along the side baffle 1-2, and the spacing between layers is adjusted according to the local stiffness requirements of the side baffle 1-2.

[0044] In terms of manufacturing process, the side baffles 1-2 are formed by bending Q345E or Q345D carbon steel plates after integral cutting. The front axle plate 1-1, rear axle plate 1-3, front axle plate inner support plate 1-7, front axle plate inner support plate 1-8, front axle plate outer support plate 1-9, rear axle plate support plate 1-4, rear end plate 1-6, and lower cover plate 1-5 are all assembled by welding carbon steel plates after cutting. The connections between the components are all made by CO2 gas shielded welding or submerged arc welding. The welding sequence is as follows: first, weld the front axle plate 1-1 and rear axle plate 1-3 to the side baffle 1-2 to form a basic frame, then weld the front axle plate inner support plate 1-7, front axle plate inner support plate 1-8, and front axle plate outer support plate 1-9 in sequence, and finally weld the rear axle plate support plate 1-4, rear end plate 1-6, and lower cover plate 1-5 to complete the closure. This process avoids the expensive mold investment required for integral casting, significantly shortens the manufacturing cycle, and is especially suitable for the multi-variety, small-batch production mode of new energy locomotives.

[0045] The technical effects of this embodiment were verified by finite element simulation: When subjected to a rated longitudinal compressive load of 2000kN, the maximum equivalent stress of the traction beam assembly 1 is 195MPa, which is 70% lower than the yield strength of Q345E material (345MPa), indicating sufficient safety margin; the stress distribution in the front axle plate 1-1 region is uniform, the stress gradient is gentle, and there is no obvious stress concentration phenomenon; when the coupler swings to the limit angle of 40.5°, the minimum gap between the coupler assembly and the edge of the inner support plate of the front axle plate (small 1-8) is 18mm, completely eliminating the risk of mechanical interference; the maximum longitudinal displacement of the traction beam assembly 1 under longitudinal compressive load is 2.3mm, which meets the vehicle body structural stiffness requirements.

[0046] In the traction simulation, when the locomotive applies a longitudinal traction force of 1500kN, the load is transferred from the front axle 1-1 through the side baffle 1-2 and the rear axle 1-3 to the rear axle support 1-4 and the rear end plate 1-6. The stress level in the connection area between the rear end plate 1-6 and the bolster beam 4 is 128MPa, and the stress level in the lower cover plate 1-5 is 96MPa, both within the allowable stress range of the material. Simultaneously, the diagonal brace assembly 2 diverts approximately 35% of the longitudinal load to the underframe side beam 3, effectively reducing the load concentration in the connection area of ​​the bolster beam 4. Under the extreme condition of a 3000kN longitudinal impact load, the maximum equivalent stress of the traction beam assembly 1 is 285MPa, still lower than the material yield strength. The placement of the outer support plate 1-9 on the front axle increases the local buckling load in the bending area by approximately 45%, fully verifying the compensation effect of the outer support plate on the bending stiffness loss.

[0047] Regarding welding quality, all main welds are full-penetration welds, with a weld quality grade no lower than Grade B in GB / T 19418. The welds between the side baffle 1-2 bending areas and the outer support plates 1-9 of the front axle plate employ a combination of intermittent and continuous welding to control welding heat input while ensuring connection strength and reducing the impact of welding deformation on the bending accuracy of the side baffle 1-2. After welding, the entire traction beam assembly 1 undergoes stress-relieving annealing at a temperature of 550℃-620℃ for at least 2 hours to eliminate residual welding stress and improve the structural dimensional stability and fatigue life.

[0048] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Modifications or substitutions to the technical solutions described in the foregoing embodiments do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A traction beam structure for a new energy locomotive frame adapted to small turning radii, characterized in that, include: It includes a traction beam assembly, a diagonal brace assembly, a base frame side beam, a sleeper beam, a base frame intermediate longitudinal beam, and a base frame end plate. The front end of the traction beam assembly is connected to the base frame end plate, and the rear end of the traction beam assembly is connected to the sleeper beam and the base frame intermediate longitudinal beam. The diagonal brace assembly is connected between the two sides of the traction beam assembly and the base frame side beam. The traction beam assembly includes: Two side baffles are arranged symmetrically, and the front ends of the two side baffles are bent and extended outwards respectively, forming a funnel-shaped expanded working cavity between the two side baffles. A front slave plate and a rear slave plate, wherein the front slave plate and the rear slave plate are laterally welded between the two side baffles; The large inner support plate and the small inner support plate of the front axle plate are welded together and arranged at the inner front opening of the side baffle. The size of the small inner support plate of the front axle plate is smaller than the size of the large inner support plate of the front axle plate. A front-following plate outer support plate is welded to the outer side of the side baffle and the outer extension of the front-following plate to compensate for the loss of deformation stiffness caused by the bending of the side baffle. The inner support plate of the front axle plate is located in the non-interference area of ​​the coupler swing, while the inner support plate of the front axle plate is located in the interference area of ​​the coupler swing and is configured to avoid the coupler when the coupler reaches its maximum swing angle.

2. The new energy locomotive frame traction beam structure adapted to small turning radii according to claim 1, characterized in that, The bending angle at the front end of the side baffle is greater than 26°.

3. The new energy locomotive frame traction beam structure adapted to small turning radii according to claim 1, characterized in that, The single-sided avoidance angle of the expanded working cavity is greater than or equal to 40.5°.

4. The new energy locomotive frame traction beam structure adapted to small turning radii according to claim 1, characterized in that, The traction beam assembly also includes a lower cover plate, which is welded to the bottom of the traction beam assembly to form a closed torsion-resistant box structure.

5. The new energy locomotive frame traction beam structure adapted to small turning radii according to claim 1, characterized in that, The traction beam assembly also includes a rear trailing plate support and a rear end plate. The rear trailing plate support and the rear end plate are disposed behind the rear trailing plate. The rear trailing plate support, the rear end plate, and the lower cover plate are configured together to transfer the longitudinal load to the sleeper beam and the intermediate longitudinal beam of the underframe.

6. The new energy locomotive frame traction beam structure adapted to small turning radii according to claim 1, characterized in that, The base plate is provided with a coupler elevation mounting seat, which cooperates with the expanded working cavity to provide vertical support and height positioning for the coupler.

7. The new energy locomotive frame traction beam structure adapted to small turning radii according to claim 1, characterized in that, The outer support plate of the front slave plate has a multi-layered structure, and the multi-layered outer support plate of the front slave plate is distributed at intervals along the longitudinal direction of the side baffle.

8. The new energy locomotive frame traction beam structure adapted to small turning radii according to claim 1, characterized in that, The inner support plate of the front axle is reduced in height and width in the interference area according to the envelope trajectory of the coupler assembly at the extreme swing angle, forming an avoidance zone.

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