Straddle-type monorail underframe structure and straddle-type monorail vehicle

Abstract

The utility model provides a straddle type monorail underframe structure and straddle type monorail vehicle relates to rail transit vehicle technical field, and the underframe structure includes two parallelly arranged boundary beams, and the underframe front end frame, traction connection frame, floor support frame and underframe rear end frame are welded between two boundary beams along the longitudinal direction, two traction connection frames are located between floor support frame and underframe front end frame and between floor support frame and underframe rear end frame respectively, and the traction connection frame includes first longitudinal beam, first crossbeam, second crossbeam and traction mounting seat, and the both ends of first crossbeam and second crossbeam are connected to two boundary beams respectively, one end of first longitudinal beam is connected to first crossbeam, and the other end is connected to corresponding underframe front end frame through second crossbeam, and the integrated design of boundary beam and multiple frames forms an efficient force transmission path. Two parallelly arranged boundary beams are used as the basic support platform and provide stable bearing reference for the underframe.

Description

Technical Field

[0001] This utility model relates to the field of rail transit vehicle technology, specifically to a straddle-type monorail underframe structure and a straddle-type monorail vehicle. Background Technology

[0002] The underframe of a straddle-type monorail vehicle is the core load-bearing structure of the car body, responsible for transmitting traction, braking force, and various complex loads during train operation. As a key component of the underframe, the rationality of the traction connection structure's design directly affects the efficiency of power transmission and the structural safety and reliability.

[0003] In traditional underframe designs, traction mounting seats are typically welded directly to the surface of crossbeams or longitudinal beams. This simple lap welding method presents significant problems: First, the positional accuracy of the mounting seat is difficult to guarantee, posing challenges to the installation and commissioning of critical components such as bogies; second, the traction seat is usually connected to the surrounding structure only through fillet welds on its side facade, with all welds concentrated on a single vertical plane. This restricts welding operation space, makes it difficult to ensure quality, and the fillet welds primarily bear shear stress, resulting in poor stress distribution and weakening the fatigue strength of the connection. Utility Model Content

[0004] The problem solved by this utility model is at least one of improving the positioning accuracy of the traction mounting seat, improving the welding operability and quality, and enhancing the structural strength and fatigue resistance of the connection parts.

[0005] To solve the above problems, this utility model provides a straddle-type monorail underframe structure and a straddle-type monorail vehicle.

[0006] In a first aspect, this utility model provides a straddle-type monorail base frame structure, including two parallel side beams, and a front frame, a traction connection frame, a floor support frame, and a rear frame welded longitudinally between the two side beams; the two traction connection frames are respectively located between the floor support frame and the front frame of the base frame and between the floor support frame and the rear frame of the base frame; the traction connection frame includes a first longitudinal beam, a first transverse beam, a second transverse beam, and a traction mounting seat; the first transverse beam and the second transverse beam are arranged in parallel, and their two ends are respectively connected to the two side beams; one end of the first longitudinal beam is connected to the first transverse beam, and the other end passes through the second transverse beam and connects to the corresponding front frame or rear frame of the base frame; wherein, the surface of the second transverse beam and the surface of the first longitudinal beam at the connection with the second transverse beam are provided with a recessed notch for positioning the traction mounting seat; the traction mounting seat is located in the recessed notch and is butt-welded to the side wall of the recessed notch on the second transverse beam and the first longitudinal beam.

[0007] The beneficial effects of this utility model's straddle-type monorail base frame structure are: An efficient force transmission path is formed through the integrated design of the side beams and multiple frames. Two parallel side beams serve as the basic support platform, providing a stable load-bearing benchmark for the underframe. The front frame, traction connection frame, floor support frame, and rear frame of the underframe are longitudinally welded to the side beams, forming a continuous load-bearing system that ensures uniform distribution of traction and braking forces. Furthermore, two traction connection frames are respectively arranged between the floor support frame and the front frame of the underframe, and between the floor support frame and the rear frame of the underframe, optimizing the force transmission path and reducing local stress concentration. The first and second crossbeams inside the traction connection frames are arranged in parallel and connected to the two side beams at both ends, enhancing lateral stiffness and providing a reliable benchmark for subsequent positioning. One end of the first longitudinal beam is connected to the first crossbeam, and the other end extends through the second crossbeam to the corresponding front or rear frame of the underframe. This through-type design enhances the longitudinal structural strength and ensures seamless force transmission. Simultaneously, the traction seat is butt-welded to the side wall of the notch on the second crossbeam and the upper platform of the first longitudinal beam. By using the flat surface of the recessed notch sidewall for butt welding, the weld can be extended to multiple directions instead of being limited to a single vertical plane. This avoids the problem of shear stress dominating the fillet weld, improves the stress distribution, and enhances the fatigue strength of the connection.

[0008] Optionally, the traction mounting base includes a base and a traction seat; the side edge of the base is provided with a welding bevel; the base is butt-welded to the side wall of the sink plate notch through the welding bevel; two traction seats are symmetrically arranged on the surface of the base, and the traction seats are provided with mounting holes for connecting the traction rod.

[0009] Optionally, a transverse reinforcing rib and a longitudinal reinforcing rib are provided between the traction seat and the base; the transverse reinforcing rib is parallel to the second crossbeam; and the longitudinal reinforcing rib is parallel to the first longitudinal beam.

[0010] Optionally, the floor support frame includes a third crossbeam and a second longitudinal beam; multiple third crossbeams are spaced apart, and the two ends of the third crossbeams are respectively connected to two side beams; the second longitudinal beam is spaced apart from the side beams and welded to the multiple third crossbeams; several mounting seats are spaced apart on the second longitudinal beam; the mounting seats and the mounting holes on the side beams form equipment mounting positions for installing equipment under the vehicle.

[0011] Optionally, equipment hanging brackets for suspending are welded onto the longitudinal beams.

[0012] Optionally, the upper surfaces of the front and rear frames of the chassis are respectively welded with a front seat frame and a rear seat frame.

[0013] Optionally, bolt connection seats and seat positioning profiles are provided on both the front seat frame and the rear seat frame.

[0014] Optionally, the underframe structure also includes a sealed top plate; the sealed top plate covers the front seat frame, the traction connection frame, the floor support frame and the rear seat frame; the sealed top plate is riveted to the side beams, the front seat frame and the rear seat frame, and the joints are filled with a sealing layer.

[0015] Optionally, a front-mounted coupler mounting seat and an anti-climb device mounting seat are provided on the side of the front frame away from the rear frame of the underframe. The front-mounted coupler mounting seat is provided with a guide groove. The guide groove extends along the length of the vehicle and its two ends pass through the front-mounted coupler mounting seat.

[0016] Secondly, this utility model provides a straddle-type monorail vehicle, including the straddle-type monorail underframe structure as described above. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the bottom structure of the straddle-type monorail base frame structure in an embodiment of this utility model; Figure 2 This is a schematic diagram of the top surface structure of the straddle-type monorail base frame structure in this utility model embodiment; Figure 3 This is a schematic diagram of the traction connection frame in an embodiment of the present utility model; Figure 4 for Figure 3 A schematic diagram of the exploded structure; Figure 5 This is a schematic diagram of the traction seat in an embodiment of the present utility model; Figure 6 This is a schematic diagram of the structure of the front frame of the base frame in an embodiment of this utility model; Explanation of reference numerals in the attached figures: 1. Side beam; 2. Front frame of the underframe; 21. Front-mounted coupler mounting seat; 210. Guide groove; 22. Anti-climb device mounting seat; 3. Traction connection frame; 31. First crossbeam; 32. Second crossbeam; 33. First longitudinal beam; 34. Traction mounting seat; 340. Base; 341. Traction seat; 35. Sloping platform notch; 4. Floor support frame; 41. Third crossbeam; 42. Second longitudinal beam; 43. Mounting seat; 5. Rear frame of the underframe; 6. Front seat frame; 7. Rear seat frame; 8. Bolt connection seat; 9. Seat positioning profile. Detailed Implementation

[0018] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Although some embodiments of this utility model are shown in the drawings, it should be understood that this utility model can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this utility model. It should be understood that the drawings and embodiments of this utility model are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.

[0019] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0020] It should be noted that the terms "one" and "multiple" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0021] like Figure 1-6 As shown, this utility model provides a straddle-type monorail base frame structure, including two parallel side beams 1, and a front frame 2, a traction connection frame 3, a floor support frame 4, and a rear frame 5 welded longitudinally between the two side beams 1; the two traction connection frames 3 are respectively located between the floor support frame 4 and the front frame 2, and between the floor support frame 4 and the rear frame 5; the traction connection frame 3 includes a first longitudinal beam 33, a first transverse beam 31, a second transverse beam 32, and a traction mounting seat 34; the first transverse beam 31... The second crossbeam 32 is arranged in parallel with the first crossbeam 31, and its two ends are respectively connected to the two side beams 1; one end of the first longitudinal beam 33 is connected to the first crossbeam 31, and the other end passes through the second crossbeam 32 and is connected to the corresponding front frame 2 or rear frame 5 of the base frame; wherein, the surface of the second crossbeam 32 and the surface of the first longitudinal beam 33 at the connection with the second crossbeam 32 are provided with a recessed notch 35 for positioning the traction mounting seat 34; the traction mounting seat 34 is located in the recessed notch 35 and is butt-welded to the side wall of the recessed notch 35 on the second crossbeam 32 and the first longitudinal beam 33.

[0022] The side beam 1 can be made of C-shaped steel or other profiles with high bending strength, and its main function is to provide basic load-bearing capacity for the overall base frame. The design of the traction connection frame 3, through the parallel arrangement of the first crossbeam 31 and the second crossbeam 32, enhances lateral stiffness, while the through-beam design of the first longitudinal beam 33 further improves the continuity of longitudinal force transmission. The recessed notch 35 can be a rectangular groove or a stepped groove, its purpose being to provide a precise physical limiting reference for the traction mounting seat 34, avoiding positional deviation problems caused by traditional direct welding methods. The butt welding of the traction mounting seat 34 can be achieved through multi-faceted welds, for example, by setting multiple welding surfaces on the sidewall of the recessed notch 35, thereby dispersing stress concentration and improving force distribution. Furthermore, the recessed structure of the recessed notch 35 can also improve welding quality by increasing the operating space.

[0023] Specifically, this embodiment solves the problem of difficulty in ensuring the positional accuracy of the traction mounting seat 34 in traditional designs by combining the countersunk notch 35 with the butt welding mechanism. It also optimizes the welding operation space and improves the stress distribution of the weld. Specifically, the countersunk notch 35 serves as a positioning reference, effectively eliminating positional deviations and ensuring the installation and debugging accuracy of key components such as the bogie. The butt welding, through the arrangement of multi-directional welds, avoids the problem of shear stress dominating in traditional fillet welds, thereby improving the fatigue strength of the connection.

[0024] The overall structure of this embodiment integrates the side beams 1 with multiple frames to form an efficient force transmission path. Two parallel side beams 1 serve as a basic support platform, providing a stable load-bearing benchmark for the underframe. The front frame 2, traction connection frame 3, floor support frame 4, and rear frame 5 of the underframe are longitudinally welded between the side beams 1, forming a continuous load-bearing system that ensures uniform distribution of traction and braking forces. Furthermore, the two traction connection frames 3 are respectively arranged between the floor support frame 4 and the front frame 2 of the underframe, and between the floor support frame 4 and the rear frame 5 of the underframe, optimizing the force transmission path and reducing localized stress concentration.

[0025] The first crossbeam 31 and the second crossbeam 32 inside the traction connection frame 3 are arranged in parallel and connected to the two side beams 1 at both ends, which enhances the lateral stiffness and provides a reliable reference for subsequent positioning. One end of the first longitudinal beam 33 is connected to the first crossbeam 31, and the other end extends through the second crossbeam 32 to the corresponding front frame 2 or rear frame 5 of the underframe. The through-type design improves the longitudinal structural strength and ensures seamless force transmission. Notch 35 are provided on the surface of the second crossbeam 32 and the surface of the first longitudinal beam 33 at the connection point with the second crossbeam 32. This design enables precise positioning of the traction mounting seat 34. The geometry of the notch 35 serves as a physical limiting reference, eliminating the positional deviation problem caused by traditional direct welding, thereby improving the installation and debugging accuracy of key components such as the bogie.

[0026] The traction mounting base 34 is located within the recessed notch 35 and is butt-welded to the sidewalls of the recessed notch 35 on the second crossbeam 32 and the first longitudinal beam 33. By using the flat surface of the sidewall of the recessed notch 35 for butt welding, the weld can extend to multiple directions instead of being limited to a single vertical plane. This avoids the problem of shear stress dominating in fillet welds, improves stress distribution, and enhances the fatigue strength of the connection. Simultaneously, the recessed structure of the recessed notch 35 expands the welding operation space, facilitating high-quality welding by the welder and effectively solving the quality risks caused by limited operation.

[0027] Optionally, please combine Figure 3-5 The traction mounting base 34 includes a base 340 and a traction seat 341; the side edge of the base 340 is provided with a welding bevel; the base 340 is butt welded to the side wall of the recessed platform notch 35 through the welding bevel; two traction seats 341 are symmetrically arranged on the surface of the base 340, and the traction seats 341 are provided with mounting holes for connecting traction rods.

[0028] Specifically, the base 340 is the core component that bears and transmits traction force. It can be made of high-strength steel plate or composite materials to provide sufficient rigidity and fatigue resistance. The weld bevel can be understood as a special machined surface, its function being to increase the weld penetration and improve weld quality. In practical applications, it can be achieved through machining or laser cutting. The traction seat 341 is a key component for connecting the traction rod. It can be manufactured through casting or forging processes to ensure connection strength and assembly accuracy. The mounting hole refers to a standardized connection interface, which can be formed by drilling or stamping to simplify the assembly process and ensure connection reliability.

[0029] In detail, the welding bevel design of the base 340 significantly improves the problem of limited welding operating space. The precise matching of the bevel and the countersunk notch 35 not only provides a wider operating area but also ensures uniform fusion during welding, effectively avoiding the shear stress concentration problem caused by traditional fillet welds. The symmetrical layout of the two traction seats 341 achieves uniform distribution of traction force. This structural design can balance stress transmission under dynamic loads and prevent fatigue damage caused by local stress concentration. The standardized design of the mounting holes further improves assembly efficiency and maintenance convenience. The overall structure and the cooperation of the countersunk notch 35 not only ensure the positional accuracy of the traction mounting seat 34 but also significantly improve the overall strength and reliability of the structure through multi-directional welding connections.

[0030] Optionally, please combine Figure 5 A transverse reinforcing rib and a longitudinal reinforcing rib are provided between the traction seat 341 and the base 340; the transverse reinforcing rib is parallel to the second crossbeam 32; and the longitudinal reinforcing rib is parallel to the first longitudinal beam 33.

[0031] Specifically, the transverse stiffener is a structural component used to enhance the transverse rigidity of the connection between the traction seat 341 and the base 340. It can be made by bending steel plates or welding profiles, with the purpose of distributing transverse loads and working with the second crossbeam 32 to resist transverse forces. The longitudinal stiffener is a structural component used to optimize the longitudinal force flow transmission at the connection between the traction seat 341 and the base 340. It can be made by integral casting, forging, or machining, with the purpose of guiding longitudinal traction forces and reducing stress peaks at the welds.

[0032] In detail, by adding transverse and longitudinal stiffeners between the traction seat 341 and the base 340, the stress state of the connection point is effectively improved. The transverse stiffeners are arranged parallel to the second crossbeam 32, directly participating in the transmission of transverse loads and forming a transverse load-bearing system together with the second crossbeam 32, thereby significantly improving the overall rigidity of the structure. The longitudinal stiffeners extend along the direction of the first longitudinal beam 33, forming a smooth longitudinal force flow channel, allowing the traction force to be evenly distributed throughout the entire base frame. This arrangement of stiffeners not only solves the stress concentration problem at the connection point between the traction seat 341 and the base 340, but also optimizes the welding operation space, making it easier to ensure weld quality. At the same time, the cooperation between the stiffeners and the first longitudinal beam 33 and the second crossbeam 32 in the base frame forms a complete force flow transmission path, ensuring efficient transmission of traction force and ultimately improving the structural reliability and durability.

[0033] Optionally, please combine Figure 3-4The floor support frame 4 includes a third crossbeam 41 and a second longitudinal beam 42; multiple third crossbeams 41 are spaced apart, and the two ends of the third crossbeams 41 are respectively connected to two side beams 1; the second longitudinal beam 42 is spaced apart from the side beams 1 and is welded to multiple third crossbeams 41; a number of mounting seats 43 are spaced apart on the second longitudinal beam 42; the mounting seats 43 and the mounting holes on the side beams 1 form equipment mounting positions for installing equipment under the vehicle.

[0034] The third crossbeam 41 refers to a beam structure arranged transversely, which can be a rectangular cross-section beam, an I-beam, or other types of beam, with the aim of achieving uniform load distribution and enhancing overall rigidity. The mounting base 43 is a component used for precise positioning and connection; it can be fixed to the second longitudinal beam 42 by welding, with the aim of improving installation accuracy and optimizing welding operation space. The equipment mounting position refers to a dedicated installation area reserved for under-vehicle equipment, which can be achieved by adjusting the distance between the second longitudinal beam 42 and the side beam 1, with the aim of simplifying the equipment installation process and improving space utilization.

[0035] Specifically, by optimizing the structural design of the floor support frame 4, the issues of equipment installation accuracy and connection strength were effectively resolved. The third crossbeam 41 in the floor support frame 4 is responsible for lateral load transfer, while the second longitudinal beam 42 enhances longitudinal stability; together, they form a stable platform to bear the load of the base frame. The design of multiple spaced third crossbeams 41 achieves uniform load distribution, avoids localized stress concentration, and thus ensures the overall structural strength. The two ends of the third crossbeams 41 are connected to the two side beams 1, forming a reliable load transfer path.

[0036] Optionally, please combine Figure 1-2 Equipment hanging brackets for suspension are welded onto the longitudinal beams.

[0037] Specifically, an equipment mounting bracket is a structural component specifically designed for the mounting of equipment under a vehicle. It can be constructed using welded steel plates, with the aim of providing a precise positioning reference and a standardized mounting surface. In practical applications, the longitudinal beam, as the main load-bearing component continuously arranged along the longitudinal direction of the vehicle in the underframe, ensures that the mounting point and the main structure form an integrated connection through its rigidity and integrity.

[0038] In detail, by integrating equipment hangers onto the longitudinal beams, the structural reliability and ease of operation for installing equipment under the vehicle are specifically optimized. The equipment hangers are directly welded to the longitudinal beams, evenly distributing the equipment load to the underframe body and effectively mitigating localized stress concentration. Because the longitudinal beams themselves have high structural strength, this design avoids the problem of weld seams concentrating on a single plane, which is common in traditional equipment fixing methods that rely on partial lap welding of crossbeams or side beams. This significantly improves the load transfer path and disperses complex stresses during dynamic operation. Simultaneously, the equipment hangers serve as dedicated hanging interfaces, enabling rapid positioning and fixation of equipment under the vehicle, reducing repeated adjustments during installation, and improving the fatigue strength and long-term safety of the connection points.

[0039] Optionally, please combine Figure 2 The front seat frame 6 and the rear seat frame 7 are welded to the upper surfaces of the front frame 2 and the rear frame 5 of the chassis, respectively.

[0040] Specifically, the front seat frame 6 refers to a pre-machined structural component, which can be achieved by splicing and welding sheet metal parts. The purpose is to ensure the positioning accuracy of the seat installation position through precise manufacturing processes, while providing a larger weld contact area to optimize the load transfer path. The rear seat frame 7 can be understood as a structural component symmetrically designed to the front seat frame 6. It can be achieved through the same or similar manufacturing processes. Its main function is to provide a reliable mounting base for the rear seat and enhance the overall rigidity of the rear end of the chassis.

[0041] In detail, by integrating the front seat frame 6 onto the upper surface of the front frame 2 of the base frame, the upper surface of the frame is used as a base platform to achieve precise fixation of the seat installation position, effectively avoiding the positioning deviation problem caused by directly welding the seat mounting base 43. The rear seat frame 7 set on the upper surface of the rear frame 5 of the base frame, through the integral design, allows the load to be evenly distributed at the welding interface, significantly reducing the phenomenon of local stress concentration.

[0042] Optionally, please combine Figure 2 Both the front seat frame 6 and the rear seat frame 7 are equipped with bolt connection seats 8 and seat positioning profiles 9.

[0043] Specifically, the bolt connector 8 refers to a type of bracket used for mounting luggage racks, which can be implemented using a metal plate or insert with internally threaded holes. The seat positioning profile 9 can be understood as a standardized positioning reference structure based on the geometry of the seat frame, which can be achieved by welding positioning channel steel to the frame surface or installing guide rails with positioning pins. The purpose of introducing the bolt connector 8 is to avoid the thermal deformation and positioning deviation problems caused by traditional welding methods, while improving maintenance convenience; the introduction of the seat positioning profile 9 aims to ensure the precise consistency of the seat installation position, thereby eliminating assembly errors caused by manufacturing tolerances or welding deformation.

[0044] In detail, the front seat frame 6 and rear seat frame 7 are equipped with bolt connection seats 8, enabling the seat to be quickly installed and disassembled by bolt fastening. This method not only avoids deformation caused by the heat-affected zone during welding operations but also significantly improves the ease of operation when replacing or adjusting the seat. The seat positioning profile 9, as a standardized positioning reference, is integrated into the surface of the seat frame. Through its matching structure with the seat bottom, it ensures that the seat position remains highly consistent during each installation. This design enhances the stability of the overall structure and effectively reduces assembly errors caused by manufacturing tolerances or external factors.

[0045] Optionally, it also includes a sealing top plate; the sealing top plate covers the front seat frame 6, the traction connection frame 3, the floor support frame 4 and the rear seat frame 7; the sealing top plate is riveted to the side beam 1, the front seat frame 6 and the rear seat frame 7, and the joints are filled with a sealing layer.

[0046] Specifically, a sealed top plate refers to a protective component used to cover exposed areas of the underframe structure. It can be made of sheet metal or composite materials, aiming to form a continuous protective barrier through systematic coverage, blocking the intrusion path of the external environment. Riveting is a connection method that uses rivets to fix two or more components together. It can be implemented using blind rivets or solid rivets, aiming to provide flexible operating space and avoid the risk of welding heat deformation. The sealing layer refers to a flexible material filled at the joints, which can be made of silicone sealant or polyurethane sealant, aiming to enhance waterproof and dustproof capabilities and achieve an overall airtight effect.

[0047] In detail, the sealed roof panel forms a complete protective system by covering key areas directly exposed to the outside, such as the front seat frame 6, the traction connection frame 3, the floor support frame 4, and the rear seat frame 7. The sealed roof panel is connected to the side beam 1 and the front and rear seat frames 7 by riveting. This connection method is particularly suitable for irregularly shaped joints, ensuring connection strength while facilitating later maintenance. Sealing material is used to fill the joints, effectively compensating for any minor gaps that may exist during riveting, ensuring the sealing performance of the entire covering system. Based on the design of the aforementioned underframe structure, the sealed roof panel not only solves the sealing problem caused by exposed components such as the seat frame, but also, together with the side beam 1 and seat frame, constitutes an overall protective solution adapted to dynamic load environments, thereby significantly improving the stability of the vehicle's internal environment.

[0048] Optionally, please combine Figure 6 A front coupler mounting seat 21 and an anti-climb device mounting seat 22 are provided on the side of the front frame 2 away from the rear frame 5 of the underframe. A guide groove 210 is provided on the front coupler mounting seat 21. The guide groove 210 extends along the length of the vehicle and the two ends of the guide groove 210 pass through the front coupler mounting seat 21.

[0049] Specifically, the front-mounted coupler mounting base 21 is a key component used to install the coupler. It can be made by welding high-strength steel plates, aiming to provide a stable mounting base for the coupler and optimize the traction transmission path. The anti-climb device mounting base 22 can be understood as a dedicated structure for fixing the anti-climb device. It can be connected to the front frame 2 of the underframe via bolts or welding, aiming to improve the vehicle's anti-climb capability in the event of a collision. In practical applications, the guide groove 210 design ensures that the coupler can be flexibly adjusted within a certain range to adapt to the connection requirements under different working conditions.

[0050] In detail, the rational layout of the front coupler mounting base 21 and the anti-creep mount 22 significantly improves the functionality and safety of the underframe front frame 2. The guide groove 210 design on the front coupler mounting base 21 not only achieves precise coupler guidance but also effectively disperses the concentrated stress generated during traction, avoiding fatigue damage caused by stress concentration in traditional structures. Simultaneously, the introduction of the anti-creep mount 22 enhances the vehicle's protection capabilities under extreme conditions, forming a complete front-end safety system together with the front coupler mounting base 21. Furthermore, the above structure forms a close working relationship with components such as the underframe front frame 2, side beam 1, and traction connection frame 3, further optimizing the overall structure's load-bearing capacity and fatigue resistance, thereby solving the problems of difficult bogie installation and debugging and limited operating space caused by welds concentrated on a single vertical plane.

[0051] Furthermore, by changing the coupler installation position from the traditional top-mounted to a front-mounted position, and through the design of the guide groove 210, the directional guidance of the broken coupler is achieved. This improvement effectively solves the problem of the traditional top-mounted coupler encroaching on the passenger compartment space, while reducing the risk of the broken coupler portion intruding into the passenger compartment in a collision, thereby optimizing the space utilization efficiency of the underframe front structure and improving passive safety. By optimizing the geometry of the guide groove 210, the guide groove 210 is aligned with the force direction of the coupler in a collision, thereby guiding the broken portion to move linearly along the vehicle's axis of motion. The design of the guide groove 210 extending along the length of the vehicle ensures that the coupler can reliably move along a predetermined path when it breaks, effectively isolating dangerous debris. At the same time, the structure of the front-mounted coupler mounting seat 21 penetrates both ends of the guide groove 210, preventing the broken portion from accumulating, getting stuck, or rebounding at the end, ensuring that the debris is safely discharged from the danger zone. This design is particularly suitable for the front structure of the underframe of straddle-type monorail vehicles, forming an effective protection mechanism with the front-mounted coupler mounting seat 21, ultimately achieving effective protection of the passenger compartment space.

[0052] This utility model provides a straddle-type monorail vehicle, including the straddle-type monorail underframe structure as described above.

[0053] The beneficial effects of the straddle-type monorail vehicle in this embodiment compared to the prior art are the same as those of the straddle-type monorail underframe structure described above, and will not be repeated here.

[0054] 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 straddle-type monorail base frame structure, characterized in that, The system includes two parallel side beams (1), and a front frame (2), a traction connection frame (3), a floor support frame (4), and a rear frame (5) of the base frame welded longitudinally between the two side beams (1). The two traction connection frames (3) are located between the floor support frame (4) and the front frame (2) of the base frame, and between the floor support frame (4) and the rear frame (5) of the base frame, respectively. The traction connection frame (3) includes a first longitudinal beam (33), a first transverse beam (31), a second transverse beam (32), and a traction mounting base (34). The first transverse beam (31) and the second transverse beam (32) are arranged in parallel, and their ends are respectively The first longitudinal beam (33) is connected to the first transverse beam (31) at one end and to the corresponding front frame (2) or rear frame (5) of the base frame through the second transverse beam (32) at the other end. The second transverse beam (32) and the first longitudinal beam (33) connected to the second transverse beam (32) are provided with a notch (35) for positioning the traction mounting seat (34). The traction mounting seat (34) is located in the notch (35) and is welded to the side wall of the notch (35) on the second transverse beam (32) and the first longitudinal beam (33).

2. The straddle-type monorail base frame structure according to claim 1, characterized in that, The traction mounting base (34) includes a base (340) and a traction seat (341); the side edge of the base (340) is provided with a welding bevel; the base (340) is butt-welded to the side wall of the sinking platform notch (35) through the welding bevel; two traction seats (341) are symmetrically arranged on the surface of the base (340), and the traction seat (341) is provided with mounting holes for connecting traction rods.

3. The straddle-type monorail base frame structure according to claim 2, characterized in that, A transverse reinforcing rib and a longitudinal reinforcing rib are provided between the traction seat (341) and the base (340); the transverse reinforcing rib is parallel to the second crossbeam (32); the longitudinal reinforcing rib is parallel to the first longitudinal beam (33).

4. The straddle-type monorail base frame structure according to claim 1, characterized in that, The floor support frame (4) includes a third crossbeam (41) and a second longitudinal beam (42); multiple third crossbeams (41) are spaced apart, and the two ends of the third crossbeams (41) are respectively connected to two side beams (1); the second longitudinal beam (42) is spaced apart from the side beams (1) and welded to multiple third crossbeams (41); a number of mounting seats (43) are spaced apart on the second longitudinal beam (42); the mounting seats (43) and the mounting holes on the side beams (1) form equipment mounting positions for installing equipment under the vehicle.

5. The straddle-type monorail base frame structure according to claim 4, characterized in that, Equipment hanging brackets for suspending are welded onto the longitudinal beam.

6. The straddle-type monorail base frame structure according to claim 1, characterized in that, The front seat frame (2) and the rear seat frame (5) of the chassis are respectively welded to the upper surfaces of the front seat frame (6) and the rear seat frame (7).

7. The straddle-type monorail base frame structure according to claim 6, characterized in that, Both the front seat frame (6) and the rear seat frame (7) are provided with bolt connection seats (8) and seat positioning profiles (9).

8. The straddle-type monorail base frame structure according to claim 7, characterized in that, It also includes a sealing top plate; the sealing top plate covers the front seat frame (6), the traction connection frame (3), the floor support frame (4) and the rear seat frame (7); the sealing top plate is riveted to the side beam (1), the front seat frame (6) and the rear seat frame (7), and the joint is filled with a sealing layer.

9. The straddle-type monorail base frame structure according to claim 1, characterized in that, The front frame (2) of the underframe is provided with a front coupler mounting seat (21) and an anti-climb device mounting seat (22) on the side away from the rear frame (5) of the underframe. The front coupler mounting seat (21) is provided with a guide groove (210). The guide groove (210) extends along the length of the vehicle and the two ends of the guide groove (210) pass through the front coupler mounting seat (21).

10. A straddle-type monorail vehicle, characterized in that, Includes the straddle-type monorail base structure as described in any one of claims 1 to 9.

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