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

Abstract

The utility model provides a kind of straddle type monorail underframe traction connecting structure and straddle type monorail vehicle, it is related to rail transit vehicle technical field, underframe traction connecting structure includes first longitudinal beam, second longitudinal beam, first crossbeam, second crossbeam, third crossbeam and traction mounting seat;Second crossbeam surface and the surface of first longitudinal beam and second longitudinal beam connected with second crossbeam are all set with the sunken platform gap for positioning traction mounting seat;The lateral edge of traction mounting seat is equipped with welding bevel;Traction mounting seat is butt welded with the sidewall of sunken platform gap on first longitudinal beam, second longitudinal beam and second crossbeam by welding bevel.Collaborative design of sunken platform gap and welding bevel makes traction mounting seat can be accurately embedded positioning, avoids the limitation of traditional single plane connection, to expand welding operation space and ensure the accuracy of installation position.

Description

Technical Field

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

[0002] In the underframe design of straddle-type monorail vehicles and other rail vehicles, the traction connection structure is a key component for transmitting train traction and braking forces, and its performance directly affects the vehicle's operational safety and structural reliability. Traditional traction beam structures often adopt the form of box beams spliced ​​and welded from steel plates or simple thick plate splicing structures.

[0003] The existing technologies of this type have the following main drawbacks: First, the numerous internal partitions of the spliced ​​or box-beam structures result in a large number of welds, complex welding processes, and high manufacturing costs. Furthermore, the dense welds easily lead to stress concentration, which can cause fatigue cracks under long-term cyclic loading, resulting in poor structural strength and reliability. Second, in terms of connection methods, the traction seat is usually connected to the surrounding structure only through fillet welds on its side facade. All welds are concentrated on a single vertical plane, which not only limits the welding operation space and makes it difficult to ensure quality, but also means that the fillet welds mainly bear shear stress, resulting in poor stress distribution and further weakening the fatigue strength of the connection. Utility Model Content

[0004] The purpose of this invention is to optimize the welding layout of the traction connection structure, reduce stress concentration, and improve the fatigue strength and operational reliability of the connection parts.

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

[0006] In one aspect, this utility model provides a straddle-type monorail underframe traction connection structure, including a first longitudinal beam, a second longitudinal beam, a first crossbeam, a second crossbeam, a third crossbeam, and a traction mounting base; one end of the first longitudinal beam is welded to a side wall of the second crossbeam, and the other end is welded to the front end of the vehicle underframe; the second longitudinal beam is located on the same straight line as the first longitudinal beam and is located on both sides of the second crossbeam; both ends of the second longitudinal beam are welded to the side walls of the second crossbeam and the third crossbeam, respectively; two first crossbeams are symmetrically arranged on both sides of the first longitudinal beam, and one end of the first crossbeam is welded to the side wall of the first longitudinal beam, and the other end is welded to the side beam of the vehicle underframe; both ends of the second and third crossbeams are welded to the side beams of the vehicle underframe. The second crossbeam and the surfaces of the first and second longitudinal beams connected to the second crossbeam are provided with recessed notches for positioning the traction mounting seat; the lateral edges of the traction mounting seat are provided with welding bevels; the traction mounting seat is butt-welded to the side walls of the recessed notches on the first, second, and second longitudinal beams through the welding bevels.

[0007] The beneficial effects of the base frame traction connection structure of this utility model are: By coordinating the design of the recessed platform notch and the welding bevel, the traction mounting base can be precisely embedded and positioned, avoiding the limitations of traditional single-plane connections. This expands the welding operation space and ensures the accuracy of the installation position. At the same time, the butt welding method changes the stress form of traditional fillet welds, which only bear shear stress. This allows the load to be distributed more evenly across the entire contact surface of the weld, significantly reducing the risk of local stress concentration. In addition, the frame layout of the first longitudinal beam, the second longitudinal beam, the first crossbeam, the second crossbeam, and the third crossbeam, along with the butt welding to form an overall frame, reduces the need for internal partitions, simplifies the manufacturing process, and further avoids potential crack sources caused by excessive welds, making the traction force transmission path more efficient and reliable.

[0008] Optionally, the first longitudinal beam, the second longitudinal beam, and the second transverse beam are respectively connected to the side of the traction mounting seat by fillet welds.

[0009] Optionally, there are two first longitudinal beams; the two first longitudinal beams are arranged at intervals, and the two first transverse beams are respectively connected to the two first longitudinal beams.

[0010] Optionally, the traction mounting base includes a base and a traction seat; a welding bevel is provided on the base; 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.

[0011] Optionally, the thickness of the weld bevel shall not exceed the height of the countersunk notch.

[0012] 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.

[0013] Optionally, a reinforcing rib parallel to the second crossbeam is provided between the two traction seats.

[0014] Optionally, the traction mounting base is a one-piece alloy steel component.

[0015] Optionally, the first longitudinal beam, the second longitudinal beam, the first crossbeam, the second crossbeam, and the third crossbeam are all rectangular tubes of the same height, and the height of the rectangular tubes is not greater than the height of the vehicle body side beams.

[0016] Secondly, this utility model provides a straddle-type monorail vehicle, including a straddle-type monorail underframe traction connection structure. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the straddle-type monorail base frame traction connection structure in an embodiment of this utility model; Figure 2This is an exploded structural diagram of the straddle-type monorail base frame traction connection structure in an embodiment of this utility model; Figure 3 This is a schematic diagram of the traction mounting seat in the straddle-type monorail base traction connection structure of this utility model embodiment.

[0018] Explanation of reference numerals in the attached figures: 1. First longitudinal beam; 2. Second longitudinal beam; 3. First transverse beam; 4. Second transverse beam; 5. Third transverse beam; 6. Traction mounting seat; 61. Base; 62. Traction seat; 63. Mounting hole; 64. Reinforcing rib; 7. Sinking platform notch. Detailed Implementation

[0019] 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.

[0020] 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.

[0021] 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".

[0022] like Figure 1-3As shown in the figure, the straddle-type monorail underframe traction connection structure provided by this utility model includes a first longitudinal beam 1, a second longitudinal beam 2, a first crossbeam 3, a second crossbeam 4, a third crossbeam 5, and a traction mounting seat 6; one end of the first longitudinal beam 1 is welded to one side wall of the second crossbeam 4, and the other end is welded to the front end of the vehicle underframe; the second longitudinal beam 2 is located on the same straight line as the first longitudinal beam 1, and is located on both sides of the second crossbeam 4; both ends of the second longitudinal beam 2 are welded to the side walls of the second crossbeam 4 and the third crossbeam 5, respectively; two first crossbeams 3 are symmetrically arranged on both sides of the first longitudinal beam 1, and one end of the first crossbeam 3 is welded to the side wall of the first longitudinal beam 1, and the other end is welded to the side beam of the vehicle underframe; both ends of the second crossbeam 4 and the third crossbeam 5 are welded to the side beam of the vehicle underframe. The second crossbeam 4, as well as the surfaces of the first longitudinal beam 1 and the second longitudinal beam 2 connected to it, are provided with recessed notches 7 for positioning the traction mounting seat 6. The lateral edges of the traction mounting seat 6 are provided with welding bevels. The traction mounting seat 6 is butt-welded to the sidewalls of the recessed notches 7 on the first longitudinal beam 1, the second longitudinal beam 2, and the second crossbeam 4 via these welding bevels. The two sidewalls of the second crossbeam 4 refer to the two opposing sides along the length of the vehicle.

[0023] The recessed notch 7 refers to the groove structure opened on the surface of the second crossbeam 4, the first longitudinal beam 1, and the second longitudinal beam 2, used to position the traction mounting seat 6. In practical applications, the recessed notch 7 can be realized by machining methods such as CNC milling or laser cutting, for example, machining a rectangular cross-section groove, mainly to achieve the embedded installation of the traction mounting seat 6 and provide a welding interface. Furthermore, the welding bevel refers to the inclined surface or groove machined on the lateral edge of the traction mounting seat 6, used to optimize the welding process. Specifically, the welding bevel can be formed by a beveling machine or flame cutting equipment, such as a V-shaped bevel, a single-sided V-shaped bevel, or a U-shaped bevel, mainly to ensure the fusion depth and weld continuity during butt welding. Thus, the traction mounting seat 6 is butt welded to the side wall of the recessed notch 7 through the welding bevel, so that the load is distributed on the weld contact surface. In this embodiment, the stress form of the traditional single vertical plane connection is changed, the welding operation space is expanded, and the internal partition requirement is reduced, thereby simplifying the manufacturing process and alleviating the stress concentration problem. In a preferred embodiment, the size and shape of the recessed notch 7 can be adjusted according to the contour of the traction mounting base 6, for example, by using a symmetrically distributed groove structure to adapt to different load conditions. Thus, this structure effectively avoids the problem of limited operating space caused by welds concentrated on a single vertical plane, while making the traction force transmission path more reliable.

[0024] Specifically, the structure, through the coordinated design of the recessed notch 7 and the welding bevel, enables the traction mounting seat 6 to be precisely embedded and positioned, avoiding the limitations of traditional single-plane connections. This expands the welding operation space and ensures the accuracy of the installation position. At the same time, the butt welding method changes the stress form of traditional fillet welds, which only bear shear stress, so that the load is more evenly distributed across the entire contact surface of the weld, significantly reducing the risk of local stress concentration. In addition, the layout of the first longitudinal beam 1, the second longitudinal beam 2, and the crossbeams forms an integral frame through butt welding, reducing the need for internal partitions, simplifying the manufacturing process, further avoiding potential crack sources caused by excessive welds, and making the traction force transmission path more efficient and reliable.

[0025] For example, in practical applications, the notch 7 can be specifically designed as a rectangular groove on the surface of the second crossbeam 4, the depth of which matches the thickness of the welding bevel of the traction mounting seat 6; the welding bevel can be specifically set as a single-sided V-shaped bevel with a bevel angle of 55 degrees, which facilitates welding operations and ensures weld quality. The welding bevel of the lateral edge of the traction mounting seat 6 is fully connected to the sidewall of the notch 7, forming a continuous and reasonably distributed welding area.

[0026] Furthermore, this embodiment effectively solves the problem of stress concentration and fatigue cracking caused by the large number of welds and complex welding process in the traction connection structure of the straddle-type monorail vehicle chassis. It also overcomes the shortcomings of the traction seat 62 connection method, which concentrates welds on a single vertical plane, limits operating space, and results in unfavorable stress distribution. As a result, the welding operating space is expanded, the controllability of welding quality is significantly improved, the load distribution is more uniform, and the fatigue resistance of the structure under cyclic loading is enhanced, thereby improving the overall reliability and safety of the structure.

[0027] Optionally, the first longitudinal beam 1, the second longitudinal beam 2, and the second transverse beam 4 are respectively connected to the side of the traction mounting seat 6 by fillet welds.

[0028] A fillet weld is a type of welded joint with a triangular cross-section, used to connect two components whose surfaces are at a certain angle. It can be achieved using welding processes such as manual arc welding, gas shielded welding, or submerged arc welding. Its purpose is to disperse stress through the geometry of the weld, avoid stress concentration, and improve the fatigue strength of the connection.

[0029] Specifically, the design of the recessed platform notch 7 creates a specific geometric shape at the connection interface between the traction mounting base 6 and the longitudinal and transverse beams. Based on this, fillet welds are used for connection, which can make full use of the notch space to distribute the welds on multiple non-parallel planes, avoiding the weld concentration phenomenon of the traditional single vertical plane. This connection method not only expands the welding operation space and facilitates weld quality control, but also allows the fillet welds to simultaneously share shear and tensile stresses when under load, optimizing the stress transmission path. The design of the independent connection of the first longitudinal beam 1, the second longitudinal beam 2, and the second transverse beam 4 ensures that the load of each beam is evenly transmitted to the traction mounting base 6, preventing local overload. The filling characteristics of the fillet welds form a continuous weld bead within the recessed platform notch 7, which strengthens the overall rigidity and fatigue resistance of the connection.

[0030] In one specific implementation, the connection between the traction mounting base 6 and the first longitudinal beam 1, the second longitudinal beam 2 and the second cross beam 4 is made of fillet weld. The fillet weld can be a single-sided V-groove weld, which is welded using carbon dioxide gas shielded welding. The weld metal fills the recessed notch 7 to form a continuous weld structure.

[0031] Optionally, there are two first longitudinal beams 1; the two first longitudinal beams 1 are arranged at intervals, and the two first crossbeams 3 are respectively connected to the two first longitudinal beams 1.

[0032] Specifically, the number of two first longitudinal beams 1 refers to the adoption of a double longitudinal beam structure design, which can be implemented in a symmetrical or asymmetrical manner. The purpose is to disperse the traction force transmission path and avoid single-point load concentration. The two first longitudinal beams 1 are arranged at intervals, which can be understood as maintaining an appropriate distance between the longitudinal beams. The layout can adopt a fixed spacing or an adjustable spacing, which aims to ensure that the load is evenly distributed in the longitudinal direction and prevent uneven local stress. In practical applications, the two first crossbeams 3 are respectively connected to the two first longitudinal beams 1, which specifically refers to the independent connection relationship between the crossbeam and the longitudinal beam. It can be connected by butt welding or bolts, which aims to accurately transfer the load of the vehicle chassis side beam to the corresponding longitudinal beam, so as to achieve the coordinated dispersion and transmission of traction force and lateral force.

[0033] Specifically, by setting two first longitudinal beams 1 and arranging them at intervals, the load of the traction mounting seat 6 is shared by the two independent longitudinal beams, thereby avoiding the stress peak caused by a single longitudinal beam bearing all the traction force; at the same time, the two first transverse beams 3 are respectively connected to the two first longitudinal beams 1, and the load of the side beam is respectively introduced into the corresponding longitudinal beam, realizing the coordinated dispersion and transmission of traction force and transverse force, which significantly reduces the risk of stress concentration in the welding area.

[0034] Optionally, please combine Figure 3The traction mounting base 6 includes a base 61 and a traction seat 62; the welding bevel is provided on the base 61; the two traction seats 62 are symmetrically arranged on the surface of the base 61, and the traction seat 62 is provided with mounting holes 63 for connecting traction rods.

[0035] Among them, the base 61 refers to the part of the traction mounting seat 6 specifically used for welding with the first longitudinal beam 1, the second longitudinal beam 2, and the second cross beam 4. It can be implemented using a flat plate structure or a plate with a bevel, with the aim of providing a stable welding interface. The traction seat 62 refers to the part of the traction mounting seat 6 specifically used for connecting the traction rod. It can be designed as a boss or a bracket, with the aim of directly transmitting traction force without being affected by welding heat. The welding bevel refers to the inclined structure set on the edge of the base 61. It can be in the form of a single-sided V-shaped bevel or a U-shaped bevel, with the aim of forming a butt weld to improve the stress transmission path. The symmetrically arranged traction seats 62 refer to two traction seats 62 arranged with the center line of the base 61 as the axis of symmetry, which can ensure the uniform distribution of traction force and avoid eccentric loads. The mounting hole 63 refers to the hole opened on the traction seat 62. It can be circular or elliptical, with the aim of connecting the traction rod by bolts or pins.

[0036] Specifically, by setting the base 61 at the recessed notch 7 of the first longitudinal beam 1, the second longitudinal beam 2, and the second transverse beam 4, and using a welding bevel to achieve butt welding between the base 61 and the side wall of the recessed notch 7, the weld can withstand multi-directional stress. At the same time, the traction seat 62 does not participate in the welding, but only connects to the traction rod through the mounting hole 63. Combined with the symmetrical layout design, it ensures that the traction force is evenly transmitted to the base 61, thereby optimizing the stress distribution and reducing the dominant role of shear stress.

[0037] As a specific implementation method, this embodiment is implemented as follows: the base 61 is made of alloy structural steel and has a beveled edge; the traction seat 62 is a cast boss with a circular mounting hole 63 on its surface; the two traction seats 62 are symmetrically distributed on the upper surface of the base 61 and are connected to the traction rod by bolts.

[0038] Through the above-mentioned scheme, this application expands the welding operation space, facilitates high-quality welding operations, and enables the weld to withstand combined tensile, compressive and shear stresses, reducing the risk of stress concentration and improving the fatigue strength and structural reliability of the connection.

[0039] Optionally, the thickness of the weld bevel is not greater than the height of the recessed platform notch 7.

[0040] In practical applications, the thickness of the weld bevel refers to the dimension of the base 61 portion of the traction mounting seat 6 in the direction perpendicular to the mounting surface. This thickness can be achieved by using a dimension equal to or slightly smaller than the height of the recessed notch 7. The height of the recessed notch 7 refers to the depth of the notch in the thickness direction on the surface of the second crossbeam 4 and the connected surfaces of the first longitudinal beam 1 and the second longitudinal beam 2. The purpose of introducing this technical feature is to eliminate gaps at the weld interface, avoid stress concentration caused by geometric mismatch, and thus ensure weld quality and structural integrity.

[0041] Specifically, by limiting the thickness of the weld bevel to no more than the height of the recessed notch 7, the weld bevel can be completely embedded into the recessed notch 7 during installation, forming a seamless fit with the notch sidewall. This geometric matching ensures full contact between the weld bevel and the notch sidewall, facilitating continuous weld filling and uniform fusion, thereby eliminating stress concentration points caused by local gaps. During the transmission of traction and braking forces, the load is uniformly distributed to the first longitudinal beam 1, the second longitudinal beam 2, and the second transverse beam 4 through the weld interface, significantly reducing the risk of crack initiation under cyclic loading and improving the fatigue resistance of the connection.

[0042] Optionally, a transverse reinforcing rib and a longitudinal reinforcing rib are provided between the traction seat 62 and the base 61; the transverse reinforcing rib is parallel to the second crossbeam 4; and the longitudinal reinforcing rib is parallel to the first longitudinal beam 1.

[0043] In practical applications, transverse stiffeners refer to structural reinforcements installed between the traction seat 62 and the base 61. They can be made of steel plates or structural steel in the form of plates or rods. Their purpose is to enhance the transmission capacity of transverse loads and prevent the connection area from bearing excessive shear stress. Longitudinal stiffeners refer to reinforcement structures used to strengthen longitudinal support. They can be made of similar materials and in similar form to transverse stiffeners. Their purpose is to optimize the distribution path of longitudinal forces and ensure that the load is efficiently transmitted along the main force direction.

[0044] Specifically, the transverse reinforcing ribs are arranged parallel to the second crossbeam 4, allowing the transverse load to be directly and efficiently transferred to the second crossbeam 4 through the reinforcing ribs, reducing the transverse shear stress at the connection between the traction seat 62 and the base 61; the longitudinal reinforcing ribs are arranged parallel to the first longitudinal beam 1, ensuring that the longitudinal load is transmitted along the path of the first longitudinal beam 1, avoiding additional bending stress at the connection point; the combination of the two forms a multi-directional support network in the connection area, which evenly distributes the local stress originally concentrated at the welding point to a wider structural area, thereby improving the stress distribution and enhancing the overall stiffness.

[0045] Optionally, a reinforcing rib plate 64 parallel to the second crossbeam 4 is provided between the two traction seats 62.

[0046] Among them, the stiffening rib 64 is a transverse support element used to enhance the structural rigidity of the traction connection area. It can be made of steel plate, steel section or casting, etc. Its purpose is to share the dynamic load borne by the traction seat 62 and evenly distribute the stress in the weld area. Parallel to the second crossbeam 4 can be understood as the extension direction of the stiffening rib 64 being consistent with the axial direction of the second crossbeam 4. Specifically, this can be achieved by aligning the baseline during the manufacturing process or by using positioning fixtures. Its purpose is to ensure that the load transmission path matches the transverse main force direction of the base frame and avoid additional torsional stress caused by directional deviation.

[0047] Specifically, by adding a reinforcing rib 64 between the two traction seats 62, the reinforcing rib 64 is directly connected to the two traction seats 62 and extends along the direction of the second crossbeam 4, thereby forming a continuous lateral support system on the core path of traction force transmission. When traction and braking forces are applied during vehicle operation, the reinforcing rib 64 effectively suppresses the relative displacement tendency between the traction seats 62, distributing the dynamic load to the entire traction mounting base 6 structure. At the same time, since its direction is consistent with the second crossbeam 4, the traction force can be smoothly transmitted along the main lateral path of the underframe, eliminating the tendency of local bending deformation and making the stress distribution more uniform.

[0048] Optionally, the traction mounting base 6 is a one-piece alloy steel component.

[0049] Among them, the integrally formed alloy steel part refers to the traction mounting seat 6 as a single structural part without split connection through an integral manufacturing process. It can be realized by forging, casting or powder metallurgy and other processes. The use of alloy steel material ensures the continuity of structure and material uniformity. Its purpose is to eliminate the welding requirements between the base 61 and the traction seat 62 in the split structure and avoid the risk of stress concentration caused by welds.

[0050] Specifically, by designing the traction mounting base 6 as an integral structure, the weld seam area generated during the assembly of separate components is directly avoided, thereby reducing the weak points in the structure. At the same time, the high mechanical strength and toughness of the alloy steel material enable the component to uniformly distribute stress when subjected to dynamic loads of traction and braking forces, effectively suppressing the initiation and propagation of fatigue cracks, and ensuring the structural integrity of the welding area of ​​the traction mounting base 6 with the first longitudinal beam 1, the second longitudinal beam 2 and the second cross beam 4 at the platform notch 7.

[0051] As a specific implementation method, the traction mounting base 6 can be integrally formed from 40CrNiMoA alloy steel through a hot forging process. This process allows the metal material to flow and fill the mold cavity at high temperature, forming a dense structure without internal defects, ensuring a smooth and continuous transition area between the base 61 and the traction seat 62 without the need for additional welding operations.

[0052] Optionally, the first longitudinal beam 1, the second longitudinal beam 2, the first crossbeam 3, the second crossbeam 4, and the third crossbeam 5 are all rectangular tubes of the same height, and the height of the rectangular tubes is not greater than the height of the vehicle body side beams.

[0053] In practical applications, rectangular tubes with the same height refer to tubular structures where all beams adopt a uniform cross-sectional height. This can be achieved using welded steel pipes. The purpose is to ensure that the butt joint surfaces of each beam are flat and consistent during the welding process, avoiding welding misalignment caused by height differences. The height of the rectangular tube not exceeding the height of the vehicle body side beam can be understood as the vertical dimension of the rectangular tube being less than or equal to the corresponding dimension of the vehicle body side beam. The purpose is to make the transition between the traction connection structure and the vehicle body side beam smoother, eliminating the risk of stress concentration caused by abrupt changes in height.

[0054] Specifically, by designing the first longitudinal beam 1, the second longitudinal beam 2, the first crossbeam 3, the second crossbeam 4, and the third crossbeam 5 as rectangular tubes of the same height, a continuous and flat butt joint surface is formed when the beams are welded together, thereby reducing local stress concentration points. At the same time, the height of the rectangular tubes is controlled within the height range of the vehicle body side beams, ensuring the geometric continuity when the traction connection structure is connected to the vehicle body side beams and avoiding abrupt height changes. In addition, the rectangular tube structure replaces the traditional box beam or thick plate splicing form, reducing the number of internal partitions and welds, improving the transmission path of traction and braking forces, and making the load distribution more uniform.

[0055] This utility model provides a straddle-type monorail vehicle, including the straddle-type monorail underframe traction connection structure as described above.

[0056] 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 traction connection structure described above, and will not be repeated here.

[0057] 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 underframe traction connection structure, characterized in that, It includes a first longitudinal beam (1), a second longitudinal beam (2), a first crossbeam (3), a second crossbeam (4), a third crossbeam (5), and a traction mounting base (6); one end of the first longitudinal beam (1) is welded to one side wall of the second crossbeam (4), and the other end is used to weld to the front end of the vehicle chassis; the second longitudinal beam (2) is coaxially arranged with the first longitudinal beam (1) and is located on both sides of the second crossbeam (4); both ends of the second longitudinal beam (2) are welded to the other side wall of the second crossbeam (4) and the side wall of the third crossbeam (5); two first crossbeams (3) are symmetrically arranged on both sides of the first longitudinal beam (1), and one end of the first crossbeam (3) is welded to the side wall of the first longitudinal beam (1), and the other end is used to weld to the side beam of the vehicle chassis; both ends of the second crossbeam (4) and the third crossbeam (5) are used to weld to the side beam of the vehicle chassis. The second crossbeam (4) and the surfaces of the first longitudinal beam (1) and the second longitudinal beam (2) connected to the second crossbeam (4) are provided with a notch (7) for positioning the traction mounting seat (6); the lateral edge of the traction mounting seat (6) is provided with a welding bevel; the traction mounting seat (6) is welded to the side wall of the notch (7) on the first longitudinal beam (1), the second longitudinal beam (2) and the second crossbeam (4) through the welding bevel.

2. The straddle-type monorail underframe traction connection structure according to claim 1, characterized in that, The first longitudinal beam (1), the second longitudinal beam (2) and the second cross beam (4) are respectively connected to the side of the traction mounting seat (6) by fillet welds.

3. The straddle-type monorail underframe traction connection structure according to claim 1, characterized in that, The number of the first longitudinal beams (1) is two; the two first longitudinal beams (1) are arranged at intervals along the transverse direction, and the two first transverse beams (3) are respectively connected to the corresponding first longitudinal beams (1).

4. The straddle-type monorail underframe traction connection structure according to claim 1, characterized in that, The traction mounting base (6) includes a base (61) and a traction seat (62); the welding bevel is provided on the base (61); two traction seats (62) are symmetrically arranged on the surface of the base (61), and the traction seat (62) is provided with mounting holes (63) for connecting traction rods.

5. The straddle-type monorail underframe traction connection structure according to claim 4, characterized in that, The thickness of the weld bevel is not greater than the height of the notch (7) of the sinker.

6. The straddle-type monorail underframe traction connection structure according to claim 4, characterized in that, A transverse reinforcing rib and a longitudinal reinforcing rib are provided between the traction seat (62) and the base (61); the transverse reinforcing rib is parallel to the second crossbeam (4); the longitudinal reinforcing rib is parallel to the first longitudinal beam (1).

7. The straddle-type monorail underframe traction connection structure according to claim 4, characterized in that, A reinforcing rib (64) parallel to the second crossbeam (4) is provided between the two traction seats (62).

8. The straddle-type monorail underframe traction connection structure according to claim 4, characterized in that, The traction mounting base (6) is an integrally formed alloy steel component.

9. The straddle-type monorail underframe traction connection structure according to any one of claims 1-8, characterized in that, The first longitudinal beam (1), the second longitudinal beam (2), the first crossbeam (3), the second crossbeam (4) and the third crossbeam (5) are all rectangular tubes with the same height, and the height of the rectangular tubes is not greater than the height of the vehicle body side beam.

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

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