Car body transfer device, transfer system and straddle-type monorail vehicle production line

Abstract

This utility model provides a vehicle body transfer device, a transfer system, and a straddle-type monorail transit vehicle production line, relating to the field of rail transit technology. The device's base frame includes a main frame and lugs. The main frame extends horizontally along its length, and multiple lugs extending horizontally are connected to its front and rear ends. Multiple track wheels are mounted on the front and rear ends of the base frame via these lugs. Multiple support frames are spaced apart at the top of the main frame in the horizontal direction and are slidably connected to the main frame in the horizontal direction. A locking structure is provided between any support frame and the main frame, allowing the support frame to be locked or unlocked in multiple positions. The top of each support frame has a support seat for connecting to the vehicle body. The device ensures the vehicle body's posture stability and overall rigidity during transfer, reduces the number of devices required in the production line, and the base frame structure facilitates lightweight design of the device, reducing storage space requirements in the production line.

Description

Technical Field

[0001] This utility model relates to the field of rail transit technology, and more specifically, to a vehicle body transfer device, a transfer system, and a production line for straddle-type monorail transit vehicles. Background Technology

[0002] In the manufacturing process of vehicles for transportation systems such as straddle-type monorail transit, after the main frame of the vehicle body has completed the bonding of certain components (such as glass, interior panels, sealing strips, etc.), it usually needs to be transferred to a specific curing room or static area to use the temperature and humidity conditions of the curing room or static area to cure and maintain the bonded components.

[0003] In some technologies, hoisting equipment is used to lift and transfer the vehicle body. However, this process can easily cause the vehicle body to sway and deform under stress, leading to misalignment of the bonding components to be cured during the transfer, thus affecting the yield of the finished product. In other technologies, an integrated transfer flatbed truck is used for the transfer of the vehicle body, which can improve the problem of misalignment of bonding components to be cured caused by hoisting to some extent. However, the structure of the transfer flatbed truck is usually designed to be large and cumbersome, occupying a lot of space, which is not conducive to the lightweight design of the vehicle body transfer device, nor is it conducive to the storage of the vehicle body transfer device. Utility Model Content

[0004] This utility model aims to address, to some extent, the problem in related technologies of how to ensure the stability of vehicle body transfer while also taking into account the lightweight design requirements of the vehicle body transfer device.

[0005] To at least partially address at least one aspect of the aforementioned problems, in a first aspect, this utility model provides a vehicle body transfer device, comprising a base frame, support frames, track wheels, and a locking structure; the base frame includes a main frame and lugs, the main frame extending horizontally along its length, and multiple lugs extending horizontally connected to the front and rear ends of the main frame, respectively; two track wheels are mounted on the front and rear ends of the base frame via the multiple lugs; multiple support frames are spaced apart at the top of the main frame in the horizontal direction and slidably connected to the main frame in the horizontal direction; a locking structure is provided between any support frame and the main frame, thereby enabling the support frame to be locked or unlocked in multiple positions; the top of the support frame is provided with a support seat for connecting to a vehicle body.

[0006] Optionally, the support frame further includes a base plate and an intermediate support structure; the upper end of the intermediate support structure is connected to the support seat, and the lower end is connected to the base plate; the base plate is slidably connected to the main frame in the left-right direction; the projection of the base plate in the vertical direction onto the base frame covers the projection of the intermediate support structure and the projection of the support seat in the vertical direction onto the base frame; the base plate is provided with a first connecting hole for connecting with the locking structure.

[0007] Optionally, the intermediate support structure includes a plurality of vertical extensions, which are connected to each other; An opening is formed between the plurality of the vertical extension members on one or more sides of the intermediate support structure in the circumferential direction; And / or, at least one of the plurality of vertical extensions has a lower cross-sectional area that is greater than the upper cross-sectional area.

[0008] Optionally, the plurality of vertical extension members include a first plate, a second plate, and a third plate arranged vertically; the two first plates are arranged opposite each other in the left-right direction, and the second plate is located between the two first plates, perpendicular to the first plates, and its two ends are respectively connected to the middle of the two first plates along the front-back direction; The second plate is connected to the third plate on at least one side along the front-back direction. The third plate is disposed opposite to the first plate, and the third plate and the first plate form the opening. The upper ends of the first plate, the second plate and the third plate are respectively welded to or detachably connected to the support base, and the lower ends are respectively welded to the base plate. The distance from the lower end of the third plate away from the second plate in the front-rear direction to the second plate is greater than the distance from the lower end of the first plate away from the second plate in the front-rear direction to the second plate.

[0009] Optionally, the top of the support base is provided with a receiving groove, and an anti-slip pad is provided in the receiving groove.

[0010] Optionally, the main frame includes a top plate, a bottom plate, side plates, end plates, and an internal reinforcing structure; two side plates are arranged opposite each other along the front-rear direction, and two end plates are arranged opposite each other along the left-right direction; the top plate, bottom plate, side plates, and end plates are connected to form a box-shaped structure, and the internal reinforcing structure is connected inside the box-shaped structure; the lug is connected to at least one of the side plates, the bottom plate, and the top plate.

[0011] Optionally, the internal reinforcing structure includes multiple reinforcing plates, which are spaced apart in the left-right direction. The density of the reinforcing plates in the region corresponding to the ear seat inside the box-shaped structure is greater than the density of the reinforcing plates in other regions. Each reinforcing plate is connected to at least two of the top plate, the bottom plate, and the side plate. And / or, at least one of the top plate and the bottom plate is provided with a first weight-reducing hole at the midpoint of the left-right direction, and the first weight-reducing hole is also used for the passage of welding tools; And / or, the two side plates are respectively provided with multiple hoisting interfaces at intervals in the left and right directions.

[0012] Optionally, the top of the main frame is provided with a plurality of support plates spaced apart in the left and right directions. The support plates are provided with guide rails and are slidably connected to the support frame through the guide rails. The support plates are provided with a plurality of second connection holes for connecting with the locking structure.

[0013] Secondly, the present invention provides a transfer system, which includes a track and a plurality of vehicle transfer devices as described in any one of the first aspects above, wherein the plurality of vehicle transfer devices are distributed at intervals in the front-rear direction, and the track wheels of the vehicle transfer devices are supported on the track.

[0014] Thirdly, this utility model provides a straddle-type monorail transit vehicle production line, which includes a bonding station, a maintenance station, and a transfer system as described in the second aspect above. The track of the transfer system passes through at least the bonding station and the maintenance station. The bonding station is used to bond components to the main frame of the vehicle body, and the maintenance station is used to maintain the vehicle body with the bonded components.

[0015] Compared to existing technologies, in this invention, the vehicle body transfer device can be arranged at the bottom of the vehicle body. For example, multiple vehicle body transfer devices can be distributed at intervals in the front-to-back direction. The vehicle body transfer device can travel on a preset track via track wheels, ensuring the stability of the vehicle body transfer device during the transfer process. Multiple support frames are spaced at the top of the main frame in the left-to-right direction and are slidably connected to the main frame in the left-to-right direction. On the one hand, the operator can adjust the support seats at the top of each support frame to suitable structural strength points at the bottom of the vehicle body as needed. For example, in straddle-type monorail transit, the support seats can be adjusted to align with the air spring seats at the bottom of the vehicle body and support the air spring seats. Then, the position of the support frame is locked by a locking structure, thereby achieving reliable multi-point support for the vehicle body. This ensures the posture stability and overall rigidity of the vehicle body during the transfer process, and helps to eliminate adhesion caused by vehicle body deformation or vibration. The risk of component misalignment is reduced, which helps improve the yield rate of the vehicle body after curing. On the other hand, the support frame can be adjusted in the left and right directions to adapt to the support needs of various vehicle body sizes. The vehicle body transfer device has high applicability to multiple vehicle body models, avoiding the need to equip each model with a separate vehicle body transfer device, which helps reduce the total number of vehicle body transfer devices and reduce storage space requirements. At the same time, the main frame of the underframe extends in the left and right direction, and two track wheels are installed at the front and rear ends of the main frame through multiple lugs. The lugs extend the installation point of the track wheels outward from the main frame body in the front and rear direction. On the one hand, this ensures the track wheel support track ...

[0016] In general, the support frame of the vehicle body transfer device of this utility model can be adjusted in position as needed to form support for the structurally strong parts of the bottom of the vehicle body suitable for bearing loads, thereby ensuring the posture stability and overall rigidity of the vehicle body during the transfer process. It can also adapt to the support and transfer requirements of different vehicle body models by adjusting the position, which helps to reduce the total number of vehicle body transfer devices required. The structural design of the base frame also helps to reduce the overall cross-sectional size and weight of the main frame, making the structure of the vehicle body transfer device more compact, which is conducive to the lightweight design of the vehicle body transfer device and helps to reduce the storage space requirements of the vehicle body transfer device in the production line. Attached Figure Description

[0017] Figure 1 This is a three-dimensional structural diagram of the transfer system in an embodiment of the present invention; Figure 2 for Figure 1 Another schematic diagram of the transfer system shown; Figure 3 for Figure 1 Another schematic diagram of the transfer system shown; Figure 4 This is a three-dimensional structural diagram of the vehicle body transfer device in an embodiment of this utility model; Figure 5 This is an exploded structural diagram of the vehicle body transfer device in an embodiment of this utility model.

[0018] Explanation of reference numerals in the attached figures: 1-Base frame; 11-Main frame; 111-Top plate; 112-Bottom plate; 113-Side plate; 114-End plate; 115-Internal reinforcing structure; 1151-First reinforcing plate; 1152-Second reinforcing plate; 1101-First weight reduction hole; 1102-Second weight reduction hole; 116-Lifting interface; 12-Ear seat; 13-Support plate; 131-Second connecting hole; 14-Guide rail; 2-Support frame; 21-Support seat; 211-Accommodation groove; 212-Anti-slip pad; 22-Seat plate; 221-First connecting hole; 23-Intermediate support structure; 231-First plate; 232-Second plate; 233-Third plate; 234-Opening; 3-Rail wheel; 4-Locking structure; 5-Rail; 6-Car body; 61-Air spring seat. Detailed Implementation

[0019] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0020] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0021] In the description of this specification, the references to terms such as "embodiment," "one embodiment," "some implementations," "exemplary," and "one implementation," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or implementation is included in at least one embodiment or implementation of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or implementation. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or implementations.

[0022] The terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature.

[0023] In the attached figures, the X-axis represents the front-to-back position, with the positive direction of the X-axis (i.e., the direction the arrow points) indicating the front and the negative direction indicating the rear. The Y-axis represents the horizontal direction and is designated as the left-to-right position, with the positive direction of the Y-axis (i.e., the direction the arrow points) indicating the right and the negative direction indicating the left. The Z-axis represents the vertical direction, i.e., the up-down position, with the positive direction of the Z-axis (i.e., the direction the arrow points) indicating up and the negative direction indicating down. It should be noted that the aforementioned representations of the X, Y, and Z axes are merely for the convenience of describing this utility model 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 utility model.

[0024] like Figures 1 to 4 As shown, the main reference is... Figure 4 This utility model provides a vehicle body transfer device A, which includes a base frame 1, a support frame 2, track wheels 3, and a locking structure 4. The base frame 1 includes a main frame 11 and lugs 12. The main frame 11 extends in the left-right direction along its length. Multiple lugs 12 extending in the left-right direction are connected to the front and rear ends of the main frame 11, respectively. Two track wheels 3 are installed at the front and rear ends of the base frame 1 through the multiple lugs 12. Multiple support frames 2 are spaced apart at the top of the main frame 11 in the left-right direction and are slidably connected to the main frame 11 in the left-right direction. A locking structure 4 is provided between any support frame 2 and the main frame 11, which enables the support frame 2 to be locked or unlocked in multiple positions. The top of the support frame 2 is provided with a support seat 21 for connecting with the vehicle body 6.

[0025] like Figure 1 and Figure 2 As shown, in this embodiment, the front-to-back direction of the main frame 11 is the traveling direction of the vehicle body transfer device A. The vehicle body transfer device A is arranged at the bottom of the vehicle body 6. Each vehicle body 6 can be transferred by multiple vehicle body transfer devices A. For example, multiple vehicle body transfer devices A are distributed at intervals in the front-to-back direction. The vehicle body transfer device A can travel on the preset track 5 via the track wheels 3. Figure 1 The image shows two vehicle body transfer devices A spaced apart in the front-rear direction, but it is not limited to this. The number of vehicle body transfer devices A in the front-rear direction at the bottom of the vehicle body 6 can be more than two.

[0026] like Figures 3 to 5As shown, in each vehicle body transfer device A, there are two support frames 2 in the left and right directions, but it is not limited to this, for example, there can be more than two.

[0027] In this embodiment, exemplarily, the car body transfer device A is used in the production line of a straddle-type monorail transit system. Two car body transfer devices A are provided for the same car body 6, one at the front and one at the rear. Each car body transfer device A has two support frames 2 on the left and right sides. The two car body transfer devices A correspond to the areas of the car body 6 seat plate 22 used for mounting the bogies. The two support frames 2 of each car body transfer device A support the air spring seats 61 at the bottom of the car body 6. The air spring seats 61 are used to connect with the air spring mechanism of the bogie during subsequent vehicle assembly. However, it should be noted that the number and position of the support frames 2 are not limited to this; they can be determined according to actual needs. For example, in addition to these four support frames 2, support frames 2 supported at other locations, such as longitudinal beams, can also be included. This will not be described in detail here.

[0028] In some scenarios, the unassembled main frame of the vehicle body 6 can be hoisted onto multiple vehicle body transfer devices A, then components can be bonded to the main frame, and finally the vehicle body 6 can be transferred, for example, to a maintenance room. In other scenarios, the bonded vehicle body 6 can be hoisted from a relatively short distance to a vehicle body transfer device A, and then the vehicle body 6 can be transferred a relatively long distance using the vehicle body transfer device A, for example, to a maintenance room.

[0029] The base frame 1 is the basic load-bearing frame of the vehicle body transfer device A and the installation foundation for all other components. It directly bears the entire weight from the vehicle body 6 and transfers it to the track 5 via the track wheels 3. The base frame 1 includes a main frame 11 and lugs 12. The main frame 11 is the core load-bearing component of the base frame 1, and the lugs 12 connect the main frame 11 and the track wheels 3. With this design, the main frame 11 and the lugs 12 can be structurally designed according to actual load requirements. Even if the main frame 11 itself is narrow in the front-to-back direction, the wheel spacing of the front and rear track wheels 3 can be ensured by extending the lugs 12, thus meeting the structural requirements for the installation of the track wheels 3.

[0030] The locking structure 4 does not restrict the locking or unlocking of the support frame 2 and the main frame 11. When the support frame 2 slides to the target position in the left and right directions, it is rigidly connected to the main frame 11 through the locking structure 4 to prevent the support frame 2 from shifting during the transfer process, thus ensuring the safety and reliability of the vehicle body transfer device A in supporting and transferring the vehicle body 6.

[0031] Thus, in this embodiment, the vehicle body transfer device A can be arranged at the bottom of the vehicle body 6. For example, multiple vehicle body transfer devices A can be distributed at intervals in the front-to-back direction. The vehicle body transfer device A can travel on the preset track 5 via the track wheels 3, ensuring the stability of the vehicle body transfer device A during the transfer process. Multiple support frames 2 are spaced at the top of the main frame 11 in the left-to-right direction and are slidably connected to the main frame 11 in the left-to-right direction. On the one hand, the operator can adjust the support seats 21 at the top of each support frame 2 to a suitable structural strength point at the bottom of the vehicle body 6 as needed. For example, in straddle-type monorail transit, the support seats 21 can be adjusted to align with the air spring seats 61 at the bottom of the vehicle body 6 and support the air spring seats 61. Then, the position of the support frame 2 is locked by the locking structure 4, thereby achieving reliable multi-point support for the vehicle body 6. This ensures the posture stability and overall rigidity of the vehicle body 6 during the transfer process, and helps to eliminate adhesion caused by deformation or vibration of the vehicle body 6. The risk of component misalignment is beneficial to improving the yield rate of the vehicle body 6 after curing. On the other hand, the support frame 2 can be adjusted in the left and right directions to adapt to the support needs of various vehicle body specifications. The vehicle body transfer device A has high applicability to multiple vehicle body models, avoiding the need to equip each vehicle model with a separate vehicle body transfer device A, which helps to reduce the total number of vehicle body transfer devices A and reduce storage space requirements. At the same time, the main frame 11 of the base frame 1 extends in the left and right directions in the length direction. The front and rear ends of the main frame 11 are respectively equipped with two track wheels 3 through multiple ear seats 12. The ear seats 12 extend the mounting points of the track wheels 3 from the main frame 11 outward in the front and rear directions. On the one hand, this ensures the support wheel track of the track wheels 3 in the front and rear directions, enhancing the stability of movement. On the other hand, it makes it unnecessary for the main frame 11 to be designed with a large size in the front and rear directions in order to install the track wheels 3. This helps to reduce the overall cross-sectional size and weight of the main frame 11, making the structure of the vehicle body transfer device A more compact and conducive to the lightweight design of the vehicle body transfer device A.

[0032] In general, the support frame 2 of the vehicle body transfer device A of this utility model can be adjusted in position as needed to form support for the structurally strong parts of the bottom of the vehicle body 6 suitable for bearing loads, thereby ensuring the posture stability and overall rigidity of the vehicle body 6 during the transfer process. It can also adapt to the support and transfer requirements of different models of vehicle bodies 6 by adjusting the position, which helps to reduce the total number of vehicle body transfer devices A. The structural design of the base frame 1 also helps to reduce the overall cross-sectional size and weight of the main frame 11, making the structure of the vehicle body transfer device A more compact, which is conducive to the lightweight design of the vehicle body transfer device A and helps to reduce the storage space requirements of the vehicle body transfer device A in the production line.

[0033] like Figure 4 and Figure 5As shown, the support frame 2 also includes a base plate 22 and an intermediate support structure 23; the upper end of the intermediate support structure 23 is connected to the support seat 21, and the lower end is connected to the base plate 22. The base plate 22 is slidably connected to the main frame 11 in the left and right direction. The projection of the base plate 22 in the vertical direction on the base frame 1 covers the projection of the intermediate support structure 23 and the support seat 21 in the vertical direction on the base frame 1. The base plate 22 is provided with a first connection hole 221 for connecting with the locking structure 4.

[0034] Specifically, the intermediate support structure 23 is connected to both the support base 21 and the seat plate 22, transmitting force between them. It can be a rigid support structure or a height-adjustable mechanism; there are no limitations. The structural arrangement of the intermediate support structure 23 provides a stable force transmission path, ensuring the vertical stiffness and anti-overturning capability of the support frame 2, and ensuring the stability of the vehicle body 6 during transport. The first connecting hole 221 is typically a through hole, through which the locking structure 4 passes and connects to the main frame 11.

[0035] Thus, the support frame 2 can be modularly designed and reconnected, the seat plate 22 is slidably connected to the main frame 11, and a first connection hole 221 is provided to meet the position adjustment and locking requirements of the support frame 2 on the main frame 11; the intermediate support structure 23, as a key force transmission component, can ensure the support frame 2's resistance to lateral forces and overturning stability through its structural design; the support seat 21 can be designed according to the support requirements of the bottom of the vehicle body 6. Optionally, the intermediate support structure 23 includes a plurality of vertically arranged vertical extensions connected to each other.

[0036] Specifically, multiple vertical extensions are connected together, with the upper end connected to the support base 21 and the lower end connected to the base plate 22.

[0037] like Figure 4 As shown, optionally, an opening 234 is formed between the multiple vertical extensions on one or more sides of the intermediate support structure 23.

[0038] After multiple vertical extensions are connected, the shape of the intermediate support structure 23 in the horizontal section is not a fully enclosed structure, but has an opening 234 surrounded by multiple vertical extensions. This can reduce the overall weight of the intermediate support structure 23, avoid the material redundancy caused by using solid blocks or closed boxes, and is conducive to the weight reduction of Q. In addition, the opening 234 can form a connection channel between the vertical extensions. For example, welding operations between the vertical extensions can be carried out through the opening 234.

[0039] like Figure 5As shown, in this embodiment, the plurality of vertical extension members include a first plate 231, a second plate 232 and a third plate 233; the two first plates 231 are arranged opposite each other in the left-right direction, and the second plate 232 is located between the two first plates 231, perpendicular to the first plates 231, and its two ends are respectively connected to the middle of the two first plates 231 in the front-back direction. The second plate 232 is connected to at least one side of the third plate 233 along the front-back direction. The third plate 233 is arranged opposite to the first plate 231, and the third plate 233 and the first plate 231 form an opening 234. The upper ends of the first plate 231, the second plate 232 and the third plate 233 are respectively welded to the support base 21 or detachably connected, and the lower ends are respectively welded to the base plate 22.

[0040] It should be understood here that in some scenarios, the two first plates 231 and the second plate 232 can be replaced by H-beams, and the above-mentioned intermediate support structure 23 can be obtained by welding the third plate 233 on the basis of the H-beams.

[0041] Thus, the intermediate support structure 23, composed of the first plate 231, the second plate 232, and the third plate 233, can effectively distribute and transfer the load. Its open design 234 takes into account both the requirements for lightweighting and the convenience of connection. The plate connections in multiple directions can ensure the overall rigidity, torsional resistance, and anti-tilting ability of the intermediate support structure 23. This support frame 2 not only has extremely high load-bearing strength in the vertical direction, but can also easily cope with the complex forces and impacts in various directions during the transfer process, thereby ensuring the stability of the support for the vehicle body 6.

[0042] like Figure 4 and Figure 5 As shown, optionally, the cross-sectional area of ​​the lower end of at least one of the multiple vertical extensions is greater than the cross-sectional area of ​​the upper end.

[0043] In some scenarios, at least one of the multiple vertical extensions constituting the intermediate support structure 23 is designed as a variable cross-section structure that gradually expands from top to bottom. This shape, which is wider at the bottom and narrower at the top, is similar to a "pier" or "base" in structural mechanics, which can greatly enhance the stability of the component in resisting lateral forces and overturning.

[0044] like Figure 5 As shown, in this embodiment, the distance from the lower end of the end face of the third plate 233 that is away from the second plate 232 in the front-back direction to the second plate 232 is greater than the distance from the lower end of the end face of the first plate 231 that is away from the second plate 232 in the front-back direction to the second plate 232.

[0045] Specifically, at least a portion of the end face of the third plate 233 that is away from the second plate 232 in the front-rear direction is an inclined surface, and the inclined surface faces obliquely upward. The bottom support point of the third plate 233 in the front-rear direction is further outward than that of the first plate 231, ensuring the reliability of the support structure 23 for the support base 21.

[0046] In this case, the first connecting hole 221 on the base plate 22 can be arranged on both sides of the third plate 233 in the left and right directions. The structural arrangement of the third plate 233 can avoid interference with the arrangement of the first connecting hole 221. The structural design is reasonable and highly practical.

[0047] In the above embodiments, optionally, the top of the support base 21 is provided with a receiving groove 211, and the receiving groove 211 is provided with an anti-slip pad 212.

[0048] The anti-slip mat 212 is typically made of a material with a high coefficient of friction and moderate elasticity (such as polyurethane, rubber, or engineering plastics). It is embedded in the receiving groove 211 and comes into direct contact with the bottom of the vehicle body 6.

[0049] The anti-slip pad 212 is housed in the receiving groove 211. Fasteners can be arranged in both parts. For example, the fasteners pass through the anti-slip pad 212 and connect to the bottom of the receiving groove 211, or the fasteners pass through the anti-slip pad 212 and the bottom of the receiving groove 211 and connect to the intermediate connecting structure.

[0050] At least the anti-slip mat 212 can be provided with a drainage structure to prevent water accumulation.

[0051] In this way, the support frame 2 can achieve high friction and soft contact with the bottom of the vehicle body 6 through the anti-slip pad 212, which can reduce the risk of slippage of the vehicle body 6. The anti-slip pad 212 is also conducive to absorbing the vibration of the vehicle body 6 during the transfer process to a certain extent, and improving the stability of the transfer of the vehicle body 6.

[0052] like Figure 5 As shown, optionally, the main frame 11 includes a top plate 111, a bottom plate 112, side plates 113, end plates 114, and an internal reinforcing structure 115; the two side plates 113 are arranged opposite each other in the front-to-back direction, and the two end plates 114 are arranged opposite each other in the left-to-right direction. The top plate 111, bottom plate 112, side plates 113, and end plates 114 are connected to form a box-shaped structure, and the internal reinforcing structure 115 is connected inside the box-shaped structure; the ear seat 12 is connected to at least one of the side plates 113 among the side plates 113, bottom plate 112, and top plate 111.

[0053] Specifically, the top plate 111, bottom plate 112, side plate 113 and end plate 114 are welded together to form a box-shaped structure. The welding process is not limited. In some scenarios, the bottom plate 112, side plate 113 and end plate 114 can be welded together first, then the internal reinforcing structure 115 can be welded, and finally the top plate 111 can be welded.

[0054] The structure of the ear seat 12 is not a limitation. For any track wheel 3, it usually has two ear seats 12 on the left and right, and the track wheel 3 is arranged between the two corresponding ear seats 12. The three are connected by a connecting shaft.

[0055] The internal reinforcing structure 115 is not a limitation, and it is connected to one or more of the top, side, bottom, and end plates 114 to enhance the structural performance of the main frame 11.

[0056] In some scenarios, each ear seat 12 includes two upright plates and a cover plate spaced apart in the left and right directions. The two upright plates are welded to the side plate 113 respectively. The cover plate is used to cover the gap between the two upright plates. The cover plate is connected to the two upright plates respectively. One end extends to the bottom of the two upright plates and is welded to the bottom plate 112 as a whole. The other end extends to the top of the two upright plates and is welded to the top plate 111 as a whole.

[0057] Thus, the box-shaped structure formed by the connection of the top plate 111, bottom plate 112, side plate 113, and end plate 114, and the internal reinforcement structure inside the box-shaped structure, can obtain good bending and torsional stiffness of the main frame 11, ensuring the support performance of the multiple support frames 2 on it; the ear seat 12 is connected to at least one of the side plates 113 of the side plate 113, bottom plate 112, and top plate 111, which can ensure the reliability of the connection between the ear seat 12 and the box-shaped structure.

[0058] like Figure 5 As shown, optionally, at least one of the top plate 111 and the bottom plate 112 is provided with a first weight-reducing hole 1101 at the middle position in the left-right direction. The first weight-reducing hole 1101 is also used for the passage of welding tools.

[0059] Specifically, the first weight-reducing hole 1101 is located between the areas corresponding to the left and right track wheels 3, which is beneficial to the lightweight design of the main frame 11 and also facilitates the welding of internal reinforcing components.

[0060] Optionally, the internal reinforcing structure 115 includes multiple reinforcing plates, which are spaced apart in the left and right direction. The density of the reinforcing plates in the area corresponding to the ear seat 12 inside the box-shaped structure is greater than the density of the reinforcing plates in other areas. Each reinforcing plate is connected to at least two of the top plate 111, bottom plate 112 and side plate 113.

[0061] like Figure 5As shown, the density of the reinforcing plates in a certain area inside the box-shaped structure refers to the volume ratio of the reinforcing plates per unit space volume in that area.

[0062] Among the multiple reinforcing plates, there is a first reinforcing plate 1151 and a second reinforcing plate 1152. The reinforcing plate in the area inside the box-shaped structure corresponding to the ear seat 12 is the first reinforcing plate 1151, and the reinforcing plate in the area inside the box-shaped structure corresponding to the first weight-reducing hole 1101 is the second reinforcing plate 1152. Figure 5 It can be seen that the interval between the first reinforcing plates 1151 in the left and right directions is smaller than the interval between the second reinforcing plates 1152 in the left and right directions.

[0063] The second reinforcing plate 1152 at the first weight-reducing hole 1101 can be set to be continuous or discontinuous in the front-back direction. The first weight-reducing hole 1101 facilitates the welding operation of the second reinforcing plate 1152.

[0064] In this way, by strengthening the box-shaped structure in the area corresponding to the ear seat 12 where the load is concentrated, for example by reducing the distribution interval of the reinforcing plates in this area, the fatigue strength, load-bearing reliability and service life of the main frame 11 in the weak area of ​​the connection area of ​​the ear seat 12 can be improved without significantly increasing the weight and cost.

[0065] A second weight-reducing hole 1102 may also be provided on the end plate 114 and the first reinforcing plate 1151, which is not a limitation.

[0066] like Figure 5 As shown, the two side plates 113 are provided with multiple lifting interfaces 116 at intervals in the left and right directions. This facilitates the transfer of Q by a lifting device when not in use.

[0067] like Figure 4 and Figure 5 As shown, optionally, the top of the main frame 11 is provided with a plurality of support plates 13 at intervals in the left and right directions. The support plates 13 are provided with guide rails 14. The support plates 13 are slidably connected to the support frame 2 through the guide rails 14. The support plates 13 are provided with a plurality of second connection holes 131 for connecting with the locking structure 4.

[0068] Specifically, the support plate 13 is welded to the main frame 11, which facilitates the obtaining of a relatively flat plane by machining the top surface of the support plate 13, thereby facilitating reliable contact between the main frame 11 and the seat plate 22 of the support frame 2 via the support plate 13. The cross-sectional shape of the guide rail 14 is not limited, and the guide rail 14 and the support frame 2 can be separated by sliding in the left and right directions. The second connecting hole 131 can be a threaded hole, and the locking structure 4 can be a fastener, which passes through the first connecting hole 221 and is threadedly connected to the second connecting hole 131.

[0069] like Figures 1 to 3 As shown, another embodiment of the present invention provides a transfer system, which includes a track 5 and a plurality of vehicle transfer devices A as described in the above embodiment. The plurality of vehicle transfer devices A are distributed at intervals in the front-rear direction, and the track wheels 3 of the vehicle transfer devices A are supported on the track 5.

[0070] Another embodiment of this utility model provides a straddle-type monorail transit vehicle production line, which includes a bonding station, a maintenance station, and a transfer system as described in the above embodiment. The track 5 of the transfer system passes through at least the bonding station and the maintenance station. The bonding station is used to bond components to the main frame of the vehicle body 6, and the maintenance station is used to maintain the vehicle body 6 with the bonded components.

[0071] The transfer system and straddle-type monorail vehicle production line have all the beneficial effects of the vehicle body transfer device A, which will not be elaborated here.

[0072] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.

Claims

1. A vehicle body transfer device, characterized in that, The system includes a base frame (1), support frames (2), track wheels (3), and a locking structure (4). The base frame (1) includes a main frame (11) and ear seats (12). The main frame (11) extends in the left-right direction along its length. Multiple ear seats (12) extending in the left-right direction are connected to the front and rear ends of the main frame (11). Two track wheels (3) are installed at the front and rear ends of the base frame (1) through multiple ear seats (12). Multiple support frames (2) are spaced apart at the top of the main frame (11) in the left-right direction and are slidably connected to the main frame (11) in the left-right direction. The locking structure (4) is provided between any support frame (2) and the main frame (11). The locking structure (4) enables the support frame (2) to be locked or unlocked in multiple positions. The top of the support frame (2) is provided with a support seat (21) for connecting with the vehicle body (6).

2. The vehicle body transfer device as described in claim 1, characterized in that, The support frame (2) further includes a seat plate (22) and an intermediate support structure (23); the upper end of the intermediate support structure (23) is connected to the support base (21), and the lower end is connected to the seat plate (22). The seat plate (22) is slidably connected to the main frame (11) in the left-right direction. The projection of the seat plate (22) on the base frame (1) in the up-down direction covers the projection of the intermediate support structure (23) and the support base (21) on the base frame (1) in the up-down direction. The seat plate (22) is provided with a first connecting hole (221) for connecting with the locking structure (4).

3. The vehicle body transfer device as described in claim 2, characterized in that, The intermediate support structure (23) includes multiple vertical extensions connected to each other. An opening (234) is formed between the plurality of the vertical extension members on one or more sides of the intermediate support structure (23) in the circumferential direction. And / or, at least one of the plurality of vertical extensions has a lower cross-sectional area that is greater than the upper cross-sectional area.

4. The vehicle body transfer device as described in claim 3, characterized in that, The plurality of vertical extension members include a first plate (231), a second plate (232), and a third plate (233) arranged vertically; the two first plates (231) are arranged opposite each other in the left-right direction, and the second plate (232) is located between the two first plates (231), perpendicular to the first plates (231), and its two ends are respectively connected to the middle of the two first plates (231) along the front-back direction; The second plate (232) is connected to the third plate (233) on at least one side along the front-back direction. The third plate (233) is disposed opposite to the first plate (231), and the third plate (233) and the first plate (231) form the opening (234). The upper ends of the first plate (231), the second plate (232) and the third plate (233) are respectively welded to or detachably connected to the support base (21), and the lower ends are respectively welded to the base plate (22). The distance from the lower end of the third plate (233) away from the second plate (232) in the front-back direction to the second plate (232) is greater than the distance from the lower end of the first plate (231) away from the second plate (232) in the front-back direction to the second plate (232).

5. The vehicle body transfer device as described in claim 1, characterized in that, The top of the support base (21) is provided with a receiving groove (211), and an anti-slip pad (212) is provided in the receiving groove (211).

6. The vehicle body transfer device as described in claim 1, characterized in that, The main frame (11) includes a top plate (111), a bottom plate (112), side plates (113), end plates (114), and an internal reinforcing structure (115); the two side plates (113) are arranged opposite each other along the front-back direction, and the two end plates (114) are arranged opposite each other along the left-right direction. The top plate (111), the bottom plate (112), the side plates (113), and the end plates (114) are connected to form a box-shaped structure. The internal reinforcing structure (115) is connected inside the box-shaped structure. The ear seat (12) is connected to at least one of the side plates (113), the bottom plate (112), and the top plate (111).

7. The vehicle body transfer device as described in claim 6, characterized in that, The internal reinforcing structure (115) includes multiple reinforcing plates, which are spaced apart in the left and right directions. The density of the reinforcing plates in the area corresponding to the ear seat (12) inside the box-shaped structure is greater than the density of the reinforcing plates in other areas. Any reinforcing plate is connected to at least two of the top plate (111), the bottom plate (112), and the side plate (113). And / or, at least one of the top plate (111) and the bottom plate (112) is provided with a first weight-reducing hole (1101) at the middle position in the left-right direction, and the first weight-reducing hole (1101) is also used for the passage of welding tools; And / or, the two side plates (113) are respectively provided with a plurality of hoisting interfaces (116) at intervals in the left and right directions.

8. The vehicle body transfer device as described in claim 1, characterized in that, The top of the main frame (11) is provided with multiple support plates (13) spaced apart in the left and right directions. The support plates (13) are provided with guide rails (14). The support plates (13) are slidably connected to the support frame (2) through the guide rails (14). The support plates (13) are provided with multiple second connection holes (131). The second connection holes (131) are used to connect with the locking structure (4).

9. A transfer system, characterized in that, It includes a track (5) and a plurality of vehicle body transfer devices as described in any one of claims 1 to 8, wherein the plurality of vehicle body transfer devices are spaced apart in the front-rear direction, and the track wheels (3) of the vehicle body transfer devices are supported on the track (5).

10. A production line for straddle-type monorail transit vehicles, characterized in that, It includes a bonding station, a curing station and a transfer system as described in claim 9, wherein the track (5) of the transfer system passes through at least the bonding station and the curing station, the bonding station being used to bond components to the main frame of the vehicle body (6), and the curing station being used to cure the vehicle body (6) with the bonded components.

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