Rail vehicle underframe drop-on system and method

Abstract

The present application relates to the field of rail vehicle assembly, and provides a rail vehicle underframe falling assembly system and method, the system comprising: a support device having a first support part with adjustable position for supporting the rail vehicle underframe; a transverse positioning device having a positioning part with adjustable position along the transverse direction for positioning the rail vehicle underframe along the transverse direction; a plurality of lifting devices, and the lifting device has a second support part with adjustable position along the height direction; a plurality of clamping devices, and the clamping device is arranged on the second support part for clamping the rail vehicle underframe; and a control device electrically connected with the support device, the transverse positioning device, the lifting device and the clamping device respectively. The present application can smoothly complete the underframe falling assembly operation without manual repeated adjustment; the precise alignment is realized through the transverse positioning device; and the underframe deflection pre-production operation is completed through adjusting the lifting devices and the clamping devices at different positions. The present application has the advantages of good synchronism, high precision, simple control, convenient adjustment and high efficiency.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle assembly, and provides a rail vehicle underframe unloading system and method. Background Technology

[0002] The rail vehicle underframe is a rectangular frame composed of side beams, end frames, sleeper beams, internal crossbeams, and other components. It is the basic component of the car body, bearing the weight of the entire car body and its load. Its assembly precision directly determines the structural strength, operational stability, and subsequent welding quality of the rail vehicle body. As the core process in the overall assembly of the car body, the unloading process has extremely high requirements for assembly precision, efficiency, and safety.

[0003] Currently, the installation process for the underframe of rail vehicles mainly relies on overhead crane hoisting combined with manual guidance to complete the operation. This traditional process has many insurmountable drawbacks, as follows: 1. Poor equipment synchronization: During the overhead crane hoisting process, the lack of a precise collaborative control mechanism leads to asynchronous operation of each hoisting point, which can easily cause the base frame to tilt and sway, increasing the difficulty of assembly. 2. Low alignment accuracy: Manual alignment relies on the operator's experience, making it difficult to achieve precise alignment between the chassis and other parts of the vehicle body. This can easily lead to misalignment of the assembly surfaces and fails to meet the high-precision welding requirements of welding robots in intelligent production lines. 3. Difficulty in attitude control: During the installation of the underframe, its horizontal attitude and tilt angle are difficult to control precisely, which can easily lead to tilting and deviation, resulting in damage to the assembly surface and increasing the workload of secondary adjustment. 4. Cumbersome deflection adjustment: It requires multiple people to manually adjust the deflection of the chassis, which is cumbersome, time-consuming, and difficult to guarantee the adjustment accuracy, affecting the subsequent assembly quality of the end walls and side walls. It also poses a technical risk of the chassis deflection exceeding the tolerance. 5. High safety risks and low efficiency: Multi-position collaborative operation relies entirely on human experience. Operators need to cooperate closely with hoisting operations, which is prone to safety accidents. In addition, the high degree of human involvement and cumbersome operation process result in low assembly efficiency and make it difficult to adapt to the needs of mass production. 6. Poor product consistency: The subjectivity of manual operation varies greatly, and the operating standards of different operators are not consistent, resulting in large fluctuations in the accuracy of the chassis installation and making it difficult to ensure product consistency.

[0004] Existing rail vehicle chassis unloading equipment is mostly a general-purpose hoisting device, lacking targeted synchronous control, attitude adjustment and deflection self-control functions, which makes it difficult to meet the high precision and intelligent requirements of rail vehicle chassis unloading. Therefore, it is urgent to develop a rail vehicle chassis unloading system that can achieve precise positioning, synchronous coordination and deflection self-control, so as to meet the production needs of intelligent production lines. Summary of the Invention

[0005] This invention provides a system and method for unloading the chassis of a rail vehicle, which solves the defects of related technologies that rely on overhead crane hoisting and manual command to complete the unloading of the chassis of a rail vehicle, such as poor synchronization, low precision, difficult control, cumbersome adjustment, and low efficiency.

[0006] This invention provides a rail vehicle underframe unloading system, comprising: A support device having a position-adjustable first support part for supporting the underframe of a rail vehicle; A lateral positioning device having a positioning part that is adjustable in lateral position, used for lateral positioning of a rail vehicle underframe; Multiple lifting devices, wherein each lifting device has a second support portion whose position is adjustable along the height direction; Multiple clamping devices are provided on the second support part for clamping the rail vehicle chassis; The control device is electrically connected to the support device, the lateral positioning device, the lifting device, and the clamping device, respectively.

[0007] According to one embodiment of the present invention, the support device includes: a first adjustment part, a second adjustment part and a third adjustment part, the first adjustment part, the second adjustment part and the third adjustment part being connected in sequence, and the first support part being connected to the third adjustment part, wherein the first support part is adapted to be supported on the sleeper beam of the rail vehicle underframe; The adjustment directions of the first adjustment part, the second adjustment part, and the third adjustment part are perpendicular to each other.

[0008] According to one embodiment of the present invention, the first adjusting part includes: The first guide rail extends along the first direction; The first slider is slidably disposed on the first guide rail; A first driving component is connected to the first slider and is used to drive the first slider to slide on the first guide rail; The second adjustment unit includes: The second guide rail is disposed on the first slider and extends along the second direction; The second slider is slidably disposed on the second guide rail; The second driving component is connected to the second slider and is used to drive the second slider to slide on the second guide rail; The third adjustment unit includes: The first telescopic rod is mounted on the second slider and is capable of telescopic movement in a third direction; Wherein, the first direction, the second direction, and the third direction are perpendicular to each other.

[0009] According to one embodiment of the present invention, the lateral positioning device includes: Support rods are located on the outer side of the rail vehicle underframe along the transverse direction; The second telescopic rod is connected at one end to the support rod and is adapted to contact the side beam of the rail vehicle chassis; A displacement sensor is located at the other end of the second telescopic rod.

[0010] According to one embodiment of the present invention, the lateral positioning device further includes: A rotating unit is located between the support rod and the second telescopic rod.

[0011] According to one embodiment of the present invention, the rotating unit includes: A positioning sleeve is provided on the support rod; A rotating sleeve is rotatably mounted on the positioning sleeve, and one end of the second telescopic rod is connected to the rotating sleeve.

[0012] According to one embodiment of the present invention, the lifting device includes: The third telescopic rod is located at the bottom of the crossbeam of the rail vehicle underframe.

[0013] According to one embodiment of the present invention, the clamping device includes: A support frame is located on top of the lifting device; A clamping unit is movably mounted on the bracket; The fourth driving component, connected to the clamping unit, is used to drive the clamping unit to release or clamp the crossbeam of the rail vehicle underframe.

[0014] According to one embodiment of the present invention, the bracket is provided with at least two guide grooves; The clamping unit includes: At least two stepped clamping plates are provided, and one end of each stepped clamping plate is movably disposed in the guide groove so that the interval between the two stepped clamping plates is adjustable. The interval between the two stepped clamping plates is used to clamp the crossbeam of the rail vehicle underframe.

[0015] This invention provides a method for mounting a rail vehicle underframe according to the present invention, comprising: Based on the model of the rail vehicle chassis to be installed, the control device pre-adjusts the position of the first support part of the support device and the position of the positioning part of the lateral positioning device. The underframe to be installed is hoisted above the support device, and the sleeper beam of the rail vehicle underframe is placed on the first support part; Adjust the positioning part of the lateral positioning device to laterally position it relative to the underframe of the rail vehicle; Adjust the lifting device and clamping device so that the clamping device clamps the base frame, and adjust the deflection of the rail vehicle base frame by adjusting the height of different lifting devices.

[0016] This invention provides a rail vehicle underframe dismantling system and method. The system allows for precise adjustment of the working states of the support device, lateral positioning device, lifting device, and clamping device via a control device, smoothly completing the underframe dismantling operation without repeated manual adjustments. Precise alignment is achieved through the lateral positioning device. Furthermore, pre-fabrication of the underframe deflection can be accomplished by adjusting the lifting and clamping devices at different positions, replacing manual adjustment. Therefore, the rail vehicle underframe dismantling system provided by this invention possesses advantages such as good synchronization, high precision, simple control, convenient adjustment, and high underframe dismantling efficiency. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the overall structure of the rail vehicle underframe mounting system provided in one embodiment of the present invention.

[0019] Figure 2 This is a partial structural schematic diagram of the support device, lateral positioning device, and lifting device provided in one embodiment of the present invention.

[0020] Figure 3 This is a partial structural schematic diagram of the support device provided in one embodiment of the present invention.

[0021] Figure 4 This is a partial structural schematic diagram of a lateral positioning device provided in one embodiment of the present invention.

[0022] Figure 5 This is a partial structural schematic diagram of the lifting device and clamping device provided in one embodiment of the present invention.

[0023] Figure 6 This is a partial structural schematic diagram of the clamping device provided in one embodiment of the present invention.

[0024] Figure label: 100. Support device; 110. First adjusting part; 111. First guide rail; 112. First slider; 113. First driving component; 120. Second adjusting part; 121. Second guide rail; 122. Second slider; 123. Second driving component; 130. Third adjusting part; 131. First telescopic rod; 200. Lateral positioning device; 211. Support rod; 212. Second telescopic rod; 213. Displacement sensor; 220. Rotating unit; 221. Positioning sleeve; 222. Rotating sleeve; 300. Lifting device; 310. Third telescopic rod; 400. Clamping device; 410. Bracket; 411. Guide groove; 420. Clamping unit; 421. Stepped clamping plate; 430. Fourth driving component; 500. Control device; 600. Rail vehicle underframe; 601. Side beam; 602. Sleeper beam; 603. Main crossbeam; 604. Small crossbeam. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0026] In the description of this embodiment, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this embodiment and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this embodiment.

[0027] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this embodiment, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0028] In this embodiment, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," "link," and "fix" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0029] In embodiments of the present invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0030] like Figures 1 to 6 As shown, the present invention provides a rail vehicle underframe unloading system. The rail vehicle underframe unloading system includes: a support device 100, a lateral positioning device 200, multiple lifting devices 300, multiple clamping devices 400, and a control device 500.

[0031] The support device 100 has a position-adjustable first support part for supporting the rail vehicle chassis 600; the lateral positioning device 200 has a lateral position-adjustable positioning part for lateral positioning of the rail vehicle chassis 600; multiple lifting devices 300 are provided, and each lifting device 300 has a height-adjustable second support part; multiple clamping devices 400 are provided and are located on the second support part for clamping the rail vehicle chassis 600; and the control device 500 is electrically connected to the support device 100, the lateral positioning device 200, the lifting device 300, and the clamping device 400 respectively.

[0032] Specifically, the support device 100 serves as the mounting base for the rail vehicle underframe 600. An adjustable first support part is installed on it, with a height, lateral and longitudinal adjustment range of 50mm-200mm. It contacts the sleeper beam 602 in the underframe to adapt to the support requirements of different vehicle models.

[0033] Specifically, the lateral positioning device 200 has a positioning part that can be adjusted in the lateral position, which is used to contact the side beam 601 of the underframe for precise lateral positioning of the underframe.

[0034] Specifically, multiple lifting devices 300 and clamping devices 400 are provided, with the number of lifting devices 300 and clamping devices 400 being the same, to support and clamp the crossbeams at different positions on the underframe. Furthermore, the lifting device 300 has a lifting function, and its lifting height can be adjusted within the range of 50mm-100mm. It is clamped and fixed to the corresponding crossbeams via the clamping devices 400. When prefabrication of the rail vehicle underframe 600 deflection is required, the height of the lifting devices 300 at different positions can be adjusted, and the crossbeams can be clamped using the clamping devices, thereby ensuring that the underframe deflection accurately meets the process requirements and completing the deflection prefabrication.

[0035] Understandably, the clamping device 400 can be opened or closed. Before the rail vehicle underframe 600 is installed, the clamping device 400 is in the open state, and after the rail vehicle underframe 600 is installed, the clamping device 400 is in the closed state.

[0036] The pre-fabrication of the underframe deflection refers to the use of lifting devices 300 and clamping devices 400 to support and clamp multiple large crossbeams 603 and multiple small crossbeams 604 of the underframe. By adjusting the lifting devices 300 at different positions to achieve height differences, the underframe will exhibit a certain degree of bending deflection along its extension direction. This mechanized pre-fabrication effectively solves the problem of inaccurate manual deflection adjustments, ensuring the precision and consistency of pre-fabrication.

[0037] The control device 500 is a control device for the support device 100, the lateral positioning device 200, the lifting device 300, and the clamping device 400. It controls the position adjustment of the support device 100, the lateral positioning device 200, and the lifting device 300, as well as the clamping state of the clamping device 400.

[0038] Furthermore, the control device 500 is equipped with a fuzzy PID control strategy and a human-machine interface. It is electrically connected to the lateral positioning device 200, the lifting device 300, the clamping device 400, and the support device 100 to achieve closed-loop control. By adjusting the height difference of the lifting devices 300 at each position, the deflection of the base frame can be pre-made.

[0039] As can be seen, the rail vehicle underframe unloading system provided by the present invention includes: a support device 100, a lateral positioning device 200, a lifting device 300, a clamping device 400, and a control device 500. The support device 100 supports the rail vehicle underframe 600; the lateral positioning device 200 positions the rail vehicle underframe 600 laterally; the lifting device 300 and the clamping device 400 clamp the rail vehicle underframe 600; the control device 500 is electrically connected to the support device 100, the lateral positioning device 200, the lifting device 300, and the clamping device 400 respectively. The rail vehicle underframe unloading system provided by the present invention can precisely adjust the working states of the support device 100, the lateral positioning device 200, the lifting device 300, and the clamping device 400 through the control device 500, smoothly completing the underframe unloading operation without repeated manual adjustments; precise alignment can be achieved through the lateral positioning device 200; and the underframe deflection pre-fabrication can be completed by adjusting the lifting device 300 and the clamping device 400 at different positions, replacing manual adjustment. Therefore, the rail vehicle underframe installation system provided by the present invention has advantages such as good synchronization, high precision, simple control, convenient adjustment and high underframe installation efficiency.

[0040] In one embodiment of the present invention, the support device 100 includes a first adjusting part 110, a second adjusting part 120, and a third adjusting part 130, which are sequentially connected. A first support part is connected to the third adjusting part 130. The first support part is adapted to support the bolster beam 602 of the rail vehicle underframe 600. The adjustment directions of the first adjusting part 110, the second adjusting part 120, and the third adjusting part 130 are perpendicular to each other. Specifically, the support device 100 includes a first adjusting part 110, a second adjusting part 120, and a third adjusting part 130, and the adjustment directions of the three adjusting parts are perpendicular to each other, thereby enabling the first support part to move and adjust in three axes in the lateral, longitudinal, and height directions, achieving adjustable flexible support for the underframe, and adapting to the support requirements of different vehicle underframe models. It should be understood that the first support part is located at the moving end of the first adjusting part 110, the second adjusting part 120, and the third adjusting part 130, and as a support structure for the underframe, it contacts the lower surface of the bolster beam 602. The first support part can be the end structure of the third adjustment part 130, and it directly contacts the base frame.

[0041] In one embodiment of the present invention, the first adjustment part 110 includes: a first guide rail 111, a first slider 112, and a first driving member 113. The first guide rail 111 extends along a first direction; the first slider 112 is slidably disposed on the first guide rail 111; the first driving member 113 is connected to the first slider 112 and is used to drive the first slider 112 to slide on the first guide rail 111. The second adjustment part 120 includes: a second guide rail 121, a second slider 122, and a second driving member 123. The second guide rail 121 is disposed on the first slider 112 and extends along a second direction; the second slider 122 is slidably disposed on the second guide rail 121; the second driving member 123 is connected to the second slider 122 and is used to drive the second slider 122 to slide on the second guide rail 121. The third adjustment part 130 includes: a first telescopic rod 131 disposed on the second slider 122 and capable of telescopic movement along a third direction; the first direction, the second direction, and the third direction are perpendicular to each other.

[0042] Specifically, the first guide rail 111 extends laterally along the rail vehicle chassis 600, guiding the sliding direction of the first slider 112 and ensuring its lateral movement. The first driving member 113 serves as the power source for the first slider 112 to slide on the first guide rail 111. Similarly, the second guide rail 121 extends longitudinally along the rail vehicle chassis 600, guiding the sliding direction of the second slider 122 and ensuring its longitudinal movement. The second driving member 123 serves as the power source for the second slider 122 to slide on the second guide rail 121. The first telescopic rod 131 is fixed to the second slider 122 and can move up and down. The first support part is the end structure of the first telescopic rod 131 and can be provided with a support end face or support platform, etc., which contacts and cooperates with the bolster beam 602. It can be seen that the support device 100 in this embodiment can move in the lateral, longitudinal, and height directions, thereby adapting to the support requirements of different vehicle chassis.

[0043] Furthermore, the first driving component 113 and the second driving component 123 can employ a motor and a lead screw mechanism to provide a linear drive source. The first guide rail 111 adopts a parallel double-bore structure and a parallel double-groove structure with the first slider 112 to achieve sliding engagement. A driving block is provided at the bottom of the first slider 112, and the lead screw mechanism is connected to the driving block to realize the movement of the first slider 112. The second guide rail 121 and the second slider 122 adopt a similar structure, except that the extension direction of the guide rail and the sliding direction of the slider are different. The first telescopic rod 131 can also be driven by a motor and a lead screw mechanism, or it can be driven by a linear drive module. As long as the driving method can realize the lifting and lowering along the height direction, it is within the protection range.

[0044] Furthermore, the movement of the first drive member 113, the second drive member 123, and the first telescopic rod 131 is controlled by the control device 500.

[0045] In one embodiment of the present invention, the lateral positioning device 200 includes a support rod 211, a second telescopic rod 212, and a displacement sensor 213. The support rod 211 is located on the outer side of the rail vehicle underframe 600 in the lateral direction; one end of the second telescopic rod 212 is connected to the support rod 211 and is adapted to contact the side beam 601 of the rail vehicle underframe 600; the displacement sensor 213 is located at the other end of the second telescopic rod 212. Specifically, the support rod 211 extends in the height direction, providing an installation position for the second telescopic rod 212, which can extend and retract laterally. The displacement sensor 213 is installed at the end of the second telescopic rod 212 opposite to the support rod 211, and accurately positions the underframe laterally. The movement of the second telescopic rod 212 is controlled by a control device 500, which receives displacement information monitored by the displacement sensor 213 to determine whether there is a lateral offset in the underframe.

[0046] Furthermore, the second telescopic rod 212 is equipped with graduations for construction personnel to observe. Additionally, the second telescopic rod 212 is secured with bolts, allowing for lateral locking.

[0047] In one embodiment of the present invention, the lateral positioning device 200 further includes a rotating unit 220, which is disposed between the support rod 211 and the second telescopic rod 212. After the lateral positioning device 200 completes the positioning, the second telescopic rod 212 retracts, and the displacement sensor 213 can be rotated and retracted by the rotating unit to avoid hindering subsequent operations.

[0048] In one embodiment of the present invention, the rotating unit 220 includes a positioning sleeve 221 and a rotating sleeve 222. The positioning sleeve 221 is disposed on the support rod 211; the rotating sleeve 222 is rotatably disposed on the positioning sleeve 221, and one end of the second telescopic rod 212 is connected to the rotating sleeve 222. Specifically, the positioning sleeve 221 is fixed in the middle of the support rod 211, and the rotating sleeve 222 is rotatably connected to the positioning sleeve 221. By rotating the rotating sleeve 222, the second telescopic rod 212 drives the displacement sensor 213 to rotate and retract.

[0049] In one embodiment of the present invention, the lifting device 300 includes a third telescopic rod 310, which is disposed at the bottom of the crossbeam of the rail vehicle chassis 600. Specifically, the third telescopic rod 310 can extend and retract along the height direction, and can be driven by a motor and a lead screw, or by a linear drive module or other drive structure. As long as the lifting movement needs are met, it is within the protection scope of the present invention.

[0050] In one embodiment of the present invention, the clamping device 400 includes a bracket 410, a clamping unit 420, and a fourth driving member 430. The bracket 410 is disposed on the top of the lifting device 300; the clamping unit 420 is movably disposed on the bracket 410; the fourth driving member 430 is connected to the clamping unit 420 and is used to drive the clamping unit 420 to release or clamp the crossbeam of the rail vehicle underframe 600. Specifically, the bracket 410 is disposed on the top of the third support rod 211, and the third support rod 211 drives the bracket 410, the clamping unit 420, and the fourth driving member 430 to move up and down as a whole; the clamping unit 420 is driven by the fourth driving member 430 and can move on the bracket 410, thereby releasing and clamping the crossbeam.

[0051] Furthermore, the number of lifting devices 300 and clamping devices 400 is set according to the number of crossbeams in the base frame. In this embodiment, 10 lifting devices 300 and clamping devices 400 are provided, and lifting devices 300 and clamping devices 400 are provided for both the large crossbeams 603 and the small crossbeams 604 in the base frame.

[0052] In one embodiment of the present invention, the bracket 410 is provided with at least two guide grooves 411. The clamping unit 420 includes at least two stepped clamping plates 421, one end of which is movably disposed within the guide groove 411, so that the interval between the two stepped clamping plates 421 is adjustable. The interval between the two stepped clamping plates 421 is used to clamp the crossbeam of the rail vehicle underframe 600. Specifically, the bracket 410 is provided with two guide grooves 411 along the longitudinal direction, and each guide groove 411 is provided with a stepped clamping plate 421. The bottom end of the stepped clamping plate 421 is inserted into the guide groove 411 and can move longitudinally along the guide groove 411. The fourth driving member 430 drives the stepped clamping plate 421 to move longitudinally, thereby adjusting the interval between the two stepped clamping plates 421, and clamping the crossbeam through the stepped structure in the two stepped clamping plates 421. Preferably, the fourth drive component 430 may be a cylinder.

[0053] The present invention also provides a method for mounting a rail vehicle underframe according to the above embodiments of the present invention. The method includes the following steps: Step 1: Based on the type of rail vehicle chassis to be installed, the control device pre-adjusts the position of the first support part of the support device and the position of the positioning part of the lateral positioning device. Step 2: Hoist the underframe to be installed above the support device, and place the sleeper beam of the rail vehicle underframe on the first support part; Step 3: Adjust the positioning part of the lateral positioning device to laterally position it against the underframe of the rail vehicle; Step 4: Adjust the lifting device and clamping device to make the clamping device clamp the base frame, and adjust the deflection of the rail vehicle base frame by adjusting the height of different lifting devices.

[0054] Specifically, the method for installing the rail vehicle underframe system includes: Step 1, Equipment Debugging: Start the control device, and according to the vehicle model to be installed on the chassis, preset the position and height of the support device to align it with the support point of the chassis bolster beam; adjust the lateral positioning device to determine the lateral dimensions; Step 2, Base frame hoisting and positioning: The base frame to be installed is hoisted to the top of the support device using an overhead crane. The position of the base frame is initially adjusted so that the bolster beam of the base frame is aligned with the adjustable flexible support seat, and the installation of the base frame is completed. Step 3, precise lateral positioning: Start the lateral positioning device. The displacement sensor collects the lateral position data of the underframe in real time and feeds it back to the control device. If there is a lateral offset, the control device controls the adjustment of the lateral positioning device to make fine adjustments until the lateral positioning of the underframe is accurately completed. After the positioning is completed, the displacement sensor is rotated and retracted by the rotating unit to avoid hindering subsequent operations. Step 4, Deflection Prefabrication: After the base frame is installed in place, the control device controls the lifting device and clamping device to clamp and fix the corresponding large and small crossbeams respectively. The built-in servo motor drive is started to adjust the lifting height of each lifting device until the base frame deflection accurately meets the process requirements, thus completing the deflection prefabrication. Step 5, Installation Confirmation and Unloading: Check the installation accuracy, attitude and deflection parameters of the base frame. After confirming that they meet the process requirements, shut down each functional unit and complete the single installation operation. If the parameters do not meet the requirements, readjust the relevant settings and perform installation and deflection pre-fabrication again.

[0055] This intelligent underframe installation system can be adapted to the underframe installation of various series of EMU trains, effectively solving many drawbacks of traditional processes. It realizes intelligent, high-precision, and efficient underframe installation, meets the production needs of intelligent production lines, ensures high-precision welding operations of subsequent welding robots, and improves the assembly quality and production efficiency of EMU train bodies.

[0056] In summary, the rail vehicle underframe unloading system and method provided by the present invention have the following beneficial effects: 1. Synchronous closed-loop control across all positions significantly improves operational stability: This invention is equipped with a control device that employs a fuzzy PID control strategy to achieve full-dimensional electrical connection control of the lateral positioning device, lifting device, clamping device, and support device. It can precisely control the lifting, leveling, and tilting compensation actions of each support position, completely eliminating the problems of chassis swaying and tilting caused by asynchronous hoisting in traditional hoisting. The chassis unloading operation is completed smoothly throughout the entire process without the need for repeated manual adjustments.

[0057] 2. High-precision intelligent alignment to meet the needs of intelligent welding production: Equipped with a high-precision lateral positioning device with displacement sensor, it can collect the lateral position data of the chassis in real time and automatically fine-tune it to achieve precise alignment between the chassis and the vehicle body parts, eliminate the problem of assembly surface misalignment, fully meet the high-precision welding process requirements of intelligent production line welding robots, and provide a precise foundation for subsequent automated welding operations.

[0058] 3. Precise and controllable posture, reducing assembly loss and rework costs: Through multi-dimensional posture adjustment and tilt compensation technology, the horizontality and verticality of the underframe can be precisely controlled throughout the process, effectively avoiding the problems of bumps and damage to the assembly surface caused by underframe offset and tilt, greatly reducing the workload of secondary adjustment and rework, and improving the first-time pass rate of the operation.

[0059] 4. Automated deflection prefabrication, controllable precision and stable quality: Equipped with lifting and clamping devices, the height difference of each lifting and clamping device can be independently adjusted to automatically complete the base frame deflection prefabrication work, replacing the traditional multi-person manual adjustment mode. The operation process is extremely simple, the time consumption is greatly reduced, the deflection parameters are accurately controllable, completely solving the hidden danger of deflection deviation, and accurately matching the assembly process standards of end walls and side walls.

[0060] 5. Reduce costs and increase efficiency, and avoid safety risks: Significantly reduce manual intervention, eliminating the need for operators to work closely with hoisting operations, thus avoiding hoisting safety accidents at the source; at the same time, standardized and automated operation processes eliminate the limitations of human experience, significantly improving operation efficiency and perfectly adapting to the needs of batch and large-scale production of EMU trains.

[0061] 6. Flexible and versatile with extremely high product consistency: The support device is equipped with a three-way adjustment section, with a height, lateral and longitudinal adjustment range of 50mm-200mm. It is equipped with 10 sets of lifting and clamping devices that can adapt to the support points of various series of EMU chassis and the needs of different models, making it extremely versatile. The equipment is automated and standardized, completely eliminating the differences in manual operation, ensuring uniform installation accuracy of each batch of products, and greatly improving product consistency.

[0062] Finally, 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; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions 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 rail vehicle underframe unloading system, characterized in that, include: A support device having a position-adjustable first support part for supporting the underframe of a rail vehicle; A lateral positioning device having a positioning part that is adjustable in lateral position, used for lateral positioning of a rail vehicle underframe; Multiple lifting devices, each lifting device having a second support portion whose position is adjustable along the height direction; Multiple clamping devices are provided on the second support part for clamping the rail vehicle chassis; The control device is electrically connected to the support device, the lateral positioning device, the lifting device, and the clamping device, respectively.

2. The rail vehicle underframe unloading system according to claim 1, characterized in that, The support device includes: a first adjustment part, a second adjustment part, and a third adjustment part, which are connected in sequence, and the first support part is connected to the third adjustment part. The first support part is adapted to be supported on the sleeper beam of the rail vehicle underframe. The adjustment directions of the first adjustment part, the second adjustment part, and the third adjustment part are perpendicular to each other.

3. The rail vehicle underframe unloading system according to claim 2, characterized in that, The first adjustment unit includes: The first guide rail extends along the first direction; The first slider is slidably disposed on the first guide rail; A first driving component is connected to the first slider and is used to drive the first slider to slide on the first guide rail; The second adjustment unit includes: The second guide rail is disposed on the first slider and extends along the second direction; The second slider is slidably disposed on the second guide rail; The second driving component is connected to the second slider and is used to drive the second slider to slide on the second guide rail; The third adjustment unit includes: The first telescopic rod is mounted on the second slider and is capable of telescopic movement in a third direction; Wherein, the first direction, the second direction, and the third direction are perpendicular to each other.

4. The rail vehicle underframe unloading system according to any one of claims 1 to 3, characterized in that, The lateral positioning device includes: Support rods are located on the outer side of the rail vehicle underframe along the transverse direction; The second telescopic rod is connected at one end to the support rod and is adapted to contact the side beam of the rail vehicle chassis; A displacement sensor is located at the other end of the second telescopic rod.

5. The rail vehicle underframe unloading system according to claim 4, characterized in that, The lateral positioning device further includes: A rotating unit is located between the support rod and the second telescopic rod.

6. The rail vehicle underframe unloading system according to claim 5, characterized in that, The rotating unit includes: A positioning sleeve is provided on the support rod; A rotating sleeve is rotatably mounted on the positioning sleeve, and one end of the second telescopic rod is connected to the rotating sleeve.

7. The rail vehicle underframe unloading system according to any one of claims 1 to 3, characterized in that, The lifting device includes: The third telescopic rod is located at the bottom of the crossbeam of the rail vehicle underframe.

8. The rail vehicle underframe unloading system according to any one of claims 1 to 3, characterized in that, The clamping device includes: A support frame is located on top of the lifting device; A clamping unit is movably mounted on the bracket; The fourth driving component, connected to the clamping unit, is used to drive the clamping unit to release or clamp the crossbeam of the rail vehicle underframe.

9. The rail vehicle underframe unloading system according to claim 8, characterized in that, The bracket is provided with at least two guide grooves; The clamping unit includes: At least two stepped clamping plates are provided, and one end of each stepped clamping plate is movably disposed in the guide groove so that the interval between the two stepped clamping plates is adjustable. The interval between the two stepped clamping plates is used to clamp the crossbeam of the rail vehicle underframe.

10. A method for unloading a rail vehicle underframe according to any one of claims 1 to 9, characterized in that, include: Based on the model of the rail vehicle chassis to be installed, the control device pre-adjusts the position of the first support part of the support device and the position of the positioning part of the lateral positioning device. The underframe to be installed is hoisted above the support device, and the sleeper beam of the rail vehicle underframe is placed on the first support part; Adjust the positioning part of the lateral positioning device to laterally position it relative to the underframe of the rail vehicle; Adjust the lifting device and clamping device so that the clamping device clamps the base frame, and adjust the deflection of the rail vehicle base frame by adjusting the height of different lifting devices.

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