Vehicle traction structure, vehicle chassis and vehicle

Abstract

The utility model provides a vehicle traction structure, a vehicle chassis and a vehicle. The vehicle traction structure comprises a buffer beam, a traction beam and a sleeper beam, and the buffer beam, the traction beam and the sleeper beam are sequentially connected in the first direction; the traction beam comprises a first traction frame, a second traction frame and a coupler panel, the first traction frame is connected with the buffer beam, the second traction frame is connected with the sleeper beam, and the coupler panel is connected between the first traction frame and the second traction frame; the second traction frame comprises a plurality of force transmission traction sections which are sequentially connected in the first direction. According to the vehicle traction structure, the product production efficiency can be improved, and it can be guaranteed that the structural strength meets the requirement while the vehicle chassis is subjected to lightweight improvement.

Description

Technical Field

[0001] This application relates to the field of rail vehicles, and more particularly to a vehicle traction structure, vehicle underframe, and vehicle. Background Technology

[0002] The vehicle underframe is the foundation of the car body, supporting the weight of the entire vehicle. The underframe mainly consists of a front-end module, a middle underframe, a front-end module of the second-end underframe, and accessories. The front-end module mainly includes a traction bolster and buffer assembly, end floor assembly, end frame, and fixed skirts. The traction bolster and buffer structure, as the end structure of the vehicle, is an important component of the underframe, playing a role in transmitting traction force, braking force, and buffering impact force. The traction beam, as the connecting component for coupler installation, is a key focus of vehicle load testing.

[0003] Currently, the commonly used vehicle chassis traction beam design generally adopts a symmetrical outward-grooving plate structure, and the coupler mounting base is generally made of high-strength cast steel. During the assembly of the traction beam, rivets are used for riveting.

[0004] However, the existing traction beam structure uses a hot riveting structure, which has low production efficiency and serious material waste in structural design. Utility Model Content

[0005] This application provides a vehicle traction structure, a vehicle chassis, and a vehicle, which can improve product manufacturing efficiency and ensure that the structural strength meets the requirements while making lightweight improvements to the chassis.

[0006] This application provides a vehicle traction structure, including a buffer beam, a traction beam, and a bolster beam, which are connected sequentially along a first direction; the traction beam includes a first traction frame, a second traction frame, and a coupler panel, the first traction frame is connected to the buffer beam, the second traction frame is connected to the bolster beam, and the coupler panel is connected between the first traction frame and the second traction frame.

[0007] The second traction frame includes multiple force-transmitting traction sections, which are connected sequentially along the first direction.

[0008] As an alternative approach, this application provides a vehicle traction structure in which the width of the first traction frame gradually decreases from the buffer beam to the coupler panel; and the width of the second traction frame gradually decreases from the bolster beam to the coupler panel.

[0009] As an alternative approach, this application provides a vehicle traction structure in which the width of the force-transmitting traction section connected to the coupler panel is less than or equal to the width of the force-transmitting traction section connected to the bolster beam.

[0010] As an alternative approach, this application provides a vehicle traction structure in which the force transmission traction section includes two side plates and a connecting plate. The connecting plate is connected between the two side plates. The two side plates are inclined outward relative to the first direction towards the second traction frame.

[0011] As an alternative, the vehicle traction structure provided in this application further includes a vertical plate connected to the side of the traction beam and extending along the side of the traction beam.

[0012] As an alternative approach, this application provides a vehicle traction structure in which at least a portion of the first end of the upright plate is inserted into a buffer beam, and at least a portion of the second end of the upright plate is inserted into a sleeper beam.

[0013] As an alternative approach, this application provides a vehicle traction structure in which a bolster beam extends along a second direction, wherein the second direction is perpendicular to the first direction; the bolster beam includes an upper cover plate and a lower cover plate, the upper cover plate and the lower cover plate are connected, a reinforcing plate is connected between the upper cover plate and the lower cover plate, and the end of a second traction frame is inserted between the upper cover plate and the lower cover plate.

[0014] As an alternative approach, this application provides a vehicle traction structure in which a protrusion is provided in the middle of the bolster beam for connecting the vehicle's bogie; the end of the second traction frame facing the bolster beam has two insertion parts, which are respectively inserted into both sides of the protrusion.

[0015] As an alternative, this application provides a vehicle chassis including a chassis body, a base plate, fixed skirts, and a vehicle traction structure. The base plate is connected to the chassis body, the fixed skirts are connected to both sides of the chassis body, and the vehicle traction structure is connected to the chassis body.

[0016] As an alternative, this application provides a vehicle including the aforementioned vehicle chassis.

[0017] This application provides a vehicle traction structure, a vehicle chassis, and a vehicle. The vehicle traction structure includes a buffer beam, a traction beam, and a bolster beam, which are connected sequentially along a first direction. The traction beam includes a first traction frame, a second traction frame, and a coupler panel. The first traction frame is connected to the buffer beam, the second traction frame is connected to the bolster beam, and the coupler panel is connected between the first and second traction frames. The second traction frame includes multiple force-transmitting traction sections, which are connected sequentially along the first direction. The vehicle traction structure provided by this application can improve product manufacturing efficiency and ensure structural strength meets requirements while achieving lightweight improvements to the vehicle chassis. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application 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 application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the vehicle chassis structure provided in an embodiment of this application;

[0020] Figure 2 This is a schematic diagram of a vehicle traction structure provided in an embodiment of this application;

[0021] Figure 3 This is a schematic diagram of the connection node between the traction beam and the buffer beam provided in an embodiment of this application;

[0022] Figure 4 This is a schematic diagram of the connection node between the traction beam and the sleeper beam provided in an embodiment of this application;

[0023] Figure 5 A side view of the vehicle traction structure provided in an embodiment of this application;

[0024] Figure 6a A first view of the traction beam provided in an embodiment of this application;

[0025] Figure 6b A second view of the traction beam provided in an embodiment of this application;

[0026] Figure 6c A third view of the traction beam provided in an embodiment of this application;

[0027] Figure 6d Fourth view of the traction beam provided in the embodiments of this application;

[0028] Figure 7 This is a structural diagram of the coupler panel provided in an embodiment of this application;

[0029] Figure 8 This is a structural diagram of an L-shaped vertical plate provided in an embodiment of this application;

[0030] Figure 9a A first view of the bolster beam provided in an embodiment of this application;

[0031] Figure 9b A second view of the sleeper beam provided in an embodiment of this application;

[0032] Figure 9c A third view of the bolster beam provided in an embodiment of this application;

[0033] Figure 9d The fourth view of the bolster beam provided in the embodiment of this application.

[0034] Explanation of reference numerals in the attached figures:

[0035] 10 - Vehicle chassis;

[0036] 100-Buffer Beam;

[0037] 200-Traction beam; 210-First traction frame; 211-Weight reduction hole; 220-Second traction frame; 230-Coupled panel; 240-Side plate; 250-Connecting plate; 260-Upright plate; 270-Plug-in part; 280-Mounting slot;

[0038] 300-Pillow beam; 310-Upper cover plate; 320-Lower cover plate; 330-Reinforcing plate; 340-Protrusion; 350-Web plate. Detailed Implementation

[0039] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0040] In the description of this application, it should be understood that the terms "upper", "lower", "front", "back", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They 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, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0041] The terms "first," "second," and "third" (if any) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein.

[0042] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such as a process, method, system, product, or maintenance tool that includes a series of steps or units, not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or maintenance tool.

[0043] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0044] The vehicle underframe is the foundation of the car body, supporting the entire weight of the vehicle. The underframe mainly consists of a front-end module, a middle underframe, a front-end module, and accessories. The front-end module mainly includes a traction bolster and buffer assembly, end floor assembly, end frame, and fixed skirts. The traction bolster and buffer structure, as the end structure of the vehicle, is an important component of the underframe, playing a role in transmitting traction force, braking force, and buffering impact force. The traction beam, as the connecting component for the coupler installation, is a key focus of vehicle load testing. Currently, commonly used vehicle underframe traction beam designs generally employ a symmetrical outward-grooving plate structure, with the coupler mounting base typically made of high-strength cast steel, and riveted together during the assembly of the traction beam. Existing traction beam structures are heavy, have limited room for lightweight improvement, low production efficiency, and exhibit significant material waste in their design.

[0045] To address the aforementioned technical problems, this application provides a vehicle traction structure, a vehicle chassis, and a vehicle, which can improve production efficiency and ensure that the structural strength meets requirements while achieving lightweight improvements to the vehicle chassis.

[0046] It should be noted that the first direction is the X direction, which is the direction from the front end of the vehicle chassis to the middle of the vehicle chassis; the second direction is the Y direction, which is perpendicular to the X direction. The X and Y directions are as follows: Figure 2 As shown.

[0047] like Figures 1 to 8 The present application provides a vehicle traction structure, including a buffer beam 100, a traction beam 200, and a bolster beam 300, wherein the buffer beam 100, the traction beam 200, and the bolster beam 300 are connected sequentially along a first direction; the traction beam 200 includes a first traction frame 210, a second traction frame 220, and a coupler panel 230, wherein the first traction frame 210 is connected to the buffer beam 100, the second traction frame 220 is connected to the bolster beam 300, and the coupler panel 230 is connected between the first traction frame 210 and the second traction frame 220.

[0048] The second traction frame 220 includes multiple force-transmitting traction sections, which are connected sequentially along the first direction.

[0049] It is understandable that the buffer beam 100, traction beam 200 and bolster beam 300 are connected sequentially from the front end of the vehicle underframe 10 to the middle of the vehicle underframe 10. The buffer beam 100 is used to increase the space at the front end of the vehicle underframe 10, bear load and transmit force. The traction beam 200 is used to connect and support the vehicle and transmit traction and braking force. The bolster beam 300 is used to support and fix the bogie. The traction beam 200 includes a first traction frame 210, a second traction frame 220, and a coupler panel 230. The side plate of the first traction frame 210 can be provided with weight reduction holes 211 to achieve a certain degree of weight reduction. The coupler panel 230 can be a 40mm thick steel plate, welded to the mounting groove 280 for connecting the coupler. The coupler may generate traction and braking forces that are transmitted to the first traction frame 210 and the second traction frame 220. The first traction frame 210 is connected to the buffer beam 100 and can transmit force to the buffer beam 100. The second traction frame 220 is connected to the bolster beam 300 and can transmit force to the bolster beam 300. The second traction frame 220 includes multiple force transmission traction sections, which can optimize the force transmission path and improve the structural strength.

[0050] like Figure 2 As an alternative approach, this application provides a vehicle traction structure in which the width of the first traction frame 210 gradually decreases from the buffer beam 100 to the coupler panel 230; and the width of the second traction frame 220 gradually decreases from the bolster beam 300 to the coupler panel 230.

[0051] Understandably, the width of the first traction frame 210 gradually decreases from the buffer beam 100 to the coupler panel 230, forming a triangular structure with the buffer beam 100, the first traction frame 210, and the coupler panel 230. The width of the second traction frame 220 gradually decreases from the bolster beam 300 to the coupler panel 230, forming a triangular structure with the bolster beam 300, the second traction frame 220, and the coupler panel 230. The force transmission structure of the two triangles improves the stability and stress strength of the traction beam 200, and uses less material, resulting in a lighter weight.

[0052] As an alternative, this application provides a vehicle traction structure in which the width of the force-transmitting traction section connected to the coupler panel 230 is less than or equal to the width of the force-transmitting traction section connected to the bolster beam 300.

[0053] It is understandable that the length of the second traction frame 220 along the length of the underframe is longer than that of the first traction frame 210. By setting the second traction frame 220 as a structure with multiple force transmission traction sections connected together, its structural strength can be improved. Since the width of the second traction frame 220 gradually decreases from the bolster beam 300 to the coupler panel 230, the width of the force transmission traction section connected to the coupler panel 230 will be less than or equal to the width of the force transmission traction section connected to the bolster beam 300. Moreover, when set in this way, the force transmitted from the coupler panel 230 to the second traction frame 220 can be distributed and transmitted to the bolster beam 300, thereby transmitting it to the entire underframe, resulting in a better force transmission structure.

[0054] As an alternative approach, this application provides a vehicle traction structure in which the force transmission traction section includes a side plate 240 and a connecting plate 250. There are two side plates 240, and the connecting plate 250 is connected between the two side plates 240. The two side plates 240 are inclined outward relative to the first direction towards the second traction frame 220.

[0055] It is understandable that the two side plates 240 can form a triangular force transmission structure with the bolster beam 300 and the coupler panel 230. Adding multiple connecting plates 250 between the two side plates 240 can form multiple force transmission traction sections. Each pair of connecting plates 250, the connection plate 250 and the bolster beam 300, the connection plate 250 and the coupler panel 230 and the side plates 240 between them can constitute a force transmission traction section to increase structural strength. The number of force transmission traction sections is determined by the number of connecting plates 250. The number and width of the connecting plates 250 can be determined according to the structural strength required by the traction beam 200.

[0056] like Figure 8 As an alternative approach, the vehicle traction structure provided in this application further includes a traction beam 200 with a vertical plate 260 connected to the side of the traction beam 200 and extending along the side of the traction beam 200.

[0057] The upright plate 260 is composed of two mutually perpendicular plates with an L-shaped cross section. The higher side is connected to the coupler panel 230, and its height can be the same as that of the coupler panel 230. The coupler panel 230 is welded into the mounting groove 280 on the upright plate 260. The lower side of the upright plate 260 is connected to the bolster beam 300 and the buffer beam 100. When the coupler panel 230 is under force, the force can be transferred from the higher side of the L-shaped upright plate 260 to the lower side.

[0058] like Figures 2 to 4 As an alternative approach, this application provides a vehicle traction structure in which at least a portion of the first end of the upright plate 260 is inserted into the buffer beam 100; and at least a portion of the second end of the upright plate 260 is inserted into the sleeper beam 300.

[0059] Optionally, the upright plate 260 of the traction beam has protruding structures on both sides. The protruding structures can be inserted into the buffer beam 100 and the bolster beam 300 and can be fixed by welding so that the buffer beam 100, the traction beam 200 and the bolster beam 300 form an integral structure with force transmission and traction functions.

[0060] As shown in Figure 9, as an optional approach, this application provides a vehicle traction structure in which the bolster beam 300 extends along a second direction, wherein the second direction is perpendicular to the first direction; the bolster beam 300 includes an upper cover plate 310 and a lower cover plate 320, the upper cover plate 310 and the lower cover plate 320 are connected, a reinforcing plate 330 is connected between the upper cover plate 310 and the lower cover plate 320, and the end of the second traction frame 220 is inserted between the upper cover plate 310 and the lower cover plate 320.

[0061] It is understandable that the second direction is the width direction of the vehicle chassis 10, and the bolster beam 300 is set perpendicular to the first direction and extends along the second direction to the side beams on both sides, so that the force of the second traction frame 220 can be transmitted to the side beams on both sides.

[0062] Multiple reinforcing plates 330 can be provided between the upper cover plate 310 and the lower cover plate 320 of the bolster beam 300 to enhance the structural strength of the bolster beam 300. The reinforcing plates 330 can be set to be perpendicular to, parallel to, and / or at a certain angle to the second direction. The extension direction of the reinforcing plates 330 at a certain angle to the second direction can be consistent with the extension direction of the part of the second traction frame 220 inserted into the bolster beam 300. They are made of 8mm thick steel plates. The reinforcing plates 330 can penetrate the upper cover plate 310 and the lower cover plate 320. The penetration surface is flush with the upper surface of the upper cover plate 310 and the lower surface of the lower cover plate 320. The reinforcing plates 330 can be fixed to the upper cover plate 310 and the lower cover plate 320 by welding. The welding position is between the upper cover plate 310 and the lower cover plate 320.

[0063] As an alternative, this application provides a vehicle traction structure in which a protrusion 340 is provided in the middle of the bolster beam 300, the protrusion 340 being used to connect the vehicle's bogie; the second traction frame 220 has two insertion portions 270 at its end facing the bolster beam 300, the two insertion portions 270 being respectively inserted into both sides of the protrusion 340.

[0064] The bolster beam 300 is connected to the bogie via the protrusion 340, which transmits the weight of the car body and various forces generated during operation to the bogie, and then from the bogie to the track.

[0065] Understandably, the second traction frame 220 is connected to the bolster beam 300 via a plug-in part 270. The plug-in part 270 is plugged between the upper cover plate 310 and the lower cover plate 320 of the bolster beam 300. The upper and lower surfaces of the plug-in part 270 are connected to the upper cover plate 310 and the lower cover plate 320 respectively, and the side is connected to the web plate 350 of the bolster beam 300. The connection method can be welding.

[0066] like Figure 1 As an alternative approach, this application provides a vehicle chassis 10, which includes a chassis body, a base plate, fixed skirts, and a vehicle traction structure. The base plate is connected to the chassis body, the fixed skirts are connected to both sides of the chassis body, and the vehicle traction structure is connected to the chassis body.

[0067] Understandably, the vehicle traction structure is installed on the vehicle chassis 10, located at both ends of the vehicle chassis 10, and is mainly used to bear the traction force between vehicles.

[0068] As an alternative, this application provides a vehicle including the aforementioned vehicle chassis 10.

[0069] It is understood that the vehicle chassis 10 provided in this application is used for a vehicle, such as a subway vehicle, a train vehicle, or other rail vehicle.

[0070] This application provides a vehicle traction structure, a vehicle chassis, and a vehicle. The vehicle traction structure includes a buffer beam 100, a traction beam 200, and a bolster beam 300, which are sequentially connected along a first direction. The traction beam 200 includes a first traction frame 210, a second traction frame 220, and a coupler panel 230. The first traction frame 210 is connected to the buffer beam 100, the second traction frame 220 is connected to the bolster beam 300, and the coupler panel 230 is connected between the first traction frame 210 and the second traction frame 220. The second traction frame 220 includes multiple force-transmitting traction sections, which are sequentially connected along the first direction. The vehicle traction structure provided by this application can improve product manufacturing efficiency and ensure that the structural strength meets requirements while making lightweight improvements to the vehicle chassis 10.

[0071] Finally, it should be noted that the embodiments are only used to illustrate the technical solutions of this application, and not to limit them; although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle traction structure, characterized in that, The system includes a buffer beam (100), a traction beam (200), and a bolster beam (300), which are connected sequentially along a first direction. The traction beam (200) includes a first traction frame (210), a second traction frame (220), and a coupler panel (230). The first traction frame (210) is connected to the buffer beam (100), the second traction frame (220) is connected to the bolster beam (300), and the coupler panel (230) is connected between the first traction frame (210) and the second traction frame (220). The second traction frame (220) includes multiple force-transmitting traction sections, which are connected sequentially along the first direction.

2. The vehicle traction structure according to claim 1, characterized in that, The width of the first traction frame (210) gradually decreases from the buffer beam (100) to the coupler panel (230); the width of the second traction frame (220) gradually decreases from the bolster beam (300) to the coupler panel (230).

3. The vehicle traction structure according to claim 1, characterized in that, In the plurality of the force transmission traction sections, the width of the force transmission traction section connected to the coupler panel (230) is less than or equal to the width of the force transmission traction section connected to the bolster beam (300).

4. The vehicle traction structure according to claim 1, characterized in that, The force transmission traction section includes a side plate (240) and a connecting plate (250). There are two side plates (240), and the connecting plate (250) is connected between the two side plates (240). The two side plates (240) are inclined to the outside of the second traction frame (220) relative to the first direction.

5. The vehicle traction structure according to any one of claims 1-4, characterized in that, The traction beam (200) also includes a vertical plate (260) connected to the side of the traction beam (200) and extending along the side of the traction beam (200).

6. The vehicle traction structure according to claim 5, characterized in that, At least a portion of the first end of the upright plate (260) is inserted into the buffer beam (100); at least a portion of the second end of the upright plate (260) is inserted into the pillow beam (300).

7. The vehicle traction structure according to any one of claims 1-4, characterized in that, The bolster beam (300) extends along a second direction, wherein the second direction is perpendicular to the first direction; the bolster beam (300) includes an upper cover plate (310) and a lower cover plate (320), the upper cover plate (310) is connected to the lower cover plate (320), a reinforcing plate (330) is connected between the upper cover plate (310) and the lower cover plate (320), and the end of the second traction frame (220) is inserted between the upper cover plate (310) and the lower cover plate (320).

8. The vehicle traction structure according to claim 7, characterized in that, The bolster beam (300) has a protrusion (340) in the middle, which is used to connect the bogie of the vehicle; the second traction frame (220) has two insertion parts (270) at the end facing the bolster beam (300), which are respectively inserted on both sides of the protrusion (340).

9. A vehicle chassis (10), characterized in that, It includes a chassis body, a base plate, fixed skirts, and a vehicle traction structure as described in any one of claims 1-8, wherein the base plate is connected to the chassis body, the fixed skirts are connected to both sides of the chassis body, and the vehicle traction structure is connected to the chassis body.

10. A vehicle, characterized in that, Includes the vehicle chassis (10) as described in claim 9.

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