Body chassis structure of rail transit vehicle

Abstract

The utility model discloses a vehicle body chassis structure of a rail transit vehicle. The vehicle body chassis structure of the rail transit vehicle comprises a chassis frame, an access cover plate mounting cross beam, a composite floor and a front-end floor, wherein the chassis frame is composed of edge beams, end beams, longitudinal beams and cross beams, and the access cover plate mounting cross beam, the composite floor and the front-end floor are arranged on the chassis frame. The side beams and the end beams are fixedly connected to form a main body structure of the chassis frame, the longitudinal beams are parallel to the side beams, two ends of the longitudinal beams are longitudinally and fixedly connected with the end beams, the cross beams are parallel to the end beams, and two ends of the cross beams are transversely and fixedly connected with the side beams and the longitudinal beams respectively; a maintenance cover plate installation cross beam is further transversely arranged between the longitudinal beams and parallel to the end beams, a front end floor is longitudinally arranged on the end beam on one side of the underframe frame, and a composite floor is laid in the underframe frame. The vehicle body chassis structure of the rail transit vehicle has the advantages of light weight and modularization design, the vehicle body weight is reduced, the flexibility and expandability of the vehicle are improved, and meanwhile through the re-structural design, the vehicle body chassis structure of the rail transit vehicle has good process manufacturability and is convenient to produce and manufacture.

Description

Technical Field

[0001] The utility model belongs to the field of rail transit vehicles, and in particular relates to a vehicle body underframe structure of a rail transit vehicle. Background Art

[0002] Rail transit vehicles, as they involve public transportation safety, require a strong body as the primary load-bearing structure. However, energy conservation also requires that all components be as lightweight as possible, especially for maglev vehicles, which place even higher demands on lightweighting.

[0003] As the primary load-bearing structure, the vehicle underframe is crucial for driving safety. Traditional rail transit vehicle underframes often utilize complex welded structures, resulting in numerous welds, significant welding deformation, poor workmanship, heavy weight, and complex on-site production. With the development of the rail transit industry, the demand for vehicle lightweighting, process optimization, and modular design is becoming increasingly urgent.

[0004] Therefore, how to design an underframe structure with high lightness, simple structure and good production processability is an urgent problem to be solved by those skilled in the art. Utility Model Content

[0005] In order to solve the problems of heavy weight and complex structure of the chassis structure in the above-mentioned prior art, the present technical solution proposes an innovative rail transit vehicle body chassis structure, which aims to adopt a rail transit vehicle body chassis structure. The chassis adopts a frame structure and is composed of side beams, longitudinal beams, cross beams, end beams, etc. It has the characteristics of simple structure, small number of welds, small welding deformation, good processability and high degree of lightweight.

[0006] The utility model provides a rail transit vehicle body underframe structure, the specific technical solution is as follows: an underframe frame and an inspection cover mounting beam, a composite floor, and a front end floor arranged on the underframe frame;

[0007] The chassis frame includes: side beams, end beams, longitudinal beams, and cross beams;

[0008] The side beams and the end beams are fixedly connected to form the main structure of the chassis frame. The longitudinal beams are parallel to the side beams, and both ends are longitudinally fixedly connected to the end beams. The cross beams are parallel to the end beams, and both ends are transversely fixedly connected to the side beams and the longitudinal beams respectively.

[0009] Between the longitudinal beams, the inspection cover mounting beam is transversely arranged parallel to the end beams. The front end floor is longitudinally arranged on the end beam on one side of the chassis frame, and the composite floor is laid in the chassis frame.

[0010] Preferably, the inspection cover plate mounting cross beam is fixedly connected to the longitudinal beam via an inspection cover plate mounting seat.

[0011] Preferably, a plurality of the inspection cover plate mounting cross beams are provided between the longitudinal beams, and the specific number of the inspection cover plate mounting cross beams is adjusted according to the different underframe equipment.

[0012] The front end floor is fixedly connected to the side beams via a connecting plate.

[0013] Preferably, the shape of the front end floor can be changed according to the requirements of the front end shape of the vehicle.

[0014] Preferably, the front end floor is made of plate materials, and the lower part adopts a beam-supported structural design.

[0015] Preferably, the front end floor adopts a structural design in which a frame and a composite material are spliced together.

[0016] Preferably, the distances from the longitudinal beams to the side beams are equal.

[0017] Preferably, the cross beam is arranged at the center of the side beam and connected to the longitudinal beam.

[0018] Preferably, the components of the chassis frame and the inspection cover mounting beam and the front end floor arranged on the chassis frame can be fixedly connected to each other by welding, bolting, riveting or a combination of several connection methods; the specific connection method between the composite floor and the chassis frame can be fixedly connected by bonding, bolting, riveting or a combination of several connection methods.

[0019] This proposal proposes a lightweight underframe structure for rail transit vehicles. This structure utilizes a frame structure composed of side beams, longitudinal beams, cross beams, and end beams, forming an integral framework within which a highly lightweight composite floor is laid. The resulting underframe structure for rail transit vehicles offers the advantages of a lightweight, modular design, reducing vehicle weight while increasing vehicle flexibility and scalability. Furthermore, through a redesigned structure, it exhibits excellent manufacturability and facilitates manufacturing. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments recorded in this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0021] Figure 1 Schematic diagram of the overall structure of a rail transit vehicle body underframe structure in a specific embodiment;

[0022] Figure 2 Schematic diagram of the chassis frame structure.

[0023] The reference numerals are as follows:

[0024] 1. Underframe frame; 2. Inspection cover mounting beam; 3. Composite floor; 4. Front floor; 5. Side beam; 6. End beam; 7. Longitudinal beam; 8. Cross beam; 9. Inspection cover mounting base; 10. Connecting plate. DETAILED DESCRIPTION

[0025] In order to help those skilled in the art better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without making any creative efforts shall fall within the scope of protection of this application.

[0026] It should be noted that when an element is referred to as being “fixed on” or “set on” another element, it can be directly on the other element or indirectly set on the other element; when an element is referred to as being “connected to” another element, it can be directly connected to the other element or indirectly connected to the other element.

[0027] It should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0028] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. Throughout the description of this application, "plurality" or "several" means two or more, unless otherwise specifically defined.

[0029] It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the conditions under which this application can be implemented. Therefore, they have no substantive technical significance. Any structural modification, change in proportional relationship or adjustment of size should still fall within the scope of the technical content disclosed in this application without affecting the efficacy and purpose that can be achieved by this application.

[0030] Please refer to Figures 1 to 2 , the technical solution of the utility model is specifically described as a rail transit vehicle body underframe structure, its specific structure includes: an underframe frame 1 and various components arranged on the underframe frame 1, and the various components are specifically: an inspection cover mounting beam 8, a composite floor 3, and a front floor 4 arranged on the underframe frame 1;

[0031] like Figure 2 As shown, in this embodiment, as the main load-bearing part of the chassis structure in the present application solution, the specific components of the chassis frame 1 include: side beams 5, end beams 6, longitudinal beams 7, and cross beams 8;

[0032] Among them, the side beams 5 and the end beams 6 are fixedly connected to form the main structure of the chassis frame 1, and the number of the side beams 5 and the end beams 6 are both two, which are fixedly connected to form a rectangular frame body; in order to stabilize the structure of the chassis frame 1, in this embodiment, the chassis frame 1 is further provided with the longitudinal beams 7 and the cross beams 8, which play a role in reinforcing the chassis frame 1, and their specific connection relationship is: the longitudinal beams 7 are parallel to the two ends of the side beams 5 and are longitudinally fixedly connected to the end beams 6, and the cross beams 8 are parallel to the two ends of the end beams 6 and are transversely fixedly connected to the side beams 5 and the longitudinal beams 7, and specifically in this embodiment, the specific number of the longitudinal beams 7 and the cross beams 8 are also two;

[0033] As each component provided on the chassis frame 1, such as Figure 1 As shown, in this embodiment, the connection relationship is as follows: between the longitudinal beams 7, the inspection cover mounting crossbeam 8 is transversely arranged parallel to the end beam 6, the front end floor 4 is longitudinally arranged on the end beam 6 on one side of the chassis frame 1, and the composite floor 3 is laid in the chassis frame 1;

[0034] It can be seen that compared with the complex underframe structure in the prior art, the present invention provides a rail transit vehicle underframe structure, which adopts a frame structure, and is composed of the side beams 5, the longitudinal beams 7, the cross beams 8, and the end beams 6 to form an underframe frame 1, and the highly lightweight composite floor 3 is laid in the underframe frame 1 to achieve the purpose of lightweighting the vehicle body. Compared with the traditional structural underframe, the underframe has the advantages of simple structure, better processability, high lightweight, and convenient modularization of the underframe frame 1.

[0035] It can be understood that the chassis frame 1, as a modular frame structure carrier, can realize a simple structure as a vehicle body bearing structure, and realize the chassis function by arranging various components thereon, which can effectively reduce the weight of the chassis. The modular splicing structure design reduces the production cost while being able to utilize the free combination of the side beams 5, the end beams 6, the longitudinal beams 7, and the cross beams 8 for modular assembly, which is conducive to reducing subsequent production costs.

[0036] Optionally, the chassis frame 1 composed of the side beams 5, the end beams 6, the longitudinal beams 7, and the cross beams 8, as well as the inspection cover mounting cross beams 8, the composite floor 3, and the front end floor 4 arranged on the chassis frame 1 are preferably made of lightweight and high-strength materials, which are not specifically limited in this embodiment.

[0037] As a preferred Figure 1 As shown, in this embodiment, the specific connection method of the inspection cover mounting crossbeam 8 and the longitudinal beam 7 is: the inspection cover mounting crossbeam 8 is fixedly connected to the longitudinal beam 7 through the inspection cover mounting seat 9;

[0038] This arrangement allows the longitudinal beam 7 to maintain versatility, and there is no need to separately design the connection point between the longitudinal beam 7 and the inspection cover mounting crossbeam 8. By providing the inspection cover mounting seat 9, it can be better connected to the inspection cover mounting crossbeam 8 and ensure the stability of the connection.

[0039] Better, such as Figure 1 As shown, in this embodiment, a plurality of inspection cover plate mounting seats 9 are evenly arranged along the length direction of the longitudinal beam 7. Since the position of the inspection cover plate cross beam 8 can be adjusted according to the position of the chassis equipment, a plurality of inspection cover plate mounting seats 9 are provided, so that the specific number and specific installation position of the plurality of inspection cover plate mounting cross beams 8 provided between the longitudinal beams 7 can be adjusted according to the different chassis equipment. As long as they are fixedly connected with the corresponding inspection cover plate mounting seats 9, the modular versatility of the chassis structure is realized, which can meet the installation needs of different vehicle body equipment.

[0040] As a preferred Figure 1 As shown, in this embodiment, the specific connection method of the front floor 4 and the side beam 5 is: the front floor 4 is fixedly connected to the side beam 5 through a connecting plate;

[0041] This arrangement allows the side beam 5 to maintain universality, and there is no need to design a separate connection point between the side beam 5 and the front floor 4. The connection plate can better connect the side beam 5 to the front floor 4 and ensure connection stability.

[0042] More preferably, due to the needs of different vehicle models, the shape of the front floor 4 can be changed according to the needs of the front end styling of the vehicle. Therefore, by designing it separately from the chassis frame 1 and then fixing it together, the chassis frame 1 can be made universal, and a modular assembly design of various rail transit vehicles can be realized. Compared with the prior art, when a new vehicle model requires a change in the shape of the front floor 4, the entire vehicle chassis structure needs to be redesigned. In the present application, only the shape of the front floor 4 needs to be changed, and the chassis frame 1 can continue to be used, thereby reducing production costs.

[0043] Due to the frame structure design, the weight of the chassis structure is greatly reduced. Figure 1 As shown, in this embodiment, the composite floor 3 is laid in the middle part of the chassis frame 1, and the composite floor 3 is fixedly connected to the chassis frame 1 to form a complete vehicle chassis structure and provide a supporting plane.

[0044] Furthermore, in order to better play a bearing role thereon, in this embodiment, the structure of the front floor 4 is further limited. The front floor 4 is made of a plate, and the lower part adopts a beam-supported structural design;

[0045] It can be imagined that the front section floor, as a load-bearing structure, is made of plate materials to provide a larger supporting plane. At the same time, in order to ensure load-bearing stability, the bottom of the front end floor 4 is also provided with a beam support to ensure strength.

[0046] In another embodiment, the structure of the front end floor 4 can also be similar to the structural design of the base frame 1 in the present technical solution in which a composite floor 3 is laid in the middle. The front end floor 4 adopts a frame structure and a composite material splicing design, and similarly reduces the weight of the front end floor 4 to achieve a lightweight effect.

[0047] In this embodiment, the structure of the chassis frame 1 is further defined.

[0048] Specifically, it is preferred that the distances from the longitudinal beams 7 to the side beams 5 are equal, that is, the distances from the two longitudinal beams 7 to the side beams 5 on both sides of the chassis frame 1 are equal;

[0049] like Figure 1 As shown, through this design structure, the chassis frame 1 can be symmetrically designed and have stable structural strength, thereby improving the carrying capacity of the chassis frame 1 to adapt to more vehicle structures, meet the needs of modular design, and reduce production costs.

[0050] Further, if Figure 1 As shown, in this embodiment, the specific setting position of the cross beam 8 is set at the center of the side beam 5 and connected to the longitudinal beam 7. This is also to ensure that the distances between the two cross beams 8 and the end beams 6 on both sides of the chassis frame 1 are equal, which is the same as the design effect of the longitudinal beam 7. It is also to enable the chassis frame 1 to be symmetrically designed and have stable structural strength, thereby improving the carrying capacity of the chassis frame 1 to adapt to more vehicle structure, meet the needs of modular design, and reduce production costs.

[0051] As a preferred method, in the traditional frame and underframe structure, welding is usually the main fixed connection method. Due to the complex structure and the large number of welds, it causes technical difficulties such as excessive weight.

[0052] In the present application, by simplifying the chassis structure, in terms of the fixed connection method, the components of the chassis frame 1 and the inspection cover mounting crossbeam 8 and the front floor 4 provided on the chassis frame 1 can be fixedly connected to each other by welding, bolting, riveting or a combination of several connection methods. The components can be fixedly connected by freely selecting a suitable fixed connection method. In this embodiment, the main connection method is still welding. Due to the reduction in the number of connection points, it has a good effect in reducing the weight of the vehicle chassis structure.

[0053] Similarly, the specific connection method between the composite floor 3 and the chassis frame 1 can also be fixedly connected by a combination of one or more connection methods such as bonding, bolting, and riveting. In this embodiment, the composite floor 3 is fixedly connected to the chassis frame 1 by bonding using an adhesive.

[0054] The above description of the disclosed embodiments will enable one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not limited to the embodiments shown herein but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A rail transit vehicle body underframe structure, characterized in that: include: An underframe frame (1), an inspection cover mounting beam (8), a composite floor (3), and a front floor (4) arranged on the underframe frame (1); The chassis frame (1) comprises: side beams (5), end beams (6), longitudinal beams (7), and cross beams (8); The side beams (5) and the end beams (6) are fixedly connected to form the main structure of the chassis frame (1); the longitudinal beams (7) are parallel to the side beams (5), and both ends are longitudinally fixedly connected to the end beams (6); the transverse beams (8) are parallel to the end beams (6), and both ends are transversely fixedly connected to the side beams (5) and the longitudinal beams (7); Between the longitudinal beams (7), the inspection cover plate mounting crossbeam (8) is transversely arranged parallel to the end beam (6); the front end floor (4) is longitudinally arranged on the end beam (6) on one side of the base frame (1); and the composite floor (3) is laid in the base frame (1).

2. The rail transit vehicle body underframe structure according to claim 1, characterized in that: The inspection cover plate mounting crossbeam (8) is fixedly connected to the longitudinal beam (7) via an inspection cover plate mounting seat (9).

3. The rail transit vehicle underframe structure according to claim 2, characterized in that: A plurality of inspection cover plate mounting cross beams (8) are provided between the longitudinal beams (7), and the specific number of the inspection cover plate mounting cross beams (8) (2) is adjusted according to the different chassis equipment.

4. The rail transit vehicle body underframe structure according to claim 1, characterized in that: The front end floor (4) is fixedly connected to the side beam (5) via a connecting plate.

5. The rail transit vehicle body underframe structure according to claim 4, characterized in that: The shape of the front end floor (4) can be changed according to the requirements of the front end shape of the vehicle.

6. The rail transit vehicle underframe structure according to claim 5, characterized in that: The front end floor (4) is made of plate materials, and the lower part adopts a beam-supported structural design.

7. The rail transit vehicle body underframe structure according to claim 5, characterized in that: The front end floor (4) adopts a structural design in which a frame and a composite material are spliced together.

8. The rail transit vehicle body underframe structure according to claim 1, characterized in that: The distances between the longitudinal beam (7) and the side beam (5) are all equal.

9. The rail transit vehicle underframe structure according to claim 8, characterized in that: The cross beam (8) is arranged at the center of the side beam (5) and is connected to the longitudinal beam (7).

10. The rail transit vehicle body underframe structure according to any one of claims 1 to 9, characterized in that: The components of the chassis frame (1) and the inspection cover mounting crossbeam (8) and the front floor (4) arranged on the chassis frame (1) can be connected to each other by means of one or a combination of welding, bolting, and riveting; the specific connection method of the composite floor (3) and the chassis frame (1) can be fixedly connected by means of one or a combination of bonding, bolting, and riveting.

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