Rail transit vehicle underframe structure

Abstract

The utility model relates to rail transit vehicle technical field, aims at solving the problem that the bottom plate of the vehicle body underframe structure adopts the equal section aluminum alloy section bar of longitudinal arrangement in prior art, cannot realize the change of bearing capacity in longitudinal direction, and the lightweight effect is limited, provides a kind of rail transit vehicle underframe structure, including two oppositely arranged underframe boundary beams, and underframe boundary beam is arranged along longitudinal direction;A plurality of underframe floor units are arranged between two underframe boundary beams, and underframe floor unit is arranged along transverse direction, and both ends of underframe floor unit are respectively fixedly connected on two underframe boundary beams, and all underframe floor units are spliced to form complete underframe floor;The utility model sets up underframe floor as a plurality of underframe floor units, and underframe floor unit is arranged transversely, and the underframe floor formed by the splicing of a plurality of transversely arranged underframe floor units can realize the change of bearing capacity in longitudinal direction, and different underframe floor units are arranged according to the different load demand, and lightweight can be realized to a greater extent.

Description

Technical Field

[0001] This utility model relates to the field of rail transit vehicle technology, and more specifically, to a rail transit vehicle chassis structure. Background Technology

[0002] The aluminum alloy underframe structure is an important component of the aluminum alloy car body. The underframe structure of traditional urban rail aluminum alloy car bodies is usually welded together from aluminum alloy floor, underframe side beams, sleeper beams, coupler traction beams, etc., forming an integral or non-integral load-bearing structure with the rest of the car body structure.

[0003] In existing technologies, the floor of the vehicle chassis structure is usually assembled by welding multiple longitudinally arranged aluminum alloy profiles together. The cross-section of the aluminum alloy profile is consistent along the entire longitudinal length (the cross-sectional shape, size, and wall thickness remain unchanged along the length direction). However, since the cross-sectional parameters (cross-sectional shape, size, and wall thickness) of the aluminum alloy profile are determined by the maximum load, the cross-sectional parameters of each aluminum alloy profile are designed according to high specifications. This results in the use of high-specification designs in low-load areas, causing material waste and increased weight, limiting the lightweighting effect, and affecting vehicle energy efficiency and operating costs.

[0004] For example, Chinese utility model patent with publication number CN207670411U discloses a chassis structure for an aluminum alloy vehicle body. The main structure of the chassis structure consists of a floor assembly and aluminum alloy side beams. The floor assembly is made up of five longitudinally arranged aluminum alloy profiles welded together. The aluminum alloy profiles adopt a uniform cross-section design along their entire length, and their cross-sectional parameters are determined by the point of maximum load. Therefore, the overall lightweight effect of the chassis structure is generally average. Utility Model Content

[0005] This utility model aims to provide a chassis structure for rail transit vehicles to solve the problem that in the prior art, the chassis structure of the car body uses longitudinally arranged aluminum alloy profiles with equal cross-sections as the base plate. The longitudinally arranged aluminum alloy profiles with equal cross-sections cannot achieve changes in load-bearing capacity in the longitudinal direction. Since the cross-sectional parameters of the aluminum alloy profiles are determined by the maximum load, the aluminum alloy profiles with equal cross-sections are designed according to high specifications, which limits the lightweight effect.

[0006] This utility model is achieved using the following technical solution: This utility model provides a chassis structure for rail transit vehicles, including two chassis side beams arranged opposite each other, the chassis side beams being arranged longitudinally; Multiple base frame floor units are arranged between the two base frame side beams. The base frame floor units are arranged laterally, and both ends of the base frame floor units are fixedly connected to the two base frame side beams respectively. All the base frame floor units are spliced ​​together to form a complete base frame floor.

[0007] This invention employs a method of configuring the underframe floor as multiple underframe floor units, arranged laterally. Each underframe floor unit can have different cross-sectional parameters (cross-sectional shape, size, wall thickness), resulting in varying load-bearing capacities. The complete underframe floor formed by splicing multiple laterally arranged underframe floor units allows for changes in longitudinal load-bearing capacity. Different underframe floor units can be strategically arranged according to different load requirements; for example, heavy-duty profiles can be placed in areas with high load requirements, while light-duty profiles can be placed in other areas. This approach balances the load-bearing capacity of the underframe structure with modularity and lightweight design. Compared to longitudinally arranged uniform cross-section aluminum alloy profiles, this design offers greater flexibility in underframe floor structure design, adapting to the load requirements of different areas. Placing light-duty profiles in areas with lower load requirements saves materials, reduces weight, and enhances lightweighting, maximizing the lightweighting of the vehicle body structure. This design is suitable for rail transit vehicle body structures, especially for vehicles with high lightweighting requirements.

[0008] In this context, longitudinal direction refers to the length of the rail transit vehicle body.

[0009] As a preferred technical solution: The two base frame side beams are arranged in parallel to each other.

[0010] As a preferred technical solution: Multiple base frame floor units are arranged in parallel to each other.

[0011] As a preferred technical solution: All the aforementioned base frame floor units are arranged longitudinally.

[0012] As a preferred technical solution: The two adjacent base frame floor units are fixedly connected.

[0013] As a preferred technical solution: The base frame floor unit is made of aluminum alloy profiles.

[0014] As a preferred technical solution: The two adjacent base frame floor units are fixed together by welding.

[0015] As a preferred technical solution: The base frame side beams are made of aluminum alloy components, and the two ends of the base frame floor unit are fixed to the corresponding base frame side beams by welding.

[0016] As a preferred technical solution: The base frame floor unit has U-shaped notches at both ends, and the base frame side beam has a corresponding insertion port. The U-shaped notch of the base frame floor unit is connected to the insertion port of the base frame side beam and is fixedly connected to the base frame side beam.

[0017] As a preferred technical solution: The aforementioned rail transit vehicle underframe structure is applicable to the body structure of rail transit vehicles.

[0018] In summary, due to the adoption of the above technical solution, the beneficial effects of this utility model are: This invention employs a method of configuring the underframe floor as multiple underframe floor units, arranged laterally. Each underframe floor unit can have different cross-sectional parameters, resulting in varying load-bearing capacities. The complete underframe floor formed by splicing multiple laterally arranged underframe floor units allows for changes in longitudinal load-bearing capacity. Different underframe floor units can be strategically arranged according to different load requirements. For example, heavy-duty profiles can be arranged in areas with high load requirements, while light-duty profiles can be arranged in other areas. This approach balances the load-bearing capacity of the underframe structure with modularity and lightweight design. Compared to longitudinally arranged uniform cross-section aluminum alloy profiles, this design offers greater flexibility in the underframe floor structure, adapting to the load requirements of different areas. Arranging light-duty profiles in areas with lower load requirements saves materials, reduces weight, and enhances the lightweight effect, maximizing the lightweighting of the vehicle body structure. This design is suitable for rail transit vehicle body structures, especially for vehicles with high lightweighting requirements. Attached Figure Description

[0019] Figure 1 This is an isometric view of the rail transit vehicle chassis structure described in this utility model.

[0020] Figure 2 This is a top view of the rail transit vehicle chassis structure described in this utility model.

[0021] Figure 3 for Figure 2 A cross-sectional view along the AA direction.

[0022] Figure 4 for Figure 2 A cross-sectional view along the BB direction.

[0023] Icons: 1. Base frame side beam one, 2. Base frame floor, 2-1. Light load profile, 2-2. Heavy load profile, 2-3. Base frame floor unit, 3. Base frame side beam two. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0025] Example 1 like Figures 1-4 As shown in the figure, this embodiment proposes a chassis structure for rail transit vehicles, including two chassis side beams arranged opposite to each other, namely chassis side beam 1 and chassis side beam 3; the chassis side beams are arranged longitudinally.

[0026] Multiple base frame floor units 2-3 are arranged between the two base frame side beams. The base frame floor units 2-3 are arranged in the transverse direction. The two ends of the base frame floor units 2-3 are fixedly connected to the two base frame side beams respectively. All the base frame floor units 2-3 are arranged in the longitudinal direction. Adjacent base frame floor units 2-3 are fixedly connected. All the base frame floor units 2-3 are spliced ​​together to form a complete base frame floor 2.

[0027] Preferably, the base frame floor unit 2-3 is made of aluminum alloy profile, and the cross-sectional parameters (cross-sectional shape, size, wall thickness) of the aluminum alloy profile can be designed to be different. Different aluminum alloy profiles with different cross-sectional parameters are selected according to different load requirements and installed in the corresponding positions so that the installed aluminum alloy profile is adapted to the load requirements of the area.

[0028] Preferably, the base frame floor unit 2-3 can be made of light-load profile 2-1 or heavy-load profile 2-2. The light-load profile 2-1 and the heavy-load profile 2-2 are arranged in a targeted manner according to different load requirements. The load-bearing capacity of the heavy-load profile 2-2 is greater than that of the light-load profile 2-1. For example, the heavy-load profile 2-2 is arranged in areas with higher load requirements, and the light-load profile 2-1 is arranged in other areas, which takes into account both the load-bearing capacity of the base frame structure and the modularity and lightweight of the structure.

[0029] Preferably, the base frame side beams are made of aluminum alloy components, and the two ends of the base frame floor unit 2-3 are fixed to the corresponding base frame side beams by welding, and two adjacent base frame floor units 2-3 are fixed by butt welding. Figure 2 and Figure 3 The symbol in the image is a welding symbol.

[0030] Preferably, the base frame floor unit 2-3 has U-shaped notches at both ends, and the base frame side beam has corresponding insertion slots on the base frame floor unit 2-3. The U-shaped notches of the base frame floor unit 2-3 mate with the insertion slots of the base frame side beams, and the two are fixed by welding. During mating, the U-shaped notches of the base frame floor unit 2-3 can be precisely inserted into the insertion slots of the base frame side beams, and the insertion slots are used to position the base frame floor unit 2-3 to ensure the installation accuracy of the base frame floor unit 2-3.

[0031] This utility model adopts a method of arranging the base frame floor units 2-3 (i.e., profiles) laterally. In this way, profiles with different cross-sectional parameters (cross-sectional shape, size, wall thickness) can be arranged in areas of the aluminum alloy floor structure that bear different loads. While ensuring the strength and rigidity of the vehicle body, the lightweighting of the vehicle body structure can be achieved to a greater extent.

[0032] This invention is applicable to the body structure of rail transit vehicles, especially for vehicles with high lightweight requirements. The rail transit vehicle underframe structure of this invention is applied to the underframe structure of maglev vehicles. While meeting the strength and rigidity requirements for mounting different electrical equipment at different parts of the underbody, it minimizes the weight of the vehicle body, maximizes the effective utilization of limited levitation force, and increases the passenger capacity of maglev vehicles.

[0033] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A chassis structure for rail transit vehicles, characterized in that: It includes two opposing base frame side beams, which are arranged longitudinally; Multiple base frame floor units are arranged between the two base frame side beams. The base frame floor units are arranged laterally, and both ends of the base frame floor units are fixedly connected to the two base frame side beams respectively. All the base frame floor units are spliced ​​together to form a complete base frame floor.

2. The rail transit vehicle chassis structure according to claim 1, characterized in that: The two base frame side beams are arranged in parallel to each other.

3. The rail transit vehicle chassis structure according to claim 1, characterized in that: Multiple base frame floor units are arranged in parallel to each other.

4. The rail transit vehicle chassis structure according to claim 1, characterized in that: All the aforementioned base frame floor units are arranged longitudinally.

5. The rail transit vehicle chassis structure according to claim 4, characterized in that: The two adjacent base frame floor units are fixedly connected.

6. The rail transit vehicle chassis structure according to claim 5, characterized in that: The base frame floor unit is made of aluminum alloy profiles.

7. The rail transit vehicle chassis structure according to claim 6, characterized in that: The two adjacent base frame floor units are fixed together by welding.

8. The rail transit vehicle chassis structure according to claim 6, characterized in that: The base frame side beams are made of aluminum alloy components, and the two ends of the base frame floor unit are fixed to the corresponding base frame side beams by welding.

9. The rail transit vehicle chassis structure according to claim 1, characterized in that: The base frame floor unit has U-shaped notches at both ends, and the base frame side beam has a corresponding insertion port. The U-shaped notch of the base frame floor unit is connected to the insertion port of the base frame side beam and is fixedly connected to the base frame side beam.

10. The rail transit vehicle chassis structure according to claim 1, characterized in that: The aforementioned rail transit vehicle underframe structure is applicable to the body structure of rail transit vehicles.

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